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Live programming is a style of development characterized by incremental change and immediate feedback. Instead of long edit-compile cycles, developers modify a running program by changing its source code, receiving immediate feedback as it instantly adapts in response. In this paper, we propose an approach to bridge the gap between running programs and textual domain-specific languages (DSLs). The first step of our approach consists of applying a novel model differencing algorithm, tmdiff, to the textual DSL code. By leveraging ordinary text differencing and origin tracking, tmdiff produces deltas defined in terms of the metamodel of a language. In the second step of our approach, the model deltas are applied at run time to update a running system, without having to restart it. Since the model deltas are derived from the static source code of the program, they are unaware of any run-time state maintained during model execution. We therefore propose a generic, dynamic patch architecture, rmpatch, which can be customized to cater for domain-specific state migration. We illustrate rmpatch in a case study of a live programming environment for a simple DSL implemented in Rascal for simultaneously defining and executing state machines.
In dit artikel (en keynote) schetst Nigten enkele grote veranderingen in onze samenleving en dagelijks leven en hoe dit samenhangt met onze kijk op techniek. Zij signaleert een verschuiving van techniek gestuurde innovatie naar innovatie door en met de eindgebruiker en hoe dit zich verhoudt tot technisch onderwijs. Vervolgens vergelijkt Nigten het procesverloop van grote sociale maatschappelijke innovaties met innovatie trajecten zoals we die kennen op het gebied van producten of diensten. Grote sociale innovatie trajecten vragen, net als radicale product- en diensteninnovaties, om andere organisatiemodellen dan het model waarin een product steeds verder verfijnd of verbeterd wordt. Om ons heen zien we dat de ROC opleidingen en de Hogescholen, moeite hebben met snel schakelen. De grote organisaties, de instituten hebben meestal niet de armslag om risico, een belangrijk aspect van innovatie, te nemen. Desondanks is het van groot belang dat de studenten toekomstbestendig onderwijs krijgen. Aan de hand van innovatie projecten van The Patching Zone, een transdisciplinair innovatie laboratorium in Rotterdam en het lectoraat PI aan de Hanze Hogeschool wordt er in dit artikel nader in gegaan op bruikbare innovatie modellen voor het technisch onderwijs. Hiervoor hanteert Nigten twee sleutelbegrippen: co-creatie en creativiteit en hoe deze die naadloos op elkaar aan kunnen sluiten.
MULTIFILE
Landside operations in air cargo terminals consist of many freight forwarders (FFWs) delivering and picking up cargo at the capacity-constrained loading docks at the airport's ground handlers' (GHs) facilities. To improve the operations of the terminal and take advantage of their geographical proximity a small set of FFWs can build a coalition to consolidate stochastically-arriving shipments and share truck fleet capacity while other FFWs continue bringing cargo to the terminal in a non-cooperative manner. Results from a detailed discrete-event simulation model of the cargo landside operations in Amsterdam Aiport showed that all operational policies had trade-offs in terms of the average shipment cycle time of coalition FFWs, the average shipment cycle time of non-coalition FFWs, and the total distance traveled by the coalition fleet, suggesting that horizontal cooperation in this context was not always beneficial, contrary to what previous studies on horizontal cooperation have found. Since dock capacity constitutes a significant constraint on operations in air cargo hubs, this paper also investigates the effect of dock capacity utilization and horizontal cooperation on the performance of consolidation policies implemented by the coalition. Thus, we built a general model of the air cargo terminal to analyze the effects caused by dock capacity utilization without the added complexity of landside operations at Amsterdam Airport to investigate whether the results hold for more general scenarios. Results from the general simulation model suggest that, in scenarios where dock and truck capacity become serious constraints, the average shipment cycle times of non-coalition FFWs are reduced at the expense of an increase in the cycle times of FFWs who constitute the coalition. A good balance among all the performance measures considered in this study is reached by following a policy that takes advantage of consolidating shipments based on individual visits to GH.