A few other wagons were reclassed within the three VBxx codes over the next decade or so, but the fleet generally stayed the same size. In 1981 VBPY6 was reclassed to VBAY79, the next number available in the VBAY/VBAX series because the rampant renumbering up to 1965 had removed its original slot in the series. From late 1982 to early 1983, eight VBAY wagons (72, 7, 76, 44, 60, 22, 67, 30 and 43) were reclassed to VBPY 112-120 and added to the passenger fleet.
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The vans were fitted with plain-bearing bogies. As roller-bearing bogies became available, the vans were reclassed as BF in 1961/62. The first was BF119 in October 1961, and wagons 35, 41, 45, 54, 57, 75, 85, 88, 93 and 105 were also converted and reclassed to suit. The class changed to BLF, with the L for 'Large', by early 1962.
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A number of these wagons were sold to the National Rail Corporation in 1994, and those were reclassed to RMBX in 1994/95 to reflect that change in ownership.
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Converted to Navy use at Brooklyn Navy Yard, she commissioned as AP-27 9 June 1941, Captain L. W. Perkins, USCG, commanding. She was reclassed APA-14 1 February 1943.
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They were replaced in Joint Stock service by the JCP freight vans. Between 1963 and 1967 the vans received passenger-quality bogies and were reclassed to ZLP, but the original numbers were retained.
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In lieu of repayment, V/line requested three comparable vans in exchange. The three replacement VLEX vans: 873, 874 and 989 arrived in Victoria July 1993, repainted and reclassed from Western Australian WBAX boxvans.
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In 1994, the 147th Infantry was reclassed as the 147th Armored Regiment until 2007. Today, the 147th Infantry Regiment exists as the 147th Regiment, and maintains the Ohio National Guard Regional Training Institute in Columbus, Ohio.
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After General-Admiral Apraksin was freed she was towed back to Kronstadt for the necessary repairs.Constantine Pleshakov, The Tsar's Last Armada, pp. 50-51. Later, General-Admiral Apraksin and her two sister ships, and the were reclassed as coastal defence ships.
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During 1980–1981, the remaining fleet of sixteen vehicles was converted to ISO-compatible container wagons, and reclassed VQGX. Seven retained the drop-ends with the central turntable well filled in, and the other nine had whole new decks fitted.
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These were reclassed RBJ. Also around the same time, the Victorian Railways (VR) purchased the South Australian Railways' (SAR) share in the first four Sleeping cars for their use on The Vinelander; these were replaced by 1972 with four new cars, taking on the old identities.
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In 1811 Commander William Shepheard replaced Muddle. Captain Shepheard returned to England and was promoted to post captain on 1 February 1812. On 10 February 1812 Comet was reclassed as a sixth rate under the command of Captain George Blamey. He sailed Comet for Newfoundland on 25 May 1812.
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13 wagons were reclassed EF and fitted with roller bearing bogies and grade control equipment for use on the new standard gauge interstate line. The vehicles retained their E wagon numbers, but when made suitable for bogie exchange, they were recoded to EX and renumbered in the new series 1-13.
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From 1979, vehicles were reclassed to VQEY with the exception of QGF2, which became VQEX indicating that it could be gauge converted. 5, 6 and 7 VQEY were similarly upgraded in 1982. Around 1988, the vast majority of bulkhead flat wagons were converted to normal container wagons, and recoded VQLX.
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A further ten BB wagons were scrapped between 1959 and 1961, and the remaining vehicles reclassed to BA with the number group 1-5 and 7-12. It seems BA6 was intended to have been renumbered from BB15, but that vehicle was scrapped in December 1961, before it could receive the new identity.
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In 1978, BP4 was converted to BMX. Then, in 1978-79 about half of the BMX wagons were reclassed back to BMF and fitted with aligned bogies, making them non-suitable for bogie exchange. This was largely in response to the perception that gauge- convertible wagons were being borrowed for extensive periods by the New South Wales railways, and only being returned when due for maintenance. It may also have been done to account for the last dregs of the non-bogie stock being withdrawn. The wagons reclassed were 3, 7-9, 11, 18-19, 24-26, 28-30, 35, 38, 40, 43-44, 48-49, 52-53, 57-58, 60-61, 63, 66-67, 69, 72-73, 75-76 and 102.
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RBST have studied the evidence and history of the breed and accepted Albions as a native breed in September 2018, currently with critically low numbers. According to the UK Rare Breeds Society, Blue Albions have been reclassed as Albions, due to the acceptance of all white, all black & blue roan animals in the breed.
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Later, the freight locomotives were reclassed E.645. The total number of locomotives built amounted to 295 units. Locomotives from each class servedr with FS Trenitalia on push-pull services, and many were been converted in E.645 and assigned to goods services until 2009. They were replaced by E.464 engines on regional services.
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In 1910 the carriages were reclassed ABL. 59ABL was converted from 12AC in 1910, but converted to 11BL in 1918. During its time as an ABL it was shorter, with less capacity, than the rest of the class. Cars ABL 3, 5, 10, 31 were converted to workmen's sleeper cars in the early 1960s, taking numbers 85-88WW.
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The α2C receptor has been reclassed from α1C, due to its greater homology with the α2 class, giving rise to the somewhat confusing nomenclature. The β receptors are divided into β1, β2 and β3. The receptors are classed physiologically, though pharmacological selectivity for receptor subtypes exists and is important in the clinical application of adrenergic agonists (and, indeed, antagonists).
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In their new form the wagons were initially identified as KSQ 1-6, although within a few weeks this had changed to HR 96, 99, 154, 110, 120 and 155 respectively. It is not clear whether they ever ran as KSQ. In 1985 they were reclassed HZM with a new number series, and they were withdrawn around 1988.
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Generally speaking, NQR wagons were modified as required for use on maintenance trains. In more recent times, Puffing Billy has utilised former louvre and cattle vans as travelling equipment storage, and has also acquired a pair of ex-Tasmanian hopper wagons for use on ballast trains; these have been reclassed as NNN. Details are covered on the appropriate page.
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He currently races in the 36 & Over Expert Class.VintageBMX topic Harry Leary Reclassed To Amateur He raced as recently the ABA So. Cal. Nationals on February 16, 2008 in 36 & Over Expert Class coming 7th place in an eight-man main in that 20" division but first place in the 24" 46-50 Cruiser Class.ababmx.com So. Cal Nationals results (Day 1).
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The vans were decorated with a large <\--VR--> logo. While in interstate service, three vans were destroyed in derailments; VSX 809 in Ubonia, Western Australia and VSX 930 at Port Augusta, South Australia in 1978, and VSX 834 at Zanthus, Western Australia in 1979. Around 1978 seven wagons, 1036-1045 were reclassed to VSF to trap those into the new Freight Centre service.
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The 6 units were reclassed with the designation MK50-3 and are now back in service with the Utah Railway. In March 2017 four units were prepared to be shipped to the Kyle Railroad, a few months after Utah Railway's coal train contracts expired. A BNSF train picked up the four units and left with them on March 14, 2017.
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In 1977, four carriages were modified and reallocated to the Vinelander service, operating between Spencer Street Station and Mildura. Two sleeping carriages, 1VAC and 2VAC, were recalled from standard gauge operations and modified at Newport Workshops. Their sitting compartments were replaced with additional twinette accommodation, and the cars were reclassed as Sleepers No.15 and No.16.Newsrail May 1990 p.
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At this point they had the StanFlex modules installed, but would have to wait until 2007 for full operational capability, with the installation of the 35mm CIWS, Mk32 torpedo launchers and Seagnat/SRBOC decoy systems. On the 16th of October 2020, both ships were reclassed as ASW-frigates. Both ships will be upgraded to detect underwater activities such as submarines.
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Saguenay was officially reclassed and recommissioned on 14 May 1965. The ship was sent to Halifax to work with the east coast fleet, where she joined the First Canadian Destroyer Squadron. On 16 July 1970 the ship ran aground off the coast of Cape Breton. The ship was refloated the next day without sustaining any damage. In April 1971, the ship transferred to the Fifth Canadian Destroyer Squadron.
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The Navy commissioned North Star under Commander Thomas Coe. He received promotion to post captain in April 1811 and at that time the Navy reclassed her as a post ship of 20 guns. Lloyd's List (LL) reported on 27 September 1811 that North Star had detained the Spanish ship Viscount Wellington, Wickes, master. Viscount Wellington had been sailing from Amelia Island to Deptford and North Star set her into Rasgate.LL №4601.
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In 1967, a small section of the fleet was separated out from the rest. 24 wagons, numbers 121 to 144, were reclassed back to BLF and used exclusively for palletised cement traffic from Fyansford to Melbourne and some country depots. All vans had stencils on the left end to indicate the restricted use, and the change from BLX to BLF was to ensure they did not end up back on the standard gauge system.
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Throughout the 1950s to 1970s, Shanley's football team rose to prominence under head coach Sid Cichy. Throughout his tenure (1948-1977) the team won 16 state titles and completed 11 undefeated seasons. At one time the Deacons held the record for longest consecutive unbeaten streak in the country, having won 59 games in a row. In 2009, Shanley was reclassed to "AA", the second level of North Dakota's four- class football system.
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To go with the Walker railmotors, sixteen trailer cars were built. The first were delivered as class RMT, numbers 50 and 51; they were reclassed to MT in 1949, and further deliveries brought the class up to 64MT. Each was mounted on two bogies with no driving stands, so they required a runaround at terminal stations. Stylistically, they matched the 102 hp and 153 hp railcars, and were a little shorter than the 280 hp type.
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For a fortnight in 1978, trials were conducted using wagon ALX 46, which was recoded to ALF during the two-week testing (since the ALF code was not being used). The tests were for a new type of high-speed bogie, for use on passenger services. After the testing was completed the wagon was again relettered to ALP 46. On the 29th of March 1979, ALX 58 was reclassed to ALP 58, with the same modifications.
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They were reclassified VQFY to reflect the higher operating speed.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p172, The remaining sixty vehicles were leased to the National Rail Corporation in 1994 and reclassed RQFX. Speculation at the time was that the fleet would be returned to Victoria, but a number were upgraded to 2CM bogies permitting a higher operating speed, and recoded to RQFY. Many are now operating with Pacific National, as RQFX.
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In 1910 the VR built 1NPH for the Walhalla line. 1NPH was built with 2 compartments for the carrying of Explosives and general goods and had an internal wall. However, by the time the Walhalla line was completed the Gold rush had mostly ended rendering 1NPH redundant. in the later half of 1910 1NPH was reclassed as 1NH, And in 1911 it was altered with the removal of the internal wall and replacement of the sold steel sheeted doors to the louvered doors.
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Mechanically, they had four under-floor motors powering two sets of the MMTB's "number one" bogies. The driver's controls were made by Westinghouse, Dick Kerr controllers, and Clyde Engineering controllers. The W2-class also had many variant gears within the tram bogies, the spur-geared W2 classes were notable due to their humming sound. Two of the W2-class had their roller blind doors converted to sliding doors and were reclassed SW2. Four W1-class were converted directly to SW2-class.
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St Jean d'Acre served in the Channel and the Mediterranean. She was initially commanded by Captain Thomas Pickering Thompson, until he was invalided out, and Captain Charles Gilbert John Brydone Elliot took command on 26 September 1860. Forty two of her guns were changed at Gibraltar in July 1861 for others of modern construction.The Times 26 July 1861, quoted in HMS St Jean d'Acre online history She was reclassed as a 99-gun ship in 1862 and 81-guns in 1863.
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As a result, they were allocated to various classes from 1905: The Altona engines were classified as G 2's, the Königsberg ones as P 2's and the Magdeburg locos as P 3's (later being reclassed as G 2's). The Deutsche Reichsbahn took over about 30 locomotives, but they were then retired by 1923, so that they were never given Reichsbahn locomotive numbers. The machines were coupled with Class 2 T 8 and 3 T 10.5 tenders.
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In 1899 the Victorian Railways built a 1 off Narrow Gauge Insulated Van, 1NTT. It entered service painted white on the Gembrook Line, in 1905 it was repainted Red like other freight wagons of the period, with the opening of the extension of the Beech Forest line to Crowes it transferred to Colac for transporting meat from Crowes. In 1926 with VR goods rolling stock reclassification it was reclassed to 1NT. In the 1950s it ended its VR service career on the Whitfield Line.
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Between 1979 and 1981 the Victorian Railways fleet of bogie wagons was reclassed in line with the then-new Australian standards. All wagons kept their BMF/BMX/BP numbers. Generally speaking, BMF became VBAY, and BMX became VBAX, indicating Victorian, Boxvan, 1st variant and either fixed or gauge convertible, and BP became VBPY indicating Passenger use. Immediately after first recoding, there were 40 VBAX, 39 VBAY, 22 VBPY in service. VBAY52 switched to VBAX after a few months, during the middle of the process.
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The oldest wooden bogie passenger carriage owned by the Victorian Railways was purchased from the M&HBURC; as their carriage no.21. At purchase it retained the number, with a note attached indicating that it was part of the South Suburban system. In 1879 it was reclassed 1AA, then in 1888 it changed again to 11BB, and the 1910 recoding saw it relabelled 11B. In 1940 the car was withdrawn from regular service and converted to workmen's sleeper 9WW, and it was finally scrapped in 1957.
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They were painted dark blue with white lettering, to suit the livery of The Vinelander. The other 16 vehicles were on standard gauge in freight motor car traffic between Melbourne and Sydney. With the introduction of Railways of Australia four letter codes in 1979 the class was recoded VMAX (except 8 and 17, as VMAY). In 1980, the Motorail wagons were reclassed to VMAY, bringing this class up to six wagons with as new bogies were fitted to wagons 2, 9, 11 and 20.
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Today, Avoca is owned by Victrack and under the care of the Seymour Rail Heritage Centre. Hopkins had a similar history to Avoca except that it was not airconditioned, up to February 1950. It was then sold to the Commonwealth railways, reclassed as DB75, fitted with airconditioning and converted to standard gauge, entering service in November of that year. On 19 February 1952 it had been repainted into the Commonwealth Railways colour scheme and by December 1954 new bogies of the BK type were fitted.
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An initial fleet of fifty-five BPL carriages were built between 1919 and 1921, identical in design to the swing-door design used with 27APL. Shortly following the completion of those cars, the flaw of the first-class sliding door design was realised and those carriages were reclassed as BPL 56 through 87, allowing new cars to be built as first-class swing door types. These conversions ran from 1923. Carriages 28BPL and 47BPL were destroyed in a fire in 1925 at Warrnambool. In 1932/33 additional second-class capacity was required, and so fifteen randomly selected APL (swing-door) carriages were reclassed to BPL, taking numbers 28, 47 and 88-100BPL. This is why some sources erroneously indicate 28BPL and 47BPL as being rebuilt. As noted below, twelve BPL carriages were allocated to special duties in the period 1939-1961. Separate to those, the fifteen APL-to-BPL conversions were shifted back to the APL fleet in three batches, recovering their original APL fleet numbers in 9, 16, 49APL in 1949-50; 48, 5, 7, 8, 50, 6, 10 and 15APL in 1952-54 and 3, 13, 53 and 11APL in 1958-1960.
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As of February 2005, the Department of the Army began the very initial stages of developing the Combat Recognition Ribbon. The proposed ribbon was eventually renamed and reclassed as the Combat Action Badge. The Combat Action Badge creation was approved by the U.S. Army on May 2, 2005 and can be retroactively awarded to soldiers who engaged in combat after September 18, 2001. With the creation of the Combat Action Badge, the proposal for the Combat Recognition Ribbon was dropped by the United States Army and the ribbon is now considered obsolete.
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However some sloops were three-masted or "ship-rigged", and these were known as "ship sloops". Vessels were sometimes classified according to the substantive rank of her commanding officer. For instance, when the commanding officer of a gun- brig or even a cutter was a lieutenant with the status of master-and- commander, the custom was to recategorise the vessel as a sloop. For instance, when Pitt Burnaby Greene, the commanding officer of Bonne Citoyenne in 1811, received his promotion to post-captain, the Navy reclassed the sloop as a post ship.
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The first members of the XR class were rebuilt in from first and second series X class locomotives between 2002 and 2004, with more powerful rebuilt engines cascaded from the G class, larger radiators, and a new cab to provide better driver visibility.X class diesel electric locomotives Mark Bau's VR website They were not reclassed and renumbered as the XR class until 2004. The second group of three locomotives were built from new, entering service from late 2005. They differ from the earlier units as 'elephant ears' noise deflectors are fitted to the radiators.
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ALP 58 became VMPY 58 in 1979 and ALP 46 became VMPY 46 in 1982. For a few months in 1985, the class also included four short wagons - VMPY 5-7 and 9 ex VMAY 2, 8, 9, 17, but those were recoded away from the group when the different wagon capacities caused problems with rostering sufficient motorail capacity. The two remaining, longer VMPY wagons were reclassed to VMBP 1 and 2 around the same time. The rest of the long ALX wagons became VMBX 1 - 57, excluding numbers 26, 35 and 46 (and 58).
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For most of the 20th century they had been classified as Precambrian rocks along with the more central Charnwood outcrops.Evans, A.M., (1968) Charnwood Forest, in Sylvester-Bradley P. C. and Ford T. D. (ed), The Geology of the East Midlands, Leicester University Press. p.7 This would have dated them to around 545 million years ago. However, recent discoveries of trace fossils, evidence of animals burrowing in the soft mud that became the Swithland Slate, have reclassed all of the Brand Group rocks as Cambrian, formed around 530 million years ago.
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By 1998, however, the original armament had been restored. In 2001, the ship reverted to her original Mexican Navy name of Commodoro Manuel Azueta, was reclassed as a destroyer with the new pennant number of D111, and used primarily as a training vessel for Mexico's Gulf Fleet. In that role, all anti-submarine equipment and all of the original U.S. Navy radar-controlled gun directors were removed. On 3 July 2015 she was decommissioned by the Mexican Navy at Veracruz, making her the last of the class to be retired from service worldwide.
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It was reclassed to 1VHE: (V) Victoria; (H) (NSW guards van code); (E) (E-car van), although in 1969 the van was restored to its former identity. Vans 35 CE and 36 CE spent some time with Vinelander stencils. 33CE was the only wooden vehicle to be painted in the VicRail 'Teacup' livery, which followed the Victorian Railways' blue and gold. 18CE, owned by Victrack, is currently serviceable thanks to the efforts of Steamrail Victoria. 31CE, also owned by Victrack, is currently under restoration by the Victorian Goldfields Railway.
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In the DSM-5, it was combined with derealization disorder and renamed "depersonalization/derealization disorder" ("DDPD"). In the DSM-5, it remains classified as a dissociative disorder. The ICD-11 has relisted it as a disorder rather than a syndrome as previously, and has also reclassed it as a dissociative disorder from its previous listing as a neurotic disorder. Although the disorder is an alteration in the subjective experience of reality, it is not a form of psychosis, as the person is able to distinguish between their own internal experiences and the objective reality of the outside world.
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They were reclassed as DG in 1968 and were withdrawn by 1983. The DH and DG engines were too heavy to run on the lighter rails of the Cromwell Gorge but the much lighter DJ class diesel locomotives (with 10.3 tonne axle loading) were allowed to run through to Cromwell. With the introduction of these locomotives on 26 February 1968 the remaining AB class steam engines were withdrawn. DI class diesels worked the line from 1978 to 1984 but being fewer in number were seen less often than the DJs, which were the mainstay of the line until its closure in 1990.
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The wagons were restored to their VQDW code and number on return to V/Line. From 1987 a further 30 wagons were hired to the NSW railways and recoded to NQMW, numbers between 60050 and 60079. The wagons had previously been VQDW 1, 3, 26, 30–36, 38, 40–41, 43–51, 57, 59–60, 64, 68–69 and 74–75 respectively. In 1990, VQDW 66 was fitted with the "Roadmaster" bogies which had previously been placed under test wagon VQPW 1. It was reclassed to VQEW 66, and permitted to operate at 115 km/h.
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Sabrina was one of the second batch of Cormorant-class ship-sloops. As such she carried 32-pounder carronades in her main battery instead of 6-pounder guns. In 1810 she was reclassed as a 20-gun post-ship, and again re-rated as 24 guns in 1816, just before she was sold. Under the rating system of the day her number of guns could be largely nominal (in this case the number of long guns she would have carried had she been so-armed); the re-rating included her carronades in the total and did not involve any actual change to her armament.
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DT van trailing a V/Line service The two DN vans at Newport Workshops Three of the VBPY cars, 37, 56 and 90, were repainted into the teacup scheme, orange with two silver stripes. Shortly after, these and most of the rest of the VBPY fleet were reclassed as D parcels vans, and counted as part of the passenger fleet for accounting and rostering purposes. On reclassing, the wagons were repainted initially into the VicRail "teacup" scheme of orange with black underframe and two silver stripes; but no "teacup" logo was applied. From 1983 wagons were fitted with the new V/LINE logo on the body sides.
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Early steam locomotive hauled passenger trains often had a van compartment replacing one of the passenger compartments in one of the carriages; vans so-fitted included the ABD, AD and BD classes. The late 1880s onwards saw some bogie carriages fitted out with a similar style of guard's accommodation, in the ADAD, ABDABD and BDBD of 1887, 1891 and 1900 respectively. The bogie cars were reclassed AC, ABC and BC in 1910, and the fixed-wheel vehicles became XYZ, XZ and YZ respectively (while the pure guard's vans, classed D, became the ubiquitous Z vans). Narrow gauge trains often ran with NBDBD vans, the first built in 1899.
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Initially assigned to the Russian Baltic Fleet, she was later reclassed as a coastal defence ship. The three obsolete Ushakovs (, , and Admiral Senyavin) were rejected for inclusion in the Second Pacific Squadron assembled by Admiral Zinovy Rozhestvensky to reinforce the existing Russian squadron based at Port Arthur after the outbreak of the Russo-Japanese War as Rozhestvensky felt they were unsuitable for such an extreme blue-water operation.Captain Peter Hore, Battleships, p. 115. Nevertheless, all three were selected to form part of Admiral Nebogatov's Third Pacific Squadron which was subsequently sent out to reinforce Rozhestvensky on his journey to the Far East after political agitation following his departure.
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The cars still with V/Line were refurbished from 1995, being provided with 2+3 seating in the N type carriage style, with some carriages also receiving wider doors and toilets with wheelchair access. Today only a handful of Z type carriages remain in unaltered form, these being ACZ255 & BZ270 with R707 Operations. V/Line maintains ACZ 257 (now reclassed as BCZ 257 ~ an economy class carriage, with the WCR 2001-era upgraded conductors work station / compartment) now reversed to be at the West End, while still maintaining its Z type interior as modified & refurbished by WCR in there DDA-compliance upgrade of 2001.
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Construction continued at Newport in much the same fashion until 1910, when the 17th van was classed CE and the previous 16 DVE vans were reclassed to same. The CE fleet continued to expand through 1911, with the last vehicle being 25 CE. The first 25 DVE/CE vans were split into three subtypes. Vans 1 through 4 had two outer guards' compartments long, two outer baggage compartments of long, and a central fish compartment of . Vans 5 and 6 were similar, although the central compartment was switched to regular traffic instead of fish, and expanded to long with the outer two compartments reduced to in length.
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After the war Tanjil ran on The Gippslander and Moorabool was a spare retained at the Spencer Street dining car depot; by 1952 these allocations had reversed. In 1962 Tanjil was modified to internally match Wimmera and Mitta Mitta (though with 28 seats spaced slightly closer), and all three were transferred across to standard gauge to provide onboard catering facilities for the new standard gauge Spirit of Progress, reclassed to 1, 2 and 3VRS. Moorabool was retained on the broad gauge system for The Gippslander until the mid-1980s, when it was withdrawn in lieu of BRN cars in fixed N sets. The car was then reallocated to the Train of Knowledge.
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Alle daders van dodelijke vechtpartij op bus opgepakt ("All perpetrators of deadly fight in bus apprehended"), Het Laatste Nieuws Three of the arrested youths had previously been in contact with the police in connection to minor crimes.All fatal beating suspects detained, VRT Nieuws Public broadcasters claimed that the arrests were thanks to tips received from the ethnic North African community, but the justice department denied this. VTM quoted a friend of one of the youngsters saying that "they didn't intend to kill Demoor and only fled because they panicked."VTM, Het Nieuws (13h), June 27 Later on in the investigation, the public prosecutor reclassed the case from manslaughter to assault and battery resulting in unintentional death.
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Three decommissioned Warrior- class strikecraft were refurbished by SA Shipyards and recommissioned as offshore patrol vessels (OPVs) from 2012 to 2014. Their aged Skerpioen missile launchers were removed, providing extra room for a small RHIB boat and a small contingent of seaborne commandos to board suspect vessels. Reclassed as OPVs, these vessels are armed with one OTO Melara 76 mm naval artillery gun, the rear one of the two originally fitted having been removed, as well as a pair of 20 mm guns and a pair of 12.7 mm heavy machine guns. Three of the former strikecraft were refurbished and are commissioned as SAS Isaac Dyobha (P1565), SAS Galeshewe (P1567) and SAS Makhanda (P1569).
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At some point, 42BE was fitted with steel sheeting over the timber sides in an attempt to preserve them. Cars BE 44 to BE 48 were converted from BDSE mail sorting cars between 1922 and 1929 (see details below). Cars 49, 50, 51 and 52BE were former first class airconditioned cars, reclassed when new steel carriages were introduced. 53BE to 61BE were converted from composite ABE cars during 1981, as the start of the transition from wooden stock to all steel cars and altered rostering of carriages into small fixed sets. 8BE was scrapped on 11 April 1958 following a side-swipe at Mount Barker in the early morning of 1 January 1958.
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During 1980–1981, the remaining fourteen flexi-van bogie wagons, classed VQBX/VQBY, were converted to regular container wagons, and reclassed VQGX. Wagons previously numbered 30, 29, 26, 32, 38, 27 and 31 had the turntable equipment removed and the drop-centres filled in, but retained the drooped ends, and taller-than-normal ISO container ports were installed at the outer corners to compensate for the difference in height. These became VQGX 1-3 and 13-16 respectively.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p173, The remaining flexivan wagons, 12, 14, 25, 13, 22, 11, 23 and 25, were recoded to VQGX 4-12 and essentially rebuilt to a normal container wagon profile, with a flat deck.
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The ES-2 was the Milwaukee Road's primary class of dedicated electric switchers. Electric switching on the Milwaukee Road was always limited to the Rocky Mountain Division, and to the middle and east end only, Avery being merely a power change, rather than a switching, location. Harlowton's switching demands eventually exceeded the capabilities of the ES-2, which was replaced in 1951 by a single GE Freight Motor (later reclassed ES-3) instead; thus from the 1950s to the 1970s the ES-2s were normally used only in the greater Butte area, in which the Deer Lodge shops were also located. The Coast Division eschewed electric switchers entirely, as its operating characteristics and economics were more favorable to otherwise underutilized steam (later diesel) switchers which also served the Milwaukee's non-electrified branches in the area.
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Crofton reported that the French buried the English dead with full military honors with both the fort and the British firing salutes. On 5 October 1809 Wanderer was in company with and and all three shared in proceeds of the capture of George. Prize money was forwarded in 1815 from the Vice admiralty court in Antigua. In 1810 Wanderer was under the command of Commander William Robillard, in the Caribbean. Wanderer also participated in the capture of Guadeloupe in January and February 1810. In 1847 the Admiralty awarded the Naval General Service Medal with clasp "Guadaloupe" to all surviving participants of the campaign. In 1811 the Navy reclassed her as sixth-rate post-ship. Captain Francis Newcombe took command in April 1811. Wanderer sailed with the Lisbon convoy on 17 June 1812, and then sailed for North America on 28 August.
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On the same day as BP102, BP3 entered service, followed by BP4 through BP21, the last to be delivered. At the time, BP1 and 2, of the older type, were still in service. The 100 wagons were built over about a year, and they entered service as either the BB or BP classes depending on the available bogies. BB wagons eventually included 22-29, 39, 41, 43-46, 49, 52 and 57-60. By late 1959 the entire fleet had been upgraded and reclassed as BP, except BB29 and BB45 which were altered in early 1960. BP98 spent some time in 1961-1963 on the standard gauge, painted in blue with gold stripes and fitted with a generator for head-end power provision. A video of the vehicle in service is available online, timestamp 2:31 to 2:44 - Following conversions to other classes, the BP fleet stabilised at eleven vehicles between 1968 and 1973: 3, 4, 6, 8, 11, 20, 27, 54, 56, 64, 66 and 97.
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Fraser remained with the vessel until the arrival of the United States Coast Guard. On 6 February 1965, Fraser underwent the first of two shock trials off the coast of Hawaii. The destroyer escort returned in April to undergo the second one, passing both of them. Fraser began conversion to a destroyer helicopter escort on 2 July 1965 at Canadian Vickers in Montreal, Quebec, the last of her class to undergo the transformation. The refit finished, the ship was officially reclassed with hull number DDH 233 on 22 October 1966. The first helicopter landing aboard Fraser, made by a CH-124 Sea King, was performed on 15 June 1967. In October 1967, Fraser demonstrated the Canadian "beartrap" helicopter haul-down system during a visit to Washington, DC. In 1969, the ship represented Canada during the Spithead Review. In May 1973, the ship was placed in reserve, but was reactivated on 11 March 1974. The ship was sent to Davie Shipbuilding in Quebec and returned to operational service in Fall 1974. In 1976, Fraser was assigned to security duties associated with the 1976 Summer Olympics held in Montreal.
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