A prototype is usually built quickly and cheaply to explore poorly understood user requirements in the front-end of the software development life cycle. There are several techniques to construct a ...prototype such as fourth generation languages, functional and logic programming languages, and simulation techniques. Despite their benefits, these techniques do not directly support formal user requirements and specifications. In this paper, a formal specification language, called TUG, is presented to support an automatic derivation of a prototype in Prolog from a specification in the language via a set of transformation rules. The work described in this paper is distinct from existing rapid prototyping techniques. There is a close correspondence between TUG and Prolog that makes the process of transformation relatively mechanical. The process also allows specifiers not to consider low-level details at implementation such as selection of data structures and algorithms due to the features of the TUG specification language and the Prolog programming language. In addition, rederivation of a prototype in Prolog from a TUG specification is also avoided whenever the specification is modified. A Change Request Script is used to update the prototype in response to the revised specification. The prototype construction and specification acquisition are integrated to handle the construction of user requirements. The formality of the TUG specification language improves the quality of the description of user requirements. Rapid prototyping from the specification via software transformations improves the understanding of user requirements in a cost effective way.
The transportation of a colossus painted in the ancient Egyptian tomb of Djehutihotep (Dayr al-Barsha) is known as an example of lubrication application. However the benefits and the nature of ...lubrication used by ancient Egyptians are controversial. In order to clarify this issue, the physical parameters involved in the transportation are carefully reviewed. The traction force is a key parameter, and is evaluated by simple physical models and the results of biomechanical and ergonomic studies. The results of this work suggest high traction force can be produced only with an excellent team coordination, and the friction coefficient between sledge and ground is efficiently reduced by hypothetical methods which exclude probably wood-on-wood or wood-on-sand surface contacts.
Tug-of-war in Tonaki village, Shimajiri, Okinawa is held annually on the 25th day of the 6th lunar month with Kashiki festival. It is the purpose of this paper to consider the expected roles or ...functions in Kashiki tug-of-war from the two contexts that of inside and of outside of Tonaki village. Because of tourism movement in recent years, many tug-of-war festivals in other Okinawa villages are now following to solar calender. However, Tonaki village keeps to take place Kashiki tug-of-war according to the lunar calender even though the new event "Tonaki festival", which was created to promote tourism, was added. And also the village gives his prior attention to home-grown people in Kashiki tug-of-war. From these aspects, Kashiki tug-of-war seems to be maintained in some sort of 'closed' context for insiders. In other words, despite promotion of tourism, Kashiki tug-of-war is being "not for sale" for the tourists. Tonaki villagers not only dodge the expectations of tourists and of ex-home-grown people, but also take advantage of those expectations into their context to maintain their traditional value or tradition itself in the modern world.
This paper is based in part on an earlier publication on SMCP development, but includes new chapters on sociolinguistic and cultural issues arising during pilot’s taking the vessel into/out of ...harbour with tug assistance. In this case the multinational, multilingual and multicultural bridge team is further extended onto pilot's communicating with the tug master(s). A request has been made by the IFSMA2 to provide shipmasters with a set of phrases for pilots and tug masters in their working language - English - to be used during manoeuvring, since the existing Standard Marine Communication Phrases (SMCP) have not been considered elaborate enough for the operation. Maritime English lecturers twinned with maritime professionals have provided a set of appropriate phrases and exercises to help students/ trainees adopt them, as the conclusion of the 2014 seminar organized by G.A.M.E. - Gesellschaft für Ausbildung in Maritimem Englisch (German Association for Maritime English) with the seat at Bremen University of Applied Sciences, Nautical Department, in order to meet the requirements from the maritime industry. A sociolinguistic and cultural issue has arisen as a result of the IFSMA’s invitation to G.A.M.E for a further development of the SMCP Pilotage and Tug Assistance Phrases and for presentation of the newly developed phrases for assessment to the IMO as a most influential safety factor. It would be a great benefit for shipmasters worldwide who regularly find themselves in situations when they cannot follow the pilot’s communication with the tug master(s) because it is carried out in a local language and the pilot, due to being involved in communication with several external parties, is often not in the position to translate the communication for the ship’s master due to the shortage of time. This intention of the IFSMA has met an overt disagreement by the pilot representatives taking part in the activities of the 2014 G.A.M.E. seminar and previously by the EMPA as their association. Therefore, following the approach starting from Roger's Diffusion of innovations theory (1960), revised later byClarke (1999) and Orr (2003), is proposed here to present the stages through which a technological innovation, this extension of SMCP being rightfully considered one, passes on its way to successful adoption.
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