• Journal of Information Technology Services
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• v.17 no.4
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• pp.53-74
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• 2018

This study theoretically examines the essence of the competencies, qualifications and grades newly required in the era of the 4th industrial revolution, points out that the engineer rating system does not reflect the new talent and practical capability, and conducts theoretical and empirical analyzes on improvement of the rating system. The current rating system need to be improved because it is not possible for graduates and experience workers to upgrade. Also, it is reasonable that the current highest grade of engineer, the Professional Engineer, which is a sort of qualification, is not a grade but a function of calculating the grade. Based on this theoretical background, empirical analysis of the question investigation and focus group interview shows that the rating system should be improved to four grades or return to the previous system in 2013. And if it is reduced to four grade, it should go in the way that the professional engineer and the qualified engineer combined. In the industry, the future skills of engineers are as follows : qualification, ability to use emerging technology, problem solving, understanding and utilization of major, and data management, etc. These can be summarized as qualification, education (degree) and career. In particular, the engineering industry considers qualifications, degrees, and career experience, and career experience as the most important elements of the rating system. In this regard, it is necessary to introduce a method that accurately reflects the career experience in the improvement of the engineer rating system.

• Explosives and Blasting
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• v.24 no.1
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• pp.21-28
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• 2006

Rock mass classification systems such as RMR and Q system have been widely served as a simple empirical approach for the design of various rock mass structures in the stage of site survey as well as under the construction. For the RQD determination, the boring is partially carried out and what is more, the survey boring is not normally carried out under construction. Therefore RQD is frequently determined by empirical method or indirect method. Since it is difficult to determine the discontinuity characteristics such as RQD, spacing, persistence, filling and so on, it is essential to develop suitable and simple systems without drilled core and a cert 없 n number of representative parameters. One of the primary objectives of the classification systems for a practicing engineer has been to make it simple to use as a preliminary design tool for the structures in rock mass. In the present study, the modifications for both the RMR and GSI system are suggested by authors to introduce new classification system as well as to improve the scope of some of the existing classification systems for a practicing engineer.

• Journal of the Korean Professional Engineers Association
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• v.28 no.4
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• pp.54-75
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• 1995

This synthesis has been prepared from a review of literature on Truck Escape Ramps technology and a survey of current practice by state department of transportation. Their locations have been determined usually from a combination of accident experience and en-gineering judgement, but new tools are emerging that can identify needs and sites without waiting for catastrophic accidents to happen. The Grade Severity Rating Systems holds promise in this regard. Design Procedures for truck excape ramps continue to evolve. Gravel arrester beds are clearly the preferred choice across the country Rounded aggregate, uniformly graded in the approximate size range of 13 to 18mm. Tech-nical publications typically have dassified TER types as paved gravity, sandpile, and ar-rester bed ramps. The design speed for vehicle entry into the ramp in critical to the deter-mination of ramp length. An escape ramp should be designed for a minimum entry speed of 130km/hr, a 145km/hr design being preferred. The ramps should be straight and their angle to the roadway align-ment should be as possible. The grade of truck escape ramps show the adjustment of ramp design to local topography, such as the tradeoff of ramp length against earthwork requirements. A width of 9 to 12m would more safety acommodate two or more outof con-trol vehicles. Reguarding comments on the most effective material, most respondents cited their own specification or referred to single graded, rounded pea gravel. The consensus essentially Is that single graded, well -rounded gravel is the most desirable material for use in arrester beds. The arrester beds should be constructed with a minimum aggregate depth of 30cm. Successful ramps have used depths between 30 and 90cm.