• Clean Technology
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• v.24 no.1
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• pp.63-69
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• 2018

The reduction reaction characteristics and physicochemical properties were studied for the selection of oxygen carrier, which is the core of the chemical looping combustion (CLC) technology. Fuel conversion and $CO_2$ selectivity of oxygen carrier according to the concentration of reducing gas and the reduction temperature using three kinds of oxygen carrier (SDN70, N018-R2, N016-R4) were measured and compared. In addition, Attrition Index (AI) and BET surface area were measured to analyze the attrition resistance and the surface characteristics of the oxygen carrier. As a result, it was confirmed that all three kinds of oxygen carrier were suitable for use in chemical roofing combustion system, and the best particle was determined to be N016-R4.

• The Korean Journal of Air & Space Law and Policy
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• v.7
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• pp.101-134
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• 1995

Article 3 Paragraph 1 of the Warsaw Convention regulates the requirements of passenger tickets, Article 4 Paragraph 3, the requirements of baggage tickets, Article 8, the requirements of airway bills. In this article the writer has discussed the legal nature of the documents of air carriage, such as air waybills, passenger tickets and baggage checks. Further, the writer has also discussed several issues relating to the use of the documents of air carriage under the Warsaw Convention. Article 3 Paragraph 2, as well as Article 4 Paragraph 4 and 9 provides that the carrier shall not be entitled to avail himself of the provisions of the Convention which evade or limit his liability. In particular, the Montreal Agreement of 1966 provides that the notification on the carrier's liability in passenger ticket should be printed in more than 10 point type size with contrasting ink colors. However, another question is whether the carrier shall not be entitled to avail himself of the liability limit under the Convention in case the type size is below 10 points. The Convention does not specify the type size of certain parts in passenger tickets and only provides that the carrier shall not be entitled to avail himself of liability limit, when a carrier fails to deliver the ticket to passenger. However, since the delivery of passenger tickets is to provide an opportunity for passengers to recognize the liability limit under the Convention and to map out a subsequent measures, the carrier who fails to give this opportunity shall not be entitled to avail himself of the liability limit under the Convention. But some decisions argue that when the notice on the carrier's liability limit is presented in a fine print in a hardly noticeable place, the carrier shall not be entitled to avail himself under the Convention. Meanwhile, most decisions declare that regardless of the type size, the carrier is entitled to avail himself of liability limit of the provisions of the Convention. The reason is that neither the Warsaw Convention nor the Montreal Agreement stipulate that the carrier is deprived from the right to avail himself of liability limit of the provisions of the Convention when violating the notice requirement. In particular, the main objective of the Montreal Agreement is not on the notice of liability limit but on the increase of it. The latest decisons also maintain the same view. This issue seems to have beeen settled on the occasion of Elisa Chan, et al. vs. Korean Airlines Ltd. The U.S. Supreme Court held that the type size of passenger ticket can not be a target of controversy since it is not required by law, after a cautious interpretation of the Warsaw Convention and the Montreal Agreement highlighting the fact that no grounds for that are found both in the Warsaw Convention and the Montreal Agreement. Now the issue of type size can hardly become any grounds for the carrier not to exclude himself from the liability limit. In this regard, any challenge to raise issue on type size seems to be defeated. The same issue can be raised in both airway bills and baggage tickets. But this argument can be raised only to the tranportation where the original Convention is applied. This creates no problem under the Convention revised by the Hague Protocol, because the Hague Protocol does not require any information on weight, bulk, size, and number of cargo or baggage. The problem here is whether the carrier is entitled to avail himself of the liability limit of the provisions of the Convention when no information on number or weight of the consigned packages is available in accordance with Article 4 of the Convention. Currently the majority of decisions show positive stance on this. The carrier is entitled to avail himself of the liability limit of the provisions of the Convention when the requirement of information on number and weight of consigned packages is skipped, because these requirements are too technical and insubstancial. However some decisions declare just the opposite. They hold that the provisions of the Convention Article 4 is clear, and their meaning and effect should be imposed on it literally and that it is neither unjust nor too technical for a carrier to meet the minimum requirement prescribed in the Convention. Up to now, no decisions by the U.S. Supreme Court on this issue is available.

• Journal of the Korean Society of Physical Medicine
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• v.5 no.2
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• pp.223-231
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• 2010

Purpose : The Purpose of this study was to compare muscle activation and foot pressure on baby carrier and sling for baby care. Methods : Thirty one women subjects (mean age 23.2 years) participated in four static conditions : unloaded quite standing, carrying an anterior baby carrier, carrying a posterior baby carrier, and sling. The baby carrier and sling were loaded with baby model that filled 7.6kg loads. Surface electromyography was used to measure activity in the internal oblique, T4, L3, L5 paraspinal muscle, vastus medialis, biceps femoris, tibialis anterior, and gastrocnemius for four conditions. And foot pressure was measured by using MatScan system(Tekscan, USA). Results : The activation of Biceps femoris, T4, L3, and L5 paraspinal muscle were significant differences(p<.05), but other muscles were no significant differences in four conditions(p>.05). Right foot contact area and peak pressure of right mid foot area were significant differences in four conditions(p<.05). Conclusion : The results of this study indicate that the use of baby carrier of sling for baby care were influenced postural responses of young women. Further work is recommended to find out the influences of various assistive devices for baby care.

• Food Science of Animal Resources
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• v.25 no.3
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• pp.340-343
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• 2005

The objective of this work was to study separation of short peptide (glycine-tyrosine) by using supported liquid membranes (SLMs) containing Aliquat as a cationic carrier, In the present investigation, the influence of pH of donor phase, concentrations of carrier and salt concentrations of acceptor phase on separation flux rate were investigated. Below pH 7.0 the flux rate was not affected by NaCl concentration or carrier concentration. However, the rate was increased significantly above pH 7.0. The rate with Hossain's SLM(H-SLM) containing $20\%$ Aliquat was about 3-fold higher with pH 9.0 at 0.25 M NaCl and 10-fold higher with pH 8.0 at 1.0 M NaCl than that with Duggan's SLM(D-SLM) containing $8\%$ Aliquat respectively. Furthermore, the rate with H-SLM was 10-fold higher at 1.0 M NaCl than the rate with 0.25 M NaCl, In conclusion, it would appear that the rate of separation was facilitated by using high salt concentrations together with high carrier concentrations above pH 7.0.

• Journal of Korean Library and Information Science Society
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• v.42 no.2
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• pp.237-255
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• 2011

This study is to find new methods in describing material type as content type and carrier type for the improvement of OPAC retrieval and the embodiment of work and expression of FRBR. It is hard to describe type vocabulary in cataloging because division of content and carrier taxonomy in KCR4 and KORMARC is not distinct. This study is to review the characteristics of material type list in RDA and ISBD(2010), and to examine the various type vocabulary and description methods of videorecording, soundrecording, and cartographic by retrieving KERIS DB. As a result, there is no consistency in applying type vocabulary between KCR4 and KORMARC. Also, libraries use the mix of content and carrier or detailed carrier vocabulary for local use. Therefore, it is need to define the function of GMD as content type, to expand and correct content and carrier vocabulary, and to express both content and carrier type in citation and detailed display. This study will contribute to embody the expression of FRBR.

• Archives of Plastic Surgery
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• v.37 no.3
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• pp.207-212
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• 2010

Purpose: The object of this study is to develop a novel BMP-2 delivery system for continuous osteogenic differentiation and to induce osteogenesis of stem cells using a bi-phase alginate carrier in vitro. Methods: Alginate nanoparticle loaded BMP-2 was prepared by the reverse emulsification-diffusion technique. Physical properties and release profiles of alginate carriers were measured by Instron and ELISA kit, respectively. Cell viability and alkaline phosphate activity of hBMSCs differentiation was also evaluated by MTS and Metra BAP assays, respectively. Results: Optimal concentration for bi-phase alginate carrier was determined as 2 wt% by evaluating mechanical and biological properties, and differentiation of BMSCs for bone regeneration. The 2% bi-phase alginate carrier had the lowest initial and final release ratio. In addition, the 2% bi-phase alginate carrier had a little higher ALP activity than the homogeneous carrier. An improved controlled release profile was obtained by combining alginate hydrogel with lyophilized particles. Conclusion: Bi-phase alginate carrier has many advantages such as biocompatibility and controlled release capability. It is expected to be effective as a scaffold and carrier in bone tissue engineering.

• The Korean Journal of Nuclear Medicine
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• v.34 no.4
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• pp.344-352
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• 2000

Purpose: Re-188-Hydroxyethylidene diphosphonate (HEDP) is a new cost-effective agent for systemic radioisotope therapy of metastatic bone pain. We investigated the influence of carrier for labeling and biodistribution of Re-188-HEDP using HEDP kit with or without carrier ($KReO_4$). Materials and Methods: The kits (HEDP 15 mg, gentisic acid 4 mg and $SnCl_2.2H_2O_2$ 4.5 mg) with or without carrier ($KReO_4$ 0.1 mg) were labeled with Re-188 solution, made available from an in-house generator by boiling for 15 min. We compared the labeling efficiency and stability of carrier-added and carrier-free preparations of Re-188-HEDP Biodistribution and imaging studies of each preparation were performed in ICR mice ($1.85{\sim}3.7MBq/0.1ml$) and SD rats ($74.1{\sim}85.2MBq/0.5ml$). Results: The carrier-added preparation showed high labeling efficiency (95% at pH 5) and high stability in serum (88%, 3 hr). However, the carrier-free preparation showed low labeling efficiency (59% at pH 5) and low stability (43%, 3 hr). The carrier-added preparation showed high uptake in bone and low uptake in stomach and kidneys. However, the carrier-free preparation showed lower uptake in bone and higher uptake in both stomach and kidneys, which is supposed to be due to released perrhenate. The carrier-added preparation also showed better images with higher skeletal accumulation, lower uptake in other organs and lower soft tissue uptake than the carrier-free preparation. Conclusion: The results of these studies clearly demonstrate that addition of carrier perrhenate is required for high labeling efficiency, stability, bone uptake and good image quality of Re-188-HEDP.

• Journal of Broadcast Engineering
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• v.17 no.5
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• pp.864-875
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• 2012

In this paper, we propose a carrier frequency offset estimation method for single-carrier MIMO systems. In the proposed method, phase rotated PN (Pseudo-Noise) sequences are transmitted to prevent a cancelling out of partial PN sequences. After removing a modulation of received PN sequences by multiplying of complex conjugated PN Sequences which are locally generated in receiver, a CFO (Carrier Frequency Offset) is accurately estimated by employing L&R method which is a kind of ML (Maximum Likelihood) estimation algorithm and uses multiple auto-correlatos. In addition, the frequency offset estimation scheme by using channel state information is proposed for accurate CFO estimation in time-varying Rayleigh channel. By performing computer simulations, MSE (Mean Square Error) performance of proposed method is almost same as MSE performance of SISO systems in AWGN channel. Moreover, MSE Performance of proposed method with using channel information is higher than MSE performances of SISO system and conventional method in time-varying Rayleigh channel.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.12
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• pp.377-401
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• 1999

This study is focused on the privity of the contract of carriage of goods by sea, so to speak, privity between B/L holder and carrier by transfer of bill of lading, privity by attornment to delivery order and conflict between bills of lading and charterparty terms. Under a CIF contract, possession of the bill of lading is equivalent to possession of the goods, and delivery of the bill of lading to the buyer or to a third party may be effective to pass the property in the goods to such person. The bill of lading is a document of title enabling the holder to obtain credit from banks before the arrival of the goods, for the transfer of the bill of lading can operate as a pledge of the goods themselves. In addition, it is by virtue of the bill of lading that the buyer or his assignee can obtain redress against the carrier for any breach of its terms and of the contract of carriage that it evidences. In other words the bill of lading creates a privity between its holder and the carrier as if the contract was made between them. The use of delivery orders in overseas sales is commen where bulk cargoes are split into more parcels than there are bills of lading, and this practice gives rise to considerable difficulties. For example, where the holder of a bill of lading transferred one of the delivery orders to the buyer who presented it to the carrier and paid the freight of the goods to which the order related, it was held that there was a contract between the buyer and the carrier under which the carrier could be made liable in repect of damage to the goods. The contract was on the same terms as that evidenced by, or contained in, the bill of lading, which was expressly incorporated by reference in the delivery order. If the transferee of the delivery order presents it and claims the goods, he may also be taken to have offered to enter into an implied contract incorporating some of the terms of the contract of carriage ; and he will, on the carrier's acceptance of that offer, not only acquire rights, but also incur liabilities under that contract. Where the terms of the charterparties conflict with those of the bills of lading, it is interpreted as below. First, goods may be shipped in a ship chartered by the shipper directly from the shipowner. In that case any bill of lading issued by the shipowner operates, as between shipowner and charterer, as a mere receipt. But if the bill of lading has been indorsed to a third party, between that third party and carrier, the bill of lading will normally be the contract of carriage. Secondly, goods may be shipped by a seller on a ship chartered by the buyer for taking delivery of the goods under the contract of sale. If the seller takes a bill of lading in his own name and to his own order, the terms of that bill of lading would govern the contractual relations between seller and carrier. Thirdly, a ship may be chartered by her owner to a charterer and then subchartered by the chaterer to a shipper, to whom a bill of lading may later be issued by the shipowner. In such a case, the bill of lading is regarded as evidencing a contract of carriage between the shipowner and cargo-owners.

• The Korean Journal of Air & Space Law and Policy
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• v.18
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• pp.41-64
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• 2003

This paper describes the liability regime of the air carrier under the Montreal Convention of 1999 for the international cargo, comparing to those of the existing Warsaw system. Also this paper deals with main issues of the Montreal Convention which are relevent for the carrier's liability in the carriage of the air cargo. The Warsaw Convention 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. The air carrier is liable by application of principle of strict liability as stated in the Montreal Convention : The carrier is liable for the destruction or loss of, or damage to cargo and delay during the carriage by air, and the carrier's liability is limited to a sum of 17 Special Drawing Rights per kilogramme. However, the Montreal Convention has some outstanding issues with respect to the liability of the air carrier : potential conflicts between the Montreal Convention and the Warsaw Convention, the amounts of limits of the carrier's liability, the duration of the carrier's liability, the exessive litigation, and the aviation insurance. Therefore, the conditions and limits of the carrier's liability under the Montreal Convention should be readjusted and regulated in detail.