• Journal of Pharmaceutical Investigation
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• v.14 no.1
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• pp.1-10
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• 1984

Effects of water soluble carrier on the dissolution characteristics of indomethacin coprecipitates were investigated. Water soluble carriers used were polyvinylpyrrolidone, dextrose, mannitol and their mixtures of various ratios. The dissolution rates of indomethacin from coprecipitate with ratios of drug-to-carrier, kinds of carrier and ratios of carriers were as follows: 1. The dissolution rates increased proportionally to the ratios of carrier in the case of both single and combined carrier, and the dissolution rate of coprecipitate with the combined carrier was more rapid than that with single carrier. 2. The combined carrier of PVP-dextrose (1 : 2) in the case of the coprecipitate of drug-to carrier (1 : 1) and PVP-dextrose (4 : 1) in the case of the coprecipitate of drug-to carrier (1 : 3) yield the most rapid dissolution rate. 3. The dissolution rate of indomethacin was the most markedly enhanced in the case of the combined carrier of PVP and dextrose.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.40
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• pp.97-144
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• 2008

The purpose of this paper is to review the text of national legislation relating to the carrier's liability in respect of the carriage of passengers, baggage and cargo by air in major states such as United Kingdom, Germany, France, Canada, Russia and China, and to compare the air carrier's liability under the national legislations of above states with them under the Warsaw System relating to the international carriage by air. Also this paper reviews the text of the draft legislation relating to the carrier's liability in respect of the carriage by air in Korea. The Warsaw Convention for the Unification of Certain Rules Relating to International Carriage was adopted in 1929. In 1999, the ICAO adopted the Montreal Convention for the Unification of Certain Rules for International Carriage by Air vastly modernizing the unification of private air law. The Montreal Convention replaced the instruments of the “Warsaw System”, and came into force on 4 November 2003. The Montreal Convention is not only an international convention. It has also exercised a considerable influence on national legislation. A the Convention, or certain of its principles, with the object of regulating their national air transport. The main feature of the liability regime of the air carrier under the Montreal Convention is the two-tier liability system for death or injury of the passenger with strict liability up to 100,000 SDR and presumptive liability with a reversed burden of proof without any limit above that threshold. The principles of the liability of the air carrier under the Montreal Convention have been adopted into national legislations by the United Kingdom, Germany, France, Canada, Russia and China. Now the Ministry of Justice of Korea is proceeding to make a new national legislation relating to the liability of the air carrier in respect of the carriage by air. The draft legislation of the Part VI the Carriage by Air of the Commercial Code of Korea has adopted the main principles of the liability of the air carrier under the Montreal Convention. In conclusion, the national legislation relating to the liability of the air carrier in Korea will contribute to settle efficiently the dispute on the carrier's liability in respect of the carriage of passengers, baggage and cargo by air.

• Journal of Advanced Information Technology and Convergence
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• v.9 no.1
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• pp.11-24
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• 2019

This paper investigates the performance comparison of a Terahertz (THz) communications for a single-carrier and a multi-carrier single antenna point-to-point communication system. The multi-carrier system and single carrier system consider the orthogonal frequency division multiplexing (OFDM) and the minimum mean square error linear equalizer (MMSE-LE), respectively. We compare the frame-error-rate (FER) and throughput performance of both the systems for a THz communication environment with the carrier frequency of 300GHz and the tapped delay line (TDL) channel models described in 3GPP. It is observed from the simulation results that the OFDM systems outperform the MMSE-LE for various configurations.

• Journal of Korean Society of Industrial and Systems Engineering
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• v.45 no.3
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• pp.49-56
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• 2022

ROK Navy intends to secure the Korean-type aircraft carrier in order to effectively prepare for various future security threats. In general, the Korean national competency is considered to be at the level of having an aircraft carrier, but it is unclear what scale aircraft carrier would be appropriate. In this study, the efficiency was evaluated through the relative comparison between national competency(national power, economic power) and the scale of aircraft carriers, and the optimal scale of the Korean-type aircraft carrier that could be acquired was presented. A DEA(Data Envelopment Analysis) model was applied to aircraft carriers(19 aircraft carriers in 11 countries) currently in operation and scheduled to be possessed in the world. As input variables, CINC(Composite Index of National Capability) and GDP(Gross Domestic Product), which are the most widely used as indicators of national and economic power, and as output variables, the full-load displacement, length, and width of aircraft carriers were selected. ARIMA(short-term within 5 years) and simple regression(long-term over 5 years) were used to estimate the future national competency of each country at the time of aircraft carriers acquisition. The relative efficiency score of the Korean-type aircraft carrier currently being evaluated is 1.062, and it was evaluated as small-scale aircraft carrier compared to the national competency. Based on Korean national competency, the optimal scale of the Korean-type aircraft carrier calculated by aggregating benchmark groups, is 58,308.1 tons of full-load displacement, 279.4m in length, and 68.3m in width.

• The Korean Journal of Ceramics
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• v.4 no.1
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• pp.37-42
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• 1998

The barrier heights and carrier densities of ZnO varistors with various compositions were estimated using C-V, J-V and $\rho$-T relations. The barrier heights obtained from C-V and J-V plots were 0.73~5.98 eV and 0.25~2.70 eV, respectively. The carrier densities estimated from C-V plots were ~$10^{18}cm^{-3}$. Acceptable values of the barrier heights and the carrier densities were obtained from $\rho$-1/T curves and the capacitances at zero bias; 0.6~0.8 eV for the barrier heights and ~$10^{17}cm^{-3}$ for carrier densities. Addition of cobalt increased the barrier height and the carrier density, while chromium slightly lowered both of them.

• Journal of the Institute of Electronics Engineers of Korea SD
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• v.47 no.8
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• pp.23-28
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• 2010

In this paper, comparative analysis of digital and analog performances of strained-silicon PMOSFETs with different carrier direction were performed. ID.SAT vs. ID.OFF and output resistance, Rout performances of devices with <100> carrier direction were better than those of <110> direction due to the greater carrier mobility of <100> channel direction. However, on the contrary, NBTI reliability and device matching characteristics of device with <100> carrier direction were worse than those with <110> carrier direction. Therefore, simultaneous consideration of analog and reliability characteristics as well as DC device performance is highly necessary when developing mobility enhancement technology using the different carrier direction for nano-scale CMOSFETs.

• Journal of Advanced Navigation Technology
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• v.24 no.3
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• pp.173-183
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• 2020

This research focused on such a passenger sample that used to fly between Incheon int'l airport(ICN) and Dubai int'l airport(DXB) using either a national carrier or gulf carriers because the route between ICN and DXB is one of the international air routes with the toughest competition under the global pressure of open air transport market. Based on the results from the empirical research, this paper proposed a competitive advantage which a national carrier must have to cope with global competition under the open sky policies and implications for sustainable strategies of them. National carrier passengers perceived product benefits had a significant positive effect on price reliability in spite of lower price competitiveness. Following the empirical analysis results, it was proven a national carrier should try to improve product benefit sought by passengers to maintain sustainable competitive advantage in the market against foreign airlines.

• Applied Chemistry for Engineering
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• v.33 no.6
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• pp.666-674
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• 2022

The removal efficiencies of nutrients (N and P) and heavy metals (Cu and Ni) by Rhodobacter blasticus and R. blasticus attached to polysulfone carriers, alginate carriers, PVA carriers, and PVA + zeolite carriers in synthetic wastewater were compared. In the comparison of the nutrient removal efficiency based on varying concentrations (100, 200, 500, and 1000 mg/L), R. blasticus + polysulfone carrier treatment showed removal efficiencies of 98.9~99.84% for N and 96.92~99.21% for P. The R. blasticus + alginate carrier treatment showed removal efficiencies of 88.04~97.1% for N and 90.33~97.13% for P. The R. blasticus + PVA carrier treatment showed removal efficiencies of 18.53~44.25% for N and 14.93~43.63% for P. The R. blasticus + PVA + zeolite carrier treatment showed removal efficiencies of 26.65~64.33% for N and 23.44~64.05% for P. In addition, at the minimum inhibitory concentration of heavy metals, R. blasticus (dead cells) + polysulfone carrier treatment showed removal efficiencies of 7.77% for Cu and 12.19% for Ni. Rhodobacter blasticus (dead cells) + alginate carrier treatment showed removal efficiencies of 25.83% for Cu and 31.12% for Ni.

• Journal of Positioning, Navigation, and Timing
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• v.10 no.4
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• pp.307-313
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• 2021

Modernized GNSS signal structures tend to use tiered codes, and all GNSSs use binary codes as secondary codes. However, recently, signals using polyphase codes such as Zadoff-Chu sequence have been proposed, and are expected to be utilized in GNSS. For example, there is Tiered Differential Polyphase Code (TDPC) using polyphase code as secondary code. In TDPC, the phase of secondary code changes every one period of the primary code and a time-variant error is added to the carrier tracking error, so carrier tracking ambiguity exists until the secondary code phase is found. Since the carrier tracking ambiguity cannot be solved using the general GNSS receiver architecture, a new receiver architecture is required. Therefore, in this paper, we describe the carrier tracking ambiguity and its cause in signal tracking, and propose a receiver structure that can solve it. In order to prove the proposed receiver structure, we provide three signal tracking results. The first is the differential decoding result (secondary code sync) using the general GNSS receiver structure and the proposed receiver structure. The second is the IQ diagram before and after multiplying the secondary code demodulation when carrier tracking ambiguity is solved using the proposed receiver structure. The third is the carrier tracking result of the legacy GPS (L1 C/A) signal and the signal using TDPC.

• Fashion & Textile Research Journal
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• v.5 no.5
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• pp.545-549
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• 2003

Dyeing properties such as migration of disperse dye and color fastness of 4 types of the carrier[Carrier-I(methyl napthalene). Carrier-II(chloro benzene). Carrier-III(aromatic ether) and Carrier-IV(o-phenyl phenol)] were evaluated for the study. For the results, the optimum dyeing time and concentration of the carrier was 30min at $110^{\circ}C$ and 2g/l, respectively. The redyeing ratio of the fabric samples treated with Carrier-II and III was higher than that treated with Carrier-I and IV, thus, if was conclude that the redyeing ratio of the samples treated with Carrier-II and III was excellent. The light fastness of the samples treated with Carrier-III and IV was higher than that of Carrier-I and II in order of 2-4 grades. However, there were little changes in terms of washing and sublimation and rubbing fastness for the samples.