• Journal of Welding and Joining
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• v.16 no.5
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• pp.30-38
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• 1998

• YAKHAK HOEJI
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• v.20 no.1
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• pp.6-11
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• 1976

• Journal of Korean Society of Transportation
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• v.26 no.4
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• pp.51-61
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• 2008

Most of Korea's 15 local airports, with the exception Jeju, Gimpo and Gimhae airports, have been several billion Won in the red each year. It has been reported that one of the causes of the poor financial performance is inaccurate air traffic demand predictions. Under the situation, the entry of low-cost carrier air service using turbo-prop airplanes into the domestic airlines market gets a wide range of support, which is expected to promote the convenience of consumers and help to activate local airports. In this study, the authors (1) suggest a high-speed transport demand model among existing airlines, Korea Train Express (KTX) and low-cost carrier air service; (2) try to make low-cost air carrier demand predictions for a route between Seoul and Daegu through a stated-preference survey; and (3), examine possible effectiveness of selected policy measures by establishing an estimation model. First, fare has a strong influence for mode choice between high-speed transport modes when considering the entry of low-cost carrier air service between Seoul and Daegu. Even low-cost carrier air service fare is set at 38,000 won, which is considerably low compared with that of KTX, in the regions where the total travel time is the same for both low-cost carrier air service and KTX, the probability of selecting low-cost carrier air service is 0.1, which shows little possibility of modal change between high speed transportation means. It is suggested that the fare of low-cost air service between Seoul and Daegu should be within the range of from of 38,000 to 44,000 Won; if it is higher, the demand is likely to be lower than expected.

• Journal of Periodontal and Implant Science
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• v.37 no.4
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• pp.733-742
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• 2007

Bone morphogenetic proteins have been shown to possess significant osteoinSductive potential, but in order to take advantage of this effect for tissue engineering, carrier systems are essential. Successful carrier systems must enable vascular and cellular invasion, allowing BMP to act as a differentiation factor. The carrier should be reproducible, non-immunogenic, moldable, and space-providing, to define the contours of the resulting bone. The purpose of this study was to review available literature, in comparing various carriers of BMP on rat calvarial defect model. The following conclusions were deduced. 1. Bone regeneration of ACS/BMP, ${\beta}-TCP/BMP$, FFSS/BMP, $FFSS/{\beta}-TCP/BMP$, MBCP/BMP group were significantly greater than the control groups. 2. Bone density in the ACS/BMP group was greater than that in ${\beta}-TCP$, FFSS, $FFSS/{\beta}-TCP$ carrier group. 3. Bone regeneration in FFSS/BMP group was less than in ACS/BMP, ${\beta}-TCP/BMP$, MBCP/BMP group. However, New bone area of $FFSS/{\beta}-TCP/BMP$ carrier group were more greater than that of FFSS/BMP group. ACS, ${\beta}-TCP$, FFSS, $FFSS/{\beta}-TCP$, MBCP were used for carrier of BMP. However, an ideal carrier which was reproducible, non-immunogenic, moldable, and space-providing did not exist. Therefore, further investigation are required in developing a new carrier system.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.53
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• pp.101-133
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• 2012

The paper aims to analyse the obligations and Responsibilities of shipper in the Rotterdam Rules. The Rotterdam Rules, has underlying intention that it will provide uniform law for the international carriage of goods by sea. It is highly expected that the Rotterdam Rules will create the new international legal regime replacing Hague-Visby Rules and Hamburg Rules. Rotterdam Rules provide the obligations and responsibilities of shipper in express. The shippers obliged to provide, (a) duty as to the condition in which the cargo has to be delivered to the carrier, (b) cooperation of the shipper and the carrier in providing information and instruction, and (c) shipper's obligation to provide information, instructions and documents. The shipper is liable for loss or damage sustained by the carrier if the carrier proves that such loss or damages was caused by a breach of the shipper's obligations. However, the shipper is relieved of all or part of its liability if the cause or one of the causes of the loss or damage is not attributable to its fault or to the fault. But, the shipper shall indemnify the carrier against loss or damage resulting from the inaccuracy of such information. Rotterdam Rules is providing rather concrete as to the shipper's responsibilities and burden of proof in separate chapter. The question is whether such burden of proof of the fault should be imposed to the shipper.

• Journal of Arbitration Studies
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• v.13 no.2
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• pp.377-401
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• 2004

Delay in the air transport occurs when passengers, baggage or cargo do not arrive at their destination at the time indicated in the contract of carriage. The causes of delay in the carriage of cargo are no reservation, lack of space, failure to load the cargo on board, loading the cargo on the wrong plane, failure to off-load the cargo at the right place, or to deliver the covering documents at the right place. The Montreal Convention of 1999 Article 19 provides that "The carrier is liable for damage occasioned by delay in the carriage by air of cargo. Nevertheless, the carrier shall not be liable for damage occasioned by delay if it proves that it and its servants and agents took all measures that could reasonably be required to avoid the damage or that it was impossible for it or them to take such measures." The Montreal Convention Article 22 provides liability limits of the carrier in case of delay for cargo. In the carriage of cargo, the liability of the carrier is limited to 17 SDR per kilogram unless a special declaration as to the value of the cargo has been made. The Montreal Convention Article 19 has shortcomings: it is silent on the duration of the liability for carriage. It does not give any indication concerning the circumstances to be taken into account in cases of delay, and about the length of delay. In conclusion, it is desirable to define the period of carriage with accuracy, and to insert the word 'unreasonable' in Article 19.

• International Journal of Naval Architecture and Ocean Engineering
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• v.8 no.6
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• pp.563-576
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• 2016

The flight deck of an aircraft carrier is relatively vulnerable compared to its hull, as the damage of some subsystems on the flight deck may cause the carrier losing its operational capability. Therefore, this work aims to represent a simulative method for evaluating the resistance of the flight deck's operational capability in the condition that the aircraft carrier is together with its strike group and the enemy uses the anti-ship missiles with the cluster warheads to attack. In the simulations, the susceptibility of the carrier and the vulnerability of the aircraft guarantee resources are gained. Then, with the help of the closed queuing network, the residual sortie generation rate can be solved, which reflects the flight deck's residual operational capability. The results have proven that the flight deck is of strong resistance to these attacks while it is very sensitive to the loss of some key aircraft guarantee resources.

• International Journal of Naval Architecture and Ocean Engineering
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• v.12 no.1
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• pp.667-679
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• 2020

As the LNG carrier operates in ice covered waters, it is key to ensure the overall safety, which is related to the coupling effect of ice-breaking process and internal liquid sloshing. This paper focuses on the sloshing simulation of the ice-breaking LNG carrier, and the numerical method is proposed using Circumferential Crack Method (CCM) and Volume of Vluid (VOF) with two main key factors (velocity νx and force Fx). The ship motion analysis is carried out by CCM when the ship navigates in the ice-covered waters with a constant propulsion power. The velocity νx is gained, which is the initial excitation condition for the calculation of internal sloshing force Fx. Then, the ship motion is modified based on iterative computations under the union action of ice-breaking force and liquid sloshing load. The sloshing simulation under the LNG tank is studied with the modified ship motion. Moreover, an ice-breaking LNG ship with three-leaf type tank is used for case study. The internal LNG sloshing is simulated with three different liquid heights, including free surface shape and sloshing pressure distribution at a given moment, pressure curves at monitoring points on the bulkhead. This present method is effective to solve the sloshing simulation during ice-breaking process, which could be a good reference for the design of the polar ice-breaking LNG carrier.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.13
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• pp.469-492
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• 2000

"International Safety Management(ISM) Code" means the International Management Code for the Safe Operation of Ships and for Pollution Prevention as adopted by the Assembly, as may be amended by the International Maritime Organization. This Code have brought into force internationally since 1th July, 1998 by incorporated to the new Chapter Ⅸ in the SOLAS Convention. Accordingly those States which give effect to the SOLAS Convention will have to ensure that rules giving effect to the Code are introduced into their domestic legislation. The purpose of this Code is to provide an international standard for the safe management and operation of ships and for pollution prevention, by this to reduce the maritime casualty which could caused by neglect of person. To achieve this purpose the ISM Code specifies a number of broad 'safety management objectives' for owning or operation companies, and it requires that such companies should establish, implementing and maintain a written Safety Management System(SMS) covering a whole range of safety environmental and related matters. These requirements of the Code could effect on the carrier in some points such as duty of due diligence to care for cargo, due diligence to make the vessel seaworthy and burden of proof etc. In this respect, We should know that the ISM Code could effect on the carrier advantageously or disadvantageously subject to whether the carrier observed the requirement of the ISM Code. Although it does not add cause of liability or increase limitation of liability imposed to the carrier.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.14 no.1
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• pp.92-97
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• 2015

The design of the glass-carrier was studied using simulations of the temperature distribution of an ITO deposition inline-sputter process. The temperature distribution was simulated in Heating Chamber 7, and in the ITO Deposition Chambers 8 and 9. The temperature distribution of the glass sheets was low in both the lower and upper lines. Moreover, it was observed that the temperature in Chamber 8 significantly affected the temperature in Chamber 9, and that the latter was hotter. The rear of the chambers were subjected to more heating than the fronts, so the temperature range at the back was wider. Redesigning the shape of the carrier made it possible to load more glass sheets on the glass carrier, and to make deposits on the ITO glass at higher temperature, over a wider area.