• Proceedings of the Korean Institute Of Construction Engineering and Management
• /
• autumn
• /
• pp.113-118
• /
• 2001

Bridge Control and Inspection ensures the safety, utility, and durability of Bridge in use. This Paper compares Control-interval of Germany with that of Korea, which was described in the special law recently revised concerning the Safety Checkup of Facilities, and analyzes Period of Damage Discovery that the Damage report of other countries showed. According to a result of the analysis, damage requiring structure repair and reinforcement more frequently been discovered even in less than a decade after the completion of construction. The paper, therefore, suggested the reregulation on the Korean Control Interval on the basis of the result.

• BMB Reports
• /
• v.53 no.6
• /
• pp.299-310
• /
• 2020

Chronic liver disease progresses through several stages, fatty liver, steatohepatitis, cirrhosis, and eventually, it leads to hepatocellular carcinoma (HCC) over a long period of time. Since a large proportion of patients with HCC are accompanied by cirrhosis, it is considered to be an important factor in the diagnosis of liver cancer. This is because cirrhosis leads to an irreversible harmful effect, but the early stages of chronic liver disease could be reversed to a healthy state. Therefore, the discovery of biomarkers that could identify the early stages of chronic liver disease is important to prevent serious liver damage. Biomarker discovery at liver cancer and cirrhosis has enhanced the development of sequencing technology. Next generation sequencing (NGS) is one of the representative technical innovations in the biological field in the recent decades and it is the most important thing to design for research on what type of sequencing methods are suitable and how to handle the analysis steps for data integration. In this review, we comprehensively summarized NGS techniques for identifying genome, transcriptome, DNA methylome and 3D/4D chromatin structure, and introduced framework of processing data set and integrating multi-omics data for uncovering biomarkers.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
• /
• v.49
• /
• pp.283-324
• /
• 2011

The purpose of this paper is to research the air waybill and the carrier's liability in respect of the carriage of cargo by air under the Montreal Convention of 1999. The Warsaw Convention for the unification of certain rules for international carriage by air was adopted in 1929 and modified successively in 1955, 1961, 1971, 1975 and 1999. The Montreal Convention of 1999 modernized and consolidated the Warsaw Convention and related instruments. Under the Montreal Convention, in respect of the carriage of cargo, the air waybill shall be made out by the consignor. If, at the request of the consignor, the carrier makes it out, the carrier shall be deemed to have done so on behalf of the consignor. The air waybill shall be made out in three orignal parts. Under the Montreal Convention, the consignor shall indemnify the carrier against all damages suffered by the carrier or any other person to whom the carrier is liable, by reason of the irregularity, incorrectness or incompleteness of the particulars and statement furnished by the consignor or on its behalf. The air waybill is not a document of title or negotiable instrument. Under the Montreal Convention, the air waybill is prima facie evidence of the conclusion of the contract, of the acceptance of the cargo and of the conditions of carriage. If the carrier carries out the instructions of the consignor for the disposition of the cargo without requiring the production of the part of the air waybill, the carrier will be liable, for any damage which may be accused thereby to any person who is lawfully in possession of the part of the air waybill. Under the Montreal Convention, the carrier is liable by application of principle of strict liability for the damage sustained during the carriage of cargo by air. The carrier is liable for the destruction or loss of, or damage to cargo and delay during the carriage by air. The period of the carriage by air does not extend to any carriage by land, by sea or by inland waterway performed outside an airport. Under the Montreal Convention, the carrier's liability is limited to a sum of 17 Special Drawing Rights per kilogramme. Any provision tending to relieve the carrier of liability or to fix a lower limit than that which is laid down in this Convention shall be and void. Under the Montreal Convention, if the carrier proves that the damage was caused by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he derives his rights, the carrier shall be wholly or partly exonerated from ist liability to the claimant to the extent that such negligence or wrongful act or omission caused the damage. Under the Montreal Convention, any action for damages, however founded, whether under this Convention or in contract or in tort or otherwise, can only be brought subject to the conditions and such limits of liability as are set out in this Convention. Under the Montreal Convention, in the case of damage the person entitled to delivery must complain to the carrier forthwith after the discovery of the damage, and at the latest, within fourteen days from the date of receipt of cargo. In the case of delay, the complaint must be made at the latest within twenty-one days from the date on which the cargo has been placed at his disposal. if no complaint is made within the times aforesaid, no action shall lie against the carrier, save in the case of fraud on its part. Under the Montreal Convention, the right to damage shall be extinguished if an action is not brought within a period of two years, reckoned from the date of arrival at the destination, or from the date on which the aircraft ought to have arrived, or from the date on which the carriage stopped. In conclusion, the Montreal Convention has main outstanding issues with respect to the carrier's liability in respect of the carriage of cargo by air as follows : The amounts of limits of the carrier's liability, the duration of the carrier's liability, and the aviation liability insurance. Therefore, the conditions and limits of the carrier's liability under the Montreal Convention should be readjusted and regulated in detail.

• Journal of the Korean Institute of Traditional Landscape Architecture
• /
• v.38 no.3
• /
• pp.1-10
• /
• 2020

The purpose of this study is to identify whether the cranes had been bred in the palace of the Joseon Dynasty period and to consider the related cases. The temporal range of this study is in the Joseon Dynasty period, and the spatial range is throughout the entire palace, including the naejeon(內殿) and oijeon(外殿), and government offices inside(闕內各司) and government offices outside(闕外各司). The reference materials for this study were partly extracted and translated from the original documents to consider, and a Korean version of documents was used in the database of the Institute for the Translation of Korean Classics. The results of this study are summarized as follows. First, the cranes were bred from the early Joseon Dynasty Era in Uijeongbu, the highest government office in the Joseon Dynasty period. After the Japanese Invasion of Korea in 1592, crane breeding in Uijeongbu(議政府) seems to have been suspended due to the damage to the government building and the change in the status of the government office. Second, crane breeding in Hongmungwan(弘文館), which was responsible for the classics colloquium(經筵) and public opinions and assisted the king by the side, continued from the early Joseon Dynasty period(Jungjong's Era) to the late Joseon Dynasty period(Jeongjo's Era) after the Japanese Invasion of Korea in 1592. Third, in the Jeongjo's Era, the cranes were also bred in Gyujanggak(奎章閣), which was newly established as the central institution of learning to strengthen the royal authority. At that time, it seems that several cranes were bred in Gyujanggak. Fourth, it is judged that 'Crane breeding' in the core government offices of Joseon, such as Uijeongbu, Hongmungwan, and Gyujanggak, was meaningful as a symbol of identities, such as the status and character of the institution. Fifth, it seems that the cranes bred in the palace, including Hongmungwan, were conventionally brought by the Baecheon County of Hwanghae-do. This convention caused minor conflicts between the central and local government offices during the Yeongjo's Era, but it seems to have continued throughout the Jeongjo's Era. In this study, there is a limit that most of the studies were conducted based on local data. If further data discovery and translation outcomes are accumulated in the future, more abundant cases will be identified. The deepened follow-up studies are also needed, other than the cases of rearing cranes in the local government offices and temples.

• Korean Journal of Heritage: History & Science
• /
• v.43 no.3
• /
• pp.122-143
• /
• 2010

The Shilla Stone Monument in Jungseongri was found during the road-construction in Pohang. It has approximately two hundreds of letters inscribed on the surface of one side, and it is estimated to be older than Shilla Stone Monument in Naengsuri which had been known for the oldest stele in Shilla Period. This monument is made of fine to medium-grained biotite granite, while the Shilla Stone Monument in Naengsuri is made of fine-grained granodioritic porphyry bearing feldspar and amphibole phenocrysts. Both rock types of the monuments are interpreted to be cognate with biotite granite in Shinkwangmyeon, and with granodioritic porphyry in Gigyemyeon. They are characterized by xenolith and miarolitic cavity. Damage aspects in both monuments are discoloring, cracking and breaking. These damages do not cause structural instability of the monuments, but attenuate aesthetic value. Black and brown discoloring contaminants on the surface of the Jungseongri Monument contain a high amount of manganese and iron. As a result of ultrasonic test, both monuments were evaluated to be medium-weathered (MW), although the velocity of the Shilla Monument in Jungseongri was slightly lower than the Shilla Monument in Naengsuri. This is because the Monument in Juengseongri had been exposed to outdoor environment for long time until the discovery. It is necessary for Shilla Monuments to be protected by appropriately environmental control and management.