Masculinity as a code can be tampered with, recoded to fit.
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One attractive possibility: Viruses may not be able to invade recoded cells.
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He nods yes, adding that they've already recoded bacteria to be virus-resistant.
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The incoming photos are recorded as pixels, and then recoded as electrical signals.
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Some of the album was recoded by Patrick Lockwood at Holy Rollers Hall.
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Hysolli then orders the recoded DNA fragment from IDT, which arrives several days later.
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Those positions will be recoded so women can fill them, a bid to recruit more women into intelligence.
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"Bitcoin has this reputation for anonymity but it's not actually completely anonymous in that every transaction is recoded," says Smith.
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Once the targeted codons have been recoded, Hysolli will send this genetic blueprint to a company, Integrated DNA Technologies, which creates small,
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INF/OF Nick Franklin recoded his first hit of the season Saturday, a game-tying two-run home run off Kyle Hendricks.
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In 2013, scientists recoded the genome of this bacteria—and now they want to do the same to human cells to prevent infections.
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Even electronic medical patient records, which are mostly digitized by now, aren't usable for the Cancer Moonshot and must be recoded, say experts.
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Complicating matters is that new versions of the worm launched over the weekend are recoded to skirt the temporary fix, according to security specialists.
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Now their DNA has been recoded by the experimental playwright Julia Jarcho, and there isn't even the tiniest mote of sunshine in their makeup.
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Perhaps, if she listened to it again in moments of peace and serenity, then it would be recoded again as related to a happy memory.
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For now, I'm not holding my breath that I'll get my recoded Y chromosome—or the tiny fix that Hysolli made on my chromosome six—implanted in me anytime soon.
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The people at Telegram were celebrating the launch of the recoded Telegram X app for Android yesterday, when the sudden removal of its flagship product on Apple's store left users confused.
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Speaking an impressively fast and American-accented English, he said that he had no trouble with French laws on laïcité, but that they had been "recoded" by racists who shielded themselves behind secularism.
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The mice instantly lost their preference for the cocaine-linked location, suggesting that their memory had been rewritten, or recoded, in such a way that the environment was no longer associated with the drug.
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Michael Thelander, iovation's product marketing manager, said that while stolen credit card numbers can still be bought on the dark web, EMV limits the use of counterfeit cards, or stolen cards, that have had their mag strips replaced or recoded.
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Once the positions are recoded and NATO has a better of idea of the positions available to women, and where they're needed, Gerber said there will be a push to recruit women in schools, computer firms, libraries and engineering firms.
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And if they're successful—and if they recoded the rest of my chromosomes and inserted them into a human cell, both huge ifs—they could theoretically implant these "corrected" cells inside my body, where they would hopefully multiply, change how my body functions, and lower my risk for viral infection.
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"That may be a bit much right now," Hysolli says, given that it has more than 10 times the number of genes and is much longer than the Y. I gingerly ask her whose sequence they will use for these and other chromosomes to create the rest of their recoded synthetic human genome.
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In 1959 ten E open wagons had their sides removed and replaced with locks at suitable positions, permitting carrying of six LCL containers each. They were recoded QC1–10. In 1961 they had roller bearing bogies fitted and were recoded QCF, reflecting their higher maximum speed. In 1965 they were altered further, becoming gauge-exchangeable and recoded QCX.
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For NRC use, the VLCX vans were recoded to RLCX, and about 70 VLEX vans were recoded RLEX. The wagons were returned to V/Line in late 1996 / early 1997, converted back to their previous codes and stored.
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The latter recoded their new acquisitions QQGY, for use on the Melbourne to Brisbane services.
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The fleet was intended to have been recoded VFCA in 1979, but they had all been scrapped by 1981.
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A further ten vehicles were built in 1965, TVX 26–35. Four vehicles—27, 29, 31 and 32—were recoded to TVF in the early 1970s. The 1979 recode was VQBY/VQBX as appropriate, but only four—12, 14, 29 and 32—were relettered as the rest of the fleet was in storage; even the recoded vehicles likely never ran in service.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p166, They were never recoded to fix the Y/F mistake.
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Four SBS carriages were converted to day-night cars (2245, 2252, 2255 & 2256) and recoded SDS. During the early 1980s 3 SBS cars (2241, 2248 & 2249) had their compartment section altered to a storeroom for the dining cars on the Gold Coast Motorail. This reduced the seating capacity to 42, with these cars recoded SBZ.
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Some vehicles have since been returned to their previous controllers and recoded to other purposes; 60079 was fitted with normal bogies and recoded NQEX, while a number (including 9, 19 and 54) were returned to V/Line and the VQDW code. As at 1997, VQDW 4 and 5 were permanently coupled with a drawbar.
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Recoded 1AL-10AL (ex 1-9, 11), 59ABL (ex 12) in 1910, then 1-10BL in 1913 and 11BL in 1918.
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The new seating arrangements had a capacity of 48 and these cars were recoded BDS. These 5 cars were refurbished again in 1988-89 with the removal of the toilets at one end and were fitted with additional day-night seating which then gave them a capacity of 64 passengers. These 5 cars were then recoded to NDS.
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It is not clear whether either wagon wore the code VQAY, and they certainly never operated as such. Instead, in 1982, they were converted to safety wagons (to separate dangerous loads from the rest of a consist), and recoded VDSY. Side sills were added to strengthen the underframes, and the central turntables were removed. By 1988 they had been recoded to VDSF.
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As of 2001, 61 vans were still registered in the RAMS (Railways of Australia Monitoring System). During 2003, at least 28 VLEX's were repainted into Freight Australia colours and recoded to VLRX for rice traffic. To retain some VLCX vans for intrastate use, V/line recoded some vans to VLVX for parcels traffic use. By 1996, most of the early numbered vans had been scrapped.
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To resolve this, random four-wheel wagons were required to be coupled between pairs, but this limited the train's maximum speed. By the late 1980s most had been recoded to VFTF, fixing the original incorrect code. As timber traffic reduced some were recoded VTFX and placed on standard gauge for pipe traffic. But between 1987 and 1991 the majority of the fleet were converted to container wagons.
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Twenty five second class cars numbered 2265 to 2289 were originally constructed and coded SFS, these cars had a seating capacity of 49 in the main saloon & 8 in a compartment. In 1956 SFS 2267 & 2268 had their eight-seat compartment stripped and rebuilt for beverage storage and were recoded SFR. In 1960 these two cars had their storage compartments removed and their saloons lengthened, which gave them a capacity of 57 passengers in the main saloon, they were also recoded back to SFS. In 1963 the eight seat compartment of SFS 2279 & 2281 was altered and the cars were recoded SFR and had a capacity of 49 passengers.
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In 1978 E1 was recoded to HR115; in 1988 E11 became VZRA110, and around 1990, VOAA-ex-E open wagons 121, 123 and 174 were recoded to VZOF. In 1995, HR115 was recoded to VZOA95.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p229, Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p231, Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p234, VZOF121 had its sides cut down to less than half of the normal height. The VZOF wagons were used to collect waste ballast being spat out by track machine RM74.
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Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p169, While under NR control, sixteen wagons were recoded RQDF and a further four as RQDY, likely indicating higher speed bogies. Ten were recoded to RQNW indicating mounting points for 48 ft containers along with higher maximum speeds, and the remaining twenty- one ex-NSW vehicles were recoded RQPW—although it is not clear (at time of writing) what distinguishing feature makes the new class necessary. It is unlikely that there is any relationship to the test wagon VQPW 1. In 1998, VQDW 4, 5, 12 and 29 were recoded VEDW and had 415V head-end power cables and plugs fitted, permitting them to supply power to containers loaded with perishables Pacific National now owns the remaining fleet, having acquired them through National Rail as well as Freight Victoria / Freight Australia.
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It is thought that UP 19 also ran; UB 19 is mentioned as being fitted with "pass" (passenger) bogies in 1956, though the records do not show the code UP. Vans recoded were fitted side lamp brackets and tail discs at each end. The vans were recoded back to UB between 1958-1961, but kept the additional fittings; the recode was a result of new VP vans entering service in large numbers.
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As noted above, trailer 244T was converted to driving trailer 225D. This happened in 1940. 288T was temporarily recoded to second class, with a G car's shunting/braking equipment, in 1954.
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In 1990, the articulated "three-pack" flat wagon VQAW 5 was constructed with two normal skeletal container flat sections, but the centre unit as a slightly longer well wagon in lieu of the normal design. It was recoded to VQWW within a few weeks. In 1994 it was recoded to RQVY for National Rail use. In 1998 it was stored at Alice Springs, still with V/Line logos, and by 2001 its components had been disassembled in situ.
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The TUNIS operating system, originally written in Concurrent Euclid, was recoded to Turing+ in its MiniTunis implementation. Turing+ has been used to implement several production software systems, including the TXL programming language.
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An investigation of the amber initiator tRNA showed that it was orthogonal to the regular AUG start codon showing no detectable off-target translation initiation events in a genomically recoded E. coli strain.
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This group of workmen's sleepers was supposed to be restricted to four-wheel wagons, so in 1910 they were recoded 1-3WW. 1WW was scrapped in 1931; 2WW in 1934 and 3WW in 1929.
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Between 1994 and 1995, "at least fifteen" VOFX bogie open wagons had their doors removed, and brackets installed in the deck for two 20 ft ISO containers. They were recoded VQOX, and later had the side panels between the former doors removed as well, when forklift operators found it difficult to load and unload containers efficiently. As at 2006, known numbers were 11, 31, 58, 99, 101, 110, 133, 302, 355, 1036, 1091, 1092, 1121, 1157 and 1164. The wagons retained their numbers when recoded.
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In 1988-89 SFS 2265 & 2274 were refurbished, this involved the stripping of the saloon & the toilets at one end, economy turnover seating was retained with a capacity of 72 passengers, these cars were recoded SFE.
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In the 1983 van recoding, they were recoded to VVDY. At this time the Teacup livery was coming into use, and so an odd situation occurred - ZF 17 was one of the only items of rolling stock to be photographed with the "old" code, but the new logo. As vans were eliminated from trains most of the ZF/VVDY class were scrapped or sold. Some of the remainder were used for cyclic track maintenance trains and recoded VZDY, these being vans 9, 11, 14, 24, 27, 33, 40 and 46 which retained their numbers.
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But in 1921, the entire class was recoded M, taking on numbers 201M–284M. Similarly, 28 of the BCP cars in the range 19–80 were recoded to BCPM, and in 1916 the class grew by 30 units. In the 1921 renumbering, the ex-BCP/BCPM class became 294M-385M. Additional M cars 285–293 and 386–411 were built new in 1922. Further cars were built from 1925–1926 with curved roofs, taking numbers 412M–441M. 442M and 443M were rebuilt from 18M and 44M, formerly Swing-door motors.
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In 1997 seventy wagons, randomly selected, had a different type of container lock fitted to speed up loading and unloading; these were recoded VQMX.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p177, In 1998, a further group were recoded to TQCY, being specifically allocated to Toll Group traffic. When Freight Victoria, later Freight Australia, acquired the V/Line Freight division, the remaining wagons were included in the sale. A few years later some were transferred to Pacific National, while others were sold to Queensland Rail.
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Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p58, In 1979 they were recoded VFJX. The whole fleet was placed in storage during 1991–1992, and many had been scrapped by 1993.
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The EOS M200 features the same DIGIC 8 image processor as the newer Canon EOS M6 Mark II. Videos can be recoded in 4k at 25 fps, 1080p up to ~60 fps or 720p resolution up to ~120 fps.
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At the age of seven, children begin to use a subvocal rehearsal process to maximize retention in the phonological store. As development continues, nonauditory memory material is recoded into a phonological code suitable for the phonological loop when possible.
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In 1981 with the New Deal, passenger trains started to use former boxvans in lieu of louvre vans which swapped bogies with the VLPY fleet. As a result, between 1982-1983 the VLPY fleet was gradually recoded to VLBY. Forty of the fifty total vans were converted. Of the remainder, three - 139, 140 and 142 - were instead used to build the three original PH power vans in 1984, two - 100 and 126 - were instead recoded to VLPF (retaining their bogies), and five were taken off-register while still as VLPY: 111, 129, 130, 134 and 136.
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As built the first 16 carriages (2240 - 2256) were given the code SBS and could seat 31 passengers in 2 and 1 rotating and inclining seats. A further 6 could be seated in a compartment next to the ladies toilet. During the 1960s ten cars were converted to 2 and 2 seats which increased the seating to 48. In 1979 to differentiate between the different seating capacities the remaining lower capacity SBS carriages were recoded TBS. During the mid-1980s these TBS carriages were converted to day-night seating which altered the seating capacity to 48, these cars were then recoded TDS.
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An example would be a highlight image and the shadow image recoded onto the same raw file that was shot in EXR-DR mode. Other reasons may be due to the Super CCD structure and interpolation needed to make the honeycomb layout into an normal square layout.
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STARlight was initially written in the late 1990s, in FORTRAN.J. Nystrand and S. Klein, arXiv:nucl-ex/9811007 After a period of expansion to include additional final states, etc. it was recoded into C++ in the early 2000s. The code is now hosted on the Hepforge code repository.
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Four UB vans were recoded to UF during 1961. They were placed on cast bogies capable of higher speeds, a result of internal springing that reduced vibrations. The four vans were 15, 17, 53 and 55. UF 15 was converted from, then back to a UB in November 1961.
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193 In the UK, the Cooke and Wheatstone telegraph was in use which used a different code.Shaffner, p. 221 This meant that at the English end, both a Foy–Breguet operator and a Cooke–Wheatstone operator were required so that messages could be recoded between the two systems.Roberts, ch.
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During the Citydecker refurbishment carried out by A Goninan & Co in the 1990s, DCT 9031-9036 had their driver controls reinstated and were recoded as DTDs allowing CityRail to introduce The River a two-car service from Wyong to St Marys. At the same time the DCMs were refurbished, receiving destination indicators and ditchlights. The refurbishment also saw the installation of air-conditioning in the driver's cabs of the DCMs, their lack of air- conditioning had a union ban preventing them being used as leading cars since 1995."A Review of Electric Multiple Unit (EMU) Rolling Stock" Railway Digest March 1995 page 36 DCM 8032–8036 were modified to have wheelchair seating, and recoded as DTMs.
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Aside from changing the code, many FQF wagons had full-length lashing rails added along the side frames, and the number was placed on a panel below the frame rather than painted directly onto it. A further 75 wagons were constructed to the same design, but taking on the new code of VQCX, in early to mid 1980, giving the final class member as VQCX 1010. The FQF wagons were recoded VQCY, although many returned to VQCX around 1985. In 1993 75 wagons were randomly selected and recoded to VQRF, numbers 1 through 75, specifying that they were to be used for rice container traffic from Echuca to ports in Melbourne and Geelong.
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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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The ladies toilet, staff & hostess compartments were removed to allow for the main saloon to be lengthened. A new staff compartment was installed in the remaining space. These converted cars were recoded ODS. Second class sitting car SFS 2267 was also converted to an ODS car as well during 1977.
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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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The remaining eight driving trailers were recoded to D 201–202 and 208 (ex ACPD) and 211, 204–207 (ex BCPD) respectively. Further conversions direct from ACP and BCP carriages saw the class rise to eighteen D carriages, numbers 201-218. In 1940 carriage 244T, originally 44AP, was converted to driving trailer 225D.
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In 1962, 35CE was converted to standard gauge and recoded to 1VHE (No.1, Victorian, Guard's Van, E type respectively), and it was used as a spare van for standard gauge services until 1969 when it was converted back to broad gauge. At this time it regained its original identity of 35CE.
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Between 1887 and 1904, these vehicles were converted to BD, at about the rate of about two or three per year, with twelve conversions for 1891. In the 1910 recoding the sole remaining vehicle in the class, 4 AD, was recoded to 1 XZ. In February 1914, 1 XZ was relettered to 69 YZ.
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As outlined above, in 1928 APL 20 was converted to 25MT. In 1940, the car was recoded to BCPL 1. It was the only BCPL car until 1966. The idea was to reduce the tonnage of short haul interurban trains by incorporating a guards van into a carriage rather than adding a dedicated guards van.
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Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p174, In 1994 the entire class of sixteen was leased to the National Rail Corporation and recoded RQZX., although when returned to Victoria in 1996 they were restored to their earlier codes. In 1997, VQGX 14 was reclassified as VZKF14.
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In the 1979 recoding the wagons became VFSX. In the late 1980s a modification of the standard codes freed the second letter "C" to distinguish "coil steel" traffic from other flat wagons, and the code became VCSX. All wagons were recoded thus except 81 and 86, which had been damaged in 1982 and written off.
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Hatano et al. (2015) stated: The study found that verbalization changed the nature of representations, rather than shifting the types of processing. Then, this recoded representation was used for (or affected) subsequent visual recognition and resulted in a failure in computing item- specific information. The phenomena from the study are predictable from the recoding interference hypothesis.
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In 1982, VMBX 51 was destroyed at Enfield, New South Wales and written off in 1983. Between 1988 and 1990 the class was recoded to VMBY. The class has seen very little use since because most of the traffic is transported by road. As a result, some of the class were sold interstate, for use between Adelaide and Perth.
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The fleet was increased in 1998 by six wagons—VQCX 510, 511 and VQDW 4, 5, 12 and 29—respectively being recoded to VECX and VEDW, retaining their original numbers. Notably, VEDW 4 and 5 are permanently coupled with a drawbar in lieu of couplers. Another five VQCX were converted to VECX in late 2000, becoming VECX 512–516.
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In the 1979 recoding the vehicles were recoded VFMX. A further seven were added to the fleet in 1980, converted from SFX/VFLX wagons and numbered 107 to 114. In 1987 VFMX 101 returned to VFLX 54 (recovering its original SFX number). The remainder were converted to VQLX container wagons around 1988, numbers 120 to 132.
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In the statewide 1979 freight recodings the wagons became known as VHCA (Victoria, Hopper, Cement, limit); the entire class, save for 9, 52 and 58, survived to have this new code applied. The first wagons recoded were 15 and 37 on 6 April 1979 at Newport Workshops, and the last was number 7 on 28 August 1987 at Ballarat Workshops.
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Digital technology, however, does not have the 'natural' constraints of the analog that preceded it. "What before was both impossible and illegal is now just illegal"(38). Steve Jobs was the first to see potential in this new market made possible by digital technology. RO culture had to be recoded in order to compete with the "free" distribution made possible by the Internet.
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The E93A was also produced in Australia with the Australian-built four-door saloon having an all-steel roof. Two-door saloon,Bill Ballard, Small Fords English and Australian : Recognition and Restoration, 2003, pages 133-134 tourer, 5cwt panel van, coupé utility and roadster utility models were also produced. In late 1939 the Australian Prefect models were recoded to E03A.
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In 1981 the VMAY wagons were painted in V/Line's tangerine livery. Over the course of 1985 these six wagons were recoded to VMAP series 5-10, though four of the vehicles spent a few months with the short-lived code VMPY. In 1991 the remaining 16 wagons were in storage, and VMAX 7 and VMAX 15 were scrapped in 1993.
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Three KC wagons (88, 92 and 93) were recoded KMC 1–3 in 1963, and allocated specifically to traffic generated by the Mayne Nicklaus road transport company.Bray, Vincent & Gregory, Fixed Wheel Freight Wagons of Victoria K-Z, 2009, , pp.53 When that traffic dried up the wagons were used interchangeably with KC's. The fleet had been withdrawn by the end of 1980.
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The former outer-suburban G sets have been retargeted as T sets from T101 onwards and the cars recoded from OD, ON and ONL to the suburban D & N codings, retaining the same 58xx and 68xx number series. The former ONL cars have had their toilet and water cooler removed and replaced with longitudinal seating, but without the luggage racks found elsewhere in these cars.
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They were painted in the Comet's distinctive silver and blue livery and recoded PT. They were withdrawn with the other Comet vehicles in 1989. HPC 401 and 403 and trailer CT 503 are preserved at the Dorrigo Steam Railway & Museum, while HPC 402 and trailer FT 501 are preserved in the collection of the Rail Motor Society. HPC 402 is the sole unit remaining in operational condition.
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After the project was completed the vehicle was generally stored at Newport Workshops, only being utilised occasionally. In 1979 it was recoded VWBA2, and by 1988 it was in storage at Eaglehawk, near Bendigo. As of 17 February 2003VicTrack 2007 Heritage Vehicle Report it was owned by VicTrack, allocated to the ARHS, and mounted on 4 sets of four-wheel, 50-ton capacity bogies.
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The remaining wagons, 1–2 and 4–23, were recoded RQUY for use by the National Rail Corporation. As of 2013, Victorian operations were authorised for the class VQAW by Pacific National at 110 km/h. BQEW 2401 and 2402 were listed as ex-VQAW and 115 km/h maximum speed, under a "to be advised" operator though the "B" prefix indicates Southern Shorthaul Railroad.
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These cars were coupled next to the RS buffet cars on the Intercapital Daylight to give increased space for food preparation & take away snacks. In 1981 these 2 cars were taken out of service, with 2279 being converted to an SDS and 2281 was later condemned in 1983. During the mid-1970s to early 1980s 10 SFS cars were converted to day-night cars (Nos.2271,2272,2273,2276,2278,2280,2284,2287,2288 & 2289). This conversion involved the removal of the 8 seat compartment which increased the seating capacity to 60, these cars were recoded SDS. In 1985 Nos.2287 and 2289 were converted by fitting of an interior partition to provide separate smoking & non-smoking sections, these 2 cars were recoded SDZ. In 1985-86 five SFS cars (Nos.2269,2282,2283,2285 & 2286) were refurbished, as part of this refurbishment the old saloon seating and the compartment were removed and replaced by new day-night seating.
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In the late 1920s vans 15, 16 and 18 began use as Mail baggage vehicles with their capacity downrated to each. From 1941 they gained high-speed bogies for express train running, and in 1956 15 and 18 were recoded to TP, then to BP only a year later (TT 16 went on to become a BB van). That is why the steel vans BP above run from 3 to 102.
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As the Z fixed wheel vans were long overdue for retirement by the early 1970s, the railways decided to build a batch of ZF vans, numbered 1-50. These are not to be confused with the 1960s ZF vans, which had since been recoded ZLP. The vans were intended for freight use only, hence the "F" but no "P" in the code. Throughout the 1970s the vans underwent various changes.
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Altering the genetic machinery of the cell leads to semantic containment. In analogy to information processing in IT, this safety concept is termed a “genetic firewall”. The concept of the genetic firewall seems to overcome a number of limitations of previous safety systems. A first experimental evidence of the theoretical concept of the genetic firewall was achieved in 2013 with the construction of a genomically recoded organism (GRO).
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The South Australian fleet were mostly identical, with only minor differences in brake equipment and storage of fittings. They totalled 122 units, and when overtaken by Australian National they were recoded from FQX/F to AQCX/Y. The whole fleet was sold to National Rail, who modified the wagons by removing portions of the deck, in order to reduce wagon weight. The newly "skeletised" wagons were coded RQTY.
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Several herbicides were developed as part of efforts by the United States and Great Britain to create herbicidal weapons for use during World War II. These included 2,4-D, 2,4,5-T, MCPA (2-methyl-4-chlorophenoxyacetic acid, 1414B and 1414A, recoded LN-8 and LN-32), and isopropyl phenylcarbamate (1313, recoded LN-33). In 1943, the United States Department of the Army contracted botanist and bioethicist Arthur Galston, who discovered the defoliants later used in Agent Orange, and his employer University of Illinois at Urbana–Champaign to study the effects of 2,4-D and 2,4,5-T on cereal grains (including rice) and broadleaf crops. While a graduate and post-graduate student at the University of Illinois, Galston's research and dissertation focused on finding a chemical means to make soybeans flower and fruit earlier. He discovered both that 2,3,5-triiodobenzoic acid (TIBA) would speed up the flowering of soybeans and that in higher concentrations it would defoliate the soybeans.
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Actor Hal Smith voiced Jiminy in the Pinocchio Read-Along Storybook in 1992. Actor Phil Snyder next voiced Jiminy for the Kingdom Hearts video game series. In 2014, Snyder announced his retirement from voice acting to concentrate on his career teaching. Actor Joe Ochman took over the role at that time, beginning with Kingdom Hearts HD 2.5 Remixs installment of Kingdom Hearts: Recoded, and he has been the voice of Jiminy since 2014.
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To cater for this traffic, in 1954 twenty IY wagons had their sides and ends removed and new container locks welded into position. The new vehicles were classed K 87–106, quickly recoded to KC to avoid confusion. A further ten wagons were converted to KC 112–121 in 1955. In 1958-59 the position of the brackets was altered to match New South Wales' LCL containers, which were quickly becoming a standard.
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In January 1962, QB12 was upgraded to "XB" cast bogies fitted with roller bearings, permitting its use on higher speed trains. It had reverted to its previous condition by September of that year. in 1979 the vehicle was recoded to VWAA12, later with the check letter "J" applied.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p204, It is not believed that it ever had ISO fixtures installed.
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Nine of the cars were recoded to BES in about 1960 (indicating slightly lesser capacity than a normal BE car), with a further four of the class scrapped between 1970 and 1982. 5ABE and 16ABE are preserved at Seymour Railway Heritage Centre while 3ABE and 7ABE are currently under the care of Steamrail Victoria. 12ABE was also under Steamrail's care, but everything above the frame was scrapped in 2008 after deteriorating markedly.
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In the early 1960s the original V type vans 1-81 were fitted with upgraded bogies and recoded to VF, allowing running at up to (V 82 had been scrapped in 1960). These upgrades were completed with the intention of allowing faster travel times, as well as to provide more stock for the standard gauge working to Sydney. The VF series of wagons ran in general traffic, although a small number were specifically allocated to newspaper trains.
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In 1988 the railways realised that the letter "Y" was incorrect and should have been "F" in the codes - i.e. VxxY should have been VxxF. By this time most of the VLBY fleet had been withdrawn, but the last five in service - 109-110, 121, 127 and 145 - were recoded from VLBY to VLBF. Vans VLPF 100 and 126 were photographed at North Melbourne in 1990, then reported as seen in Spotswood yards, stored, in 1996.
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Around this time the class absorbed some of the older Intercolonial Express vans, which had been built to a South Australian Railways design but given to the Victorian Railways when that fleet was replaced with newer vehicles of the E type carriage group. These vans became 45C and 46C, were slightly shorter and had the guard compartment fitted at one end instead of centrally. In 1908 vans 17 and 24 were modified for mail sorting use, and recoded DDMS.
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To achieve this end, the studio recoded various core technology, which Shepherd considered was arguably similar to "starting from scratch". By the time the game reached beta status the game offered larger levels, improved non-player character (NPC) logic, and more fighting abilities for the player-character. Development of MediEvil: Resurrection began in 2003. Sony of Europe wanted a launch game for the PlayStation Portable and ordered SCE Cambridge to develop the game in time for the console's release.
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In 1960 the wagon was modified to permit roll- on roll-off loading and unloading, and by 1961 a further 21 wagons of the type had entered service. These wagons, which were in length, were built at Newport Workshops and received the code 'AA'. Closed in sides were later added to the wagons. Subsequent bogie modifications saw these wagons recoded to 'AF' in 1961 and then to 'AX' between 1963-1965. Between 1969 and 1972 the underframes were strengthened.
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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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As a result, 1953/54 saw 25 supply their underframes for use under P explosives vans (see below), which were then being constructed. Further P vans were built on the underframes of other wooden U vans, whose bodies had been condemned, during 1958/59. Forty two of the remaining "Robinson Pattern" U vans were recoded HD during 1957/58, for use as Way and Works Plant Trucks. They lasted in this capacity into the 1970s, with steady attrition from 1971 to 1980.
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In 1985 RS 2304 was also rebuilt as an ABS car, but this car varied slightly by having low partitions separating the tables with fold down seats from these partitions. As the other ABS cars received workshop attention in the mid-1980s most also received this altered seating. In June 1989 RS 2301 was rebuilt as an 80-seat interurban car with no toilet to operate on the South Coast Daylight Express in company with 1100/1200 class carriages and recoded BKS.
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From 1932 the timbre was increased to 14 kp/m² to obtain a power of at 60 km/h and at 100 km/h; locomotives were recoded from "B" to "C" as this work was done. 141.C.50 was rebuilt at Sotteville-lès-Rouen in 1928. This depot was built by the British and was the largest of the Chemins de Fer de l'Ouest (part of the État from 1908). There it received new Renaud type valves, saving 9.8% coal.
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Deep Secure have pioneered the development of CTR. A number of their products and services incorporate CTR, including application layer proxies for email and web services and ICAP (the Internet Content Adaptation Protocol) sidecar servers for uploaded and downloaded content. Garrison provide a remote Desktop isolation solution where the display content is converted to a video signal that is then recoded as a video stream, using separate hardware chips. This process removes any threat from the content of the display content.
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From 1917 through to 1921, ACP and BCP carriages were withdrawn from steam service in preparation for electrification. The carriages taken for motor conversion had been pre-built with that in mind, having heavier underframes, bogies designed to support traction motors, and a well in the roof to allow a pantograph to be fitted. Seventeen of the ACP 49–106 range were recoded to ACPM. From 1916 on, a further 26 ACPM cars were built, bringing the fleet to 45.
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The prototype code was 20% smaller than an x86 PC and MIPS compressed code, and 2% larger than ARM Thumb-2 code. It also substantially reduced both the needed cache memory and the estimated power use of the memory system. The researcher intended to reduce the code's binary size for small computers, especially embedded computer systems. The prototype included 33 of the most frequently used instructions, recoded as compact 16-bit formats using operation codes previously reserved for the compressed set.
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By the time the problem was recognised, carriages had been produced as far as 33APL. Before 27APL was released to service its sliding doors were replaced with swing doors, matching the earlier designs. This proved a success, and so all except 27APL were recoded to second class BPL, and new carriages 1APL-26APL and 28APL-54APL were built with swing doors. As a result, although the class never grew beyond APL 54, a total of 87 individual carriages carried the APL code.
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A further two cars were converted to 2 WMA and 3 WMA in 1898, coming from 45 AB and the first 376 B (ex 172 A, Hobsons Bay stock) respectively. 2 WMA was scrapped in 1906 and replaced with a new-build workmans sleeper, 23 WS. That van was recoded to 21 W and lasted in service to the late 1970s. 3 WMA became the second 82 WS in 19078, then in the 1910 recoding it became 80 W. It was scrapped in 1928.
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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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In 1940 the buffers and hook- couplings were restored, and the car recoded to 1BCPL. As 1BCPL the car was primarily used on trains to White City, with the van section being used for greyhounds. In the 1950s the van was reallocated to Warrnambool, for use on the local mixed trains running to Dennington and for employees at the Nestle's plant there. End vestibules are thought to have been fitted to 1BCPL in the mid 1950s, around the same time as the rest of the PL fleet.
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In 1963, Q flat wagon number 77 was rebuilt with a fixed bulkhead at one end and an adjustable bulkhead at the other. The latter unit could be shifted to give a loading space between 45'5" and 49'4", depending on the specific load. The adjustable bulkhead could also be decoupled from its mechanism and laid flat when not in use. The wagon was known as QAB 77 until1964, when Q 106 and Q 87 were converted to the same configuration and all three recoded QAB 1–3.
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Automatic couplers were added in 1954, one of the last non-passenger vehicles to be so converted. In December 1961 it was reclassified as QW1, and about a month later reclassified to QWF1. In 1979 it was erroneously recoded VWCY, corrected nearly a decade later to VWCF with thousands of other Victorian Railways vehicles. By 1992 it had been stored pending preservation, and by 2001 it was allocated by VicTrack to the DERM Preservation Group in Newport Workshops, although its exact location was unknown.
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In 1988 it was realised that the code "VBAY" was actually incorrect, and that the code should always have been VBAF. Wagons 15 and 63 were recoded, but none of the others because the vans in general were not required any more, so they were instead withdrawn and scrapped. During the scrapping process, a number of underframes from the surplus VBAY/VBAX wagons were modified to become VZTX sleeper transport wagons. It is not clear how many were used and when, because pencilled-in entries in the rolling stock registers overlap.
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These were recoded to a much simpler NBC in 1910. From 1910 over a hundred ACP carriages were built, intended for later conversion to electric traction. The "P" suffix to the code indicated the central corridor running the length of the eight passenger compartments, though this did not connect with the guard's area at one end. The suburban electric multiple unit fleet was provided with guard's accommodation from the introduction of the Swing Door and Tait trains in 1919, both having a two-man crew with a motorman (driver) and guard.
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In one of her studies, she succeeded in getting 70% of the participants to create false memories or beliefs of events from their childhood that never took place, and this study was covered extensively in mainstream media.Douglas Starr: Remembering A Crime That You Didn’t Commit. The New Yorker, 2015-03-05 The validity of this 70% finding has, however, been criticised by colleagues who recoded the data to conclude 26-30% of participants had false memories (with those with false beliefs without memory details not being counted as false memories in this recoding).
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That left 158ABM and 159ABM as the only passenger-service double-ended swing door electric cars, though not for long. They were converted to further parcels coaches as a stopgap measure while 10CM and the repaired 3CM were busy with various electrification works, and so the conversions were minimised. Instead of a full rebuild, the seats were removed and a walkway down the centre was cut between all the compartment partitions, but the cars did not have the sides replaced, and they stayed red. They were recoded to 15CM (1964) and 14CM (1963).
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113 The non-buffet cars retained axle-driven generators and 48VDC power supplies, and so unlike the N type carriages then being introduced it was not possible to share the electrical load between vehicles. A proposal was floated to fit the cars with fluted sides like the then-modern Hitachi and Comeng electric trains, but the concept was rejected following a trial on BRN19.Newsrail June 1982 p.113 1983 was the beginning of the New Deal, and many carriages were modified, recoded and renumbered to suit the new arrangements.
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Disguised starting point indicators were also introduced, but with additional staff conscripted to B-Dienst, Tranow was again reading substantial message volumes by February 1943. Tranow was frequently able to read almost all convoy traffic that interested him in the North Atlantic so quickly that on occasion he had the information ten to twenty hours in advance. Routine signals from Western Approaches and Halifax helped him as much as reading traffic from the Merchant Ships Code, particularly those recoded using Convoy Tables. This information was of immense tactical importance to U-boats.
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Granule cells use glutamate as their neurotransmitter, and therefore exert excitatory effects on their targets. Granule cells receive all of their input from mossy fibers, but outnumber them by 200 to 1 (in humans). Thus, the information in the granule cell population activity state is the same as the information in the mossy fibers, but recoded in a much more expansive way. Because granule cells are so small and so densely packed, it is difficult to record their spike activity in behaving animals, so there is little data to use as a basis for theorizing.
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The current E postcode area was originally formed in 1866 as a merger of the E and NE areas, which had been created in 1858. In 1917, the postal districts were numbered alphabetically by their most important parish, chapelry, topographical or built environment feature. As of 2004, the district names do not form part of the postal address. High demand caused sector 9 of the E1 postcode district to be split and recoded in 1999 to create an E1W postcode district around Wapping,Royal Mail, Postcode Update 29, (1999).
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Octopuses and other coleoid cephalopods are capable of greater RNA editing (which involves changes to the nucleic acid sequence of the primary transcript of RNA molecules) than any other organisms. Editing is concentrated in the nervous system and affects proteins involved in neural excitability and neuronal morphology. More than 60% of RNA transcripts for coleoid brains are recoded by editing, compared to less than 1% for a human or fruit fly. Coleoids rely mostly on ADAR enzymes for RNA editing, which requires large double-stranded RNA structures to flank the editing sites.
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The first car-carrying wagon explicitly designed by the Victorian Railways for this purpose was constructed in 1958. The wagon was built by recycling the underframe of a scrapped Swing Door type locomotive-hauled carriage, with skeletal truss sides supporting an upper level deck. The frame, constructed in 1902 as part of 1st class passenger carriage 4AA, was recoded 3A in the 1910 recoding then 144B in 1927, when better quality 1st class carriages had been made available. The new wagon had a capacity of three typical vehicles on each deck.
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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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SHS was measured by the suboptimal health questionnaire (SHSQ-25) including 25 items. Each subject was asked to rate a specific statement on a five-point Likert-type scale, based on how often they suffered various specific complaints in the preceding 3 months: (1) never or almost never, (2) occasionally, (3) often, (4) very often, and (5) always. The raw scores of 1 to 5 on the questionnaire were recoded as 0 to 4. SHS scores were calculated for each respondent by summing the ratings for the 25 items.
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The two vans were scrapped in November 1960. Between the mid-1930s and late 1950s, about half the remaining TT vans were recoded to BB, then BA classes for general goods, while the remainder went on to HH duty as breakdown or loco vans at places like Ararat, Benalla, Maryborough, Jolimont, Newport, North Melbourne and Traralgon. Vans 2, 3 and 12 also stand out; van 2 became a BB, then a crane crawler wagon QD, then a sleeper discharge wagon VZCA. Van 3 had a similar life, although it spent some time as a BA wagon between the BB and QD stages.
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The vans were fitted with the same low-level aligned bogies as the FCW class of flat wagon (previously FCF); wagons within the W bogie class could be bogie- exchanged, but only within that group which indicated a low-level design to accommodate the taller loads. The lower underframe also necessitated gooseneck-type couplers, designed to lift the coupler head high enough to match the couplers on other rolling stock. The horizontal center line of the coupler shank, or shaft, and of the draw gear are lower than that of the coupler head. In 1979 the class was recoded VBCW.
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This design was used because of the plans, then shrouded in mystery, to eliminate guards from freight trains. When this eventuated it would be possible to remove the guard fittings and use the flat wagon in freight consists for containers. Peter J. Vincent's site says, [quote]From the design, most operational staff could readily conjure up images of guards seated in the verandah section with sizzling barbecue, amply supported by a full icebox of 'tinnies' and waving cheerily to passers by.[/quote] ZMF's 2 to 10 entered service in 1982, only to be recoded to VVEY in 1983.
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The next two numbers (11) are called the sequence identifier and identify where the unit is in the sequence of units, e.g. 01 is the 1st unit in the learning design sequence of units in the TAE training package. The last letter in the code is the version identifier: "A" shows it is the first version of the unit describing a competency outcome. Should the training package be updated and the competency outcome of the unit not change, the unit will be recoded as "B" (Note: When NTIS functionality permits, newly allocated codes will not include this—see Transitional note under "Coding maintenance").
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P. manselii was found in a polytomy at the base of Geosaurini with Torvoneustes and a clade that includes Dakosaurus and Geosaurus. Although this analysis is the most extensive metriorhynchoid phylogeny to date, some geosaurines were excluded from it. Purranisaurus potens was removed as it is currently under re-description and "Metriorhynchus" brachyrhynchus was recoded due to the uncertainty of whether the Suchodus durobrivensis is a junior synonym of the former or its closest known relative. Finally, the paraphyly of Dakosaurus caused the presence of unusually large dentition (apicobasal length in excess of cm) to be homoplastic among geosaurins.
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Wirth was at Stanford between 1963 and 1967, during the earlier part of which he was developing his Euler compiler and interpreter, the sources of which are dated 1965. Also in 1965, Stanford updated their drum-based Burroughs B5000 to a disk-based B5500. Since the target IBM S/360 (which was to replace an existing IBM 7090) was not installed until 1967, the initial implementation of PL360 was written in ALGOL and tested on Stanford's B5500. Once working, the compiler was then recoded in PL360 itself, recompiled on the Burroughs system, and moved as a binary to the S/360.
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All 31 were included in the sale of V/Line Freight to Freight Victoria in March 1999. On 26 November 1999, G517 and G518 were destroyed in a head-on collision at Ararat when an eastbound grain train collided with a stationary ballast train at 70 km/h. Freight Australia commenced a program of engine upgrades purchasing new engines for some of the G class, with the old engines being used to repower X class locomotives, later recoded the XR class.Hewison, P, Kimpton, R. (2002) Freight Australia's Rollingstock Initiatives, Conference on Railway Engineering, Wollongong, 10–13 November 2002, pp.
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Linotype-Hell DaVinci was an image manipulation program targeted at the repro and print shop markets. It originally ran on proprietary hardware, but was later ported to Silicon Graphics workstations. The first version was released in 1993, and it continued to see regular releases until Heidelberg acquired Linotype-Hell in 1997. Heidelberg continued to update the software a few times before it was discontinued in April 2001, but the core engines for trapping and colour management were recoded to work on PDF files and were a key contributor to the commercial success of Prinergy, which benefitted from the Heidelberg-Creo joint venture.
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Externally, this could be determined by the length of timber panels between windows; the first-class seats were deeper, thus the first class compartments were each versus for the second class compartments; and this is reflected in the window spacing, on both the compartment and corridor side. From 1961 to 1970, the original, clerestory ABW cars were recoded to ABU to separate them from the larger capacity 64-foot cars. 1ABW was scrapped in 1951 and thus was not converted. Many of the cars that still remained in the 1970s were converted to BU classification, thus becoming second class only.
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These pages employed recoded viruses, trojans, malware and spyware. This technique is used heavily today by the groups behind the spyware CoolWebSearch (CWS). The idea that alternative browsers such as Opera and Firefox could somehow enhance end-user security was cut down in March 2005 with the discovery of a Java applet that, if agreed to, would install a large (and varied) adware bundle onto the end-user's PC. It was found that having the "rogue" site in the user's blocklists and security tools would do nothing, the install bypassing these tactics completely if the end-user clicked "Yes". An updated Firefox .
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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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The majority of the wagons were transferred from V/Line to the National Rail Cooperation in 1994, and recoded RCSX shortly after. With the standard gauge between Melbourne and Adelaide opening in 1995 the wagons were upgraded from 50 ton capacity to 70 ton capacity bogies, and the tarpaulin hoops and bulkheads were removed; tarps were simply pulled over the load and tied down instead. The change was workable because track quality had increased over time, permitting heavier axle loads. With these changes the code was altered to RCSF and the fleet was redeployed to Port Kembla in New South Wales.
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As containerisation came to represent the majority of general freight on the railways, most of the VLEX louvre vans had been placed into storage. By the late 1990s Freight Victoria led a strong marketing campaign to acquire sawn log traffic from the Gippsland region to North Geelong, and to accommodate this 44 VLEX vans had their sides and roofs removed and replaced with stanchions and winches for the traffic. They were then recoded VFTX and numbered 1 to 44. By this point all the original VFTX wagons had been withdrawn or converted to other types, avoiding a conflict.
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Game engine GLSL materials Since the opening of the source code, Blender has experienced significant refactoring of the initial codebase and major additions to its feature set. Improvements include an animation system refresh; a stack-based modifier system; an updated particle system (which can also be used to simulate hair and fur); fluid dynamics; soft-body dynamics; GLSL shaders support in the game engine; advanced UV unwrapping; a fully recoded render pipeline, allowing separate render passes and "render to texture"; node-based material editing and compositing; and projection painting. Part of these developments were fostered by Google's Summer of Code program, in which the Blender Foundation has participated since 2005.
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31 under the charge of a District Locomotive Superintendent, the allocation was around 40 locomotives. In 1919, 37 L&NWR; Coal Tanks were allocated here and were frequently used on light passenger trains and, in 1947, nine L&NWR; 380 Class designed for the hill-climbing required by the route were allocated. Little modernisation was carried out by the LMS which coded the shed 4D in 1935 and it became part of British Railways on nationalisation in a practically unchanged state. Recoded 86K by the Western Region in 1950, as use declined, the roofing from all but two of the shorter roads was removed.
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156M was removed from normal passenger service in 1932, and replaced by 155M converted to ABM. It had its seating removed and the destination board replaced to show "parcels van", for use as a relief vehicle when any of the Tait CM coaches was unavailable. It spent the rest of its time as a pilot in Jolimont YardSeptember 1989 Newsrail, pg271 performing shunting around the sidings and in the workshops as required, and was fitted with a second pantograph by 1948. It was never recoded to ABM, and although officially struck from the register in 1963 (along with 113M) it continued to operate in service well into the 1980s.
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154 Two other carriages, 4BS and 1BS, had five of their eight sitting compartments removed and replaced with an extended buffet and kitchen area, for a total capacity of 24 diners and 24 passengers in the remaining three compartments. These were labelled "Refreshment cars" and coded 1 and 2MRS respectively. In 1981 a new livery was introduced with an all-over orange body, black below platform level, and two thick silver stripes along the sides at window height. Under the New Deal the sleeping cars were recoded SS285 and 286, while the MRS cars had some compartments restored during conversion to the BRS design, becoming 225 and 226 respectively.
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Sleepers 15 and 16 were recoded SS285 and 286 respectively but were retained on the Vinelander service, though Moorabool was withdrawn from the Gippslander train when that roster was swapped to N sets. 15BS was renumbered to 12BS and 5AS was converted to 7BS, the latter notable as the original 7BS was still in the workshops being converted at the time. These were later renumbered 212 and 207 while the second 1BS and 2BS became BS201 and BS202 respectively. 4AS and 14AS were directly converted to BS204 and BS205. Further conversions were 8AS to AS206, 1AS to BS209, 15AS to AS210, 10AS to BS3, BS208 ex 8BS, and VHN241 ex VHN1.
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The cars returned to their AV designations in about 1907, but maintained their alternative designs, having only four doors per side instead of the normal six (doors two and five were deleted, and the space was replaced with wider windows). Cars AV 21 and 23 also had some role in Melbourne- Adelaide services, but it is not known whether they were ever recoded. The carriages were kept in service until the early 1960s, being withdrawn and scrapped between 1962 and 1970. However, a handful of cars were retained, with some being converted for use in the Display Train (see below), and some for heritage operations.
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Granule cells receive all of their input from mossy fibers, but outnumber them 200 to 1 (in humans). Thus, the information in the granule cell population activity state is the same as the information in the mossy fibers, but recoded in a much more expansive way. Because granule cells are so small and so densely packed, it has been very difficult to record their spike activity in behaving animals, so there is little data to use as a basis of theorizing. The most popular concept of their function was proposed by David Marr, who suggested that they could encode combinations of mossy fiber inputs.
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Hawkins made his debut in Round 1 1978, against the team he grew up barracking for, the North Melbourne Kangaroos, he recoded 7 disposals and a goal. He played 18 games in his debut season, recording 241 disposals and kicking 11 goals for the season. He played all 22 games in his second season and kicked 17 goals. Over the next few years, he began to make a name for himself as one of the finest wingers the game has ever seen, so much so that at the team's home ground, the Western Oval, the outer wing of the ground was named the "Doug Hawkins Wing".
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Some of the more recent Casio calculators have come with software that allows the user to link the computer to the calculator, download games already written for the calculators or code their own games and then have the software sync it to the device, from here the user can open up the games on the calculator and play them; all of the games are coded by the community and so feature copies of popular games that could be recoded to work on the device for example Tetris, Pong and Snake; more complex games can also be coded, however due to storage constraints the size is limited.
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None of the railways' existing rolling stock was suited for exceedingly heavy loads. To rectify this, four wagons were created using frames recovered from S Class steam locomotive tenders. Initially coded Q132–135, the new vehicles entered service between 1955 and 1957 before being recoded to QH1–4 in 1962. The first vehicle had something of a skeletal deck, only being fully covered above the bogies, while the remaining three had a completely sealed deck, reinforced side girders and nine pairs of lashing rings fitted to the deck in lieu of six pairs fixed to the side sills. Capacity was 90 tons distributed or 50 tons concentrated in the centre.
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Contrary to policy in every other case where the VR and SAR shared a design, these wagons used the same number series 1–16 but the code SFCW. In 1977 the Victorian code was changed to FCW, both to avoid confusion with the newly recoded FQF-ex-FQX wagons, and to indicate the custom bogies. The "W" suffix indicated that bogie exchange was possible, but only within the "W" group. In 1979 the code was changed again to VQDW, while the South Australian wagons became AQDW. 1983 to 1984 saw new VQDW wagons 26–52 and 61–75 constructed, followed by 53–60 in 1986.
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These cars were mixed first- and second-class versions of the standard fixed wheel rollingstock. First-class compartments were usually slightly wider, allowing for more legroom. AB type carriages were built between 1859 and 1887, with a further ten converted from other classes in 1892. As a result, the total fleet was in the range 1 AB to 157 AB. From 1888 to 1904, as patronage increased and mixed-purpose carriages became less useful, the class was converted, mainly to second-class-only (and a small number to TBO, a second-class van with a booking office installed), though a handful became workmen's sleeping accommodation. Car 118 AB was recoded to 118 ABH in about 1900, for holiday traffic.
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"Postal code programme", The Times, 20 April 1972 The scheme was finalised in 1974 when Norwich was completely re-coded but the scheme tested in Croydon was sufficiently close to the final design for it to be retained, with CRO standardised as CR0 (district zero) thus removing the need to create a CR1 district.Information Sheet: Postcodes , British Postal Museum and Archive A quirk remained: the central Newport (Gwent) area was allocated NPT at a similar time to Croydon becoming CRO, and surrounding areas were (as today) allocated NP1–NP8. NPT lasted until the end of 1984 when it was recoded NP9. Girobank's GIR 0AA was the last domestic postcode with a fully alphabetical outward code.
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To use cultural consensus theory, at least three assumptions must be met: # Informants must be asked a series of questions. The questions should all be on the same topic and at the same level of difficulty. This assumption concerns the homogeneity of items and means that items should represent only one topic or domain of knowledge and that competency should be consistent across items, so that if someone does well on one subset of questions, they should also do well on another subset of questions. Responses to questions are not corrected, recoded, transformed, or reflected as they are with knowledge tests and attitudinal scales because the purpose is to use the original responses to estimate culturally correct answers.
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The collection site was a natural meadow near the village of Bidache in the French administrative department of Pyrénées Atlantiques in southwestern France. Less than 30 km from the Atlantic coast and under 100 m in altitude, this area has hot summers and mild winters, and is very wet with substantial rainfall throughout the year. In the late 1980s, the INRA collection was shared with Sydney Easton, a plant breeder in what was then the New Zealand Department of Scientific and Industrial Research (DSIR), and this New Zealand branch of the collection is now housed in the Margot Forde Germplasm Centre at the AgResearch Crown Research Institute. Accession F187 was recoded as accession A6056 at that time.
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In 1990 and 1991, eighteen VKFX and two VQFX wagons were modified with container ports fitted, but also with 415vAC head-end power cables, sockets and isolation equipment. When coupled and connected to a head-end power supply, whether from a locomotive, power van or "power pack" container, the wagons could provide power to loaded containers that needed built-in refrigeration for perishable goods, primarily fruit traffic from the Sunraysia District.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p45, They were originally numbered VEKX 200 to 219, and in 1996 they were joined by 220 to 229 converted from low-numbered VQFX wagons. VEKX 228 was temporarily recoded VEKY circa 2001/2002.
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In 1978, around the time the Pyneboard factory shifted to Mount Gambier, six randomly selected SFX flat wagons were recoded to FPX and renumbered 101 to 106. Bau notes that the major change was the fitting of a lashing bar, in addition to the lashing rings, along the wagon side frames, while Vincent writes that the lashing rail was only fitted on one side, and the other side had webbing winches fitted. The latter view is supported by McGrath's photo of VFMX 110 circa 1908. Vincent further mentions that the new origin required gauge-exchangeable bogies, but as the whole route was still broad gauge at the time it is not clear why.
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When the Railways of Australia recoding system came into place, the VLX, VHX and VSX/F series of wagons were recoded to a similar theme. The VLX wagons became VLCX; the VHX became VLDX and the VSX/F became VLEX/Y, indicating the wagon types' heritage. The first two changes were fairly straightforward; however, at the same time as the recode, the VLEY code was boosted to about 120 wagons, using wagons that otherwise would have been converted from VSX to VLEX. The choice of "C" as the first in the new codes was due to VLA- being taken by the bogie U vans, and VLB- being taken by the V/VF/VP bogie louvre van series dating from 1925.
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In the initial versions of SGML and HTML, numeric character references were interpreted in relationship to the document character encoding, rather than Unicode. For Latin-script documents, numeric character references to characters between x80 and x9F in those documents will not be correct against Unicode, and must be recoded. HTML standards prior to HTML 4 only supported Western Latin script documents: the treatment of character references above #7F may vary between applications and national conventions. For example, as mentioned above, the correct numeric character reference for the Euro sign "€" `U+20AC` when using Unicode is decimal `€` and hexadecimal `€`. However, if using tools supporting obsolete implementations of HTML, the reference `€` (Euro in Cp1252 code page) or `¤` (Euro in ISO/IEC 8859-15 ) may work.
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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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In 1989 V/Line decided to experiment with a new articulated type of container wagon, using three skeletal decks each with a capacity of one 40 ft or two 20 ft containers, and suspended over four bogies. VQAW2 entered service in late 1989 as a trial, fitted with "Roadmaster" bogies. VQAW 3 and 4 entered service in March and May 1990 respectively, to the same design, but VQAW5 was built using a well wagon design for the centre unit instead of the flat design of the rest.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p165, Within a few weeks it had been recoded VQWW 1. In November 1990, VQAW 1 finally entered service, this time fitted with experimental Gloucester bogies.
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The transcoder is responsible for transcoding the voice channel coding between the coding used in the mobile network, and the coding used by the world's terrestrial circuit-switched network, the Public Switched Telephone Network. Specifically, GSM uses a regular pulse excited-long term prediction (RPE-LTP) coder for voice data between the mobile device and the BSS, but pulse code modulation (A-law or μ-law standardized in ITU G.711) upstream of the BSS. RPE-LPC coding results in a data rate for voice of 13 kbit/s where standard PCM coding results in 64 kbit/s. Because of this change in data rate for the same voice call, the transcoder also has a buffering function so that PCM 8-bit words can be recoded to construct GSM 20 ms traffic blocks.
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Two replacement six-wheel units, G60 and 61, were built in 1915. Between 1923 and 1925, the remaining 20 original units (excluding 60 and 61, but including the second G1) were converted to general purpose K flat wagons in the range 413–429, formerly G1, 3–5, 10, 37–38 and 50–59. It seems likely that G1 and G37, at least, had extended underframes constructed at some point so that K413–K419 consecutive would have been a long-underframe group, although there is no evidence to sustain this. In 1937 the letter "G" was reallocated to grain wagons, so G60 and G61 were recoded GH. K415–417 were scrapped between 1924 and 1933; followed by K414, 419, 420 and 424 in the 1940s, and the remaining nine in the 1950s.
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With the end of these trains in the 1980s they were placed back onto the broad gauge. During this time a number of AZ type carriages were provided with conductors work stations / compartments and recoded to ACZ at this time. The Z type cars were made redundant by the early 1990s with the introduction of the Sprinter railcars, this most of not all Z Sets were broken up, with the formation of West Coast Railway effective Sunday 19 September 1993 to run Melbourne ~ Geelong ~ Warrnambool Passenger Rail Services under contract to the Victorian Governments Dept. of Transport, Carriages: ACZ's: 252, 255, 257 & BZ's: 267, 269, 270 were obtained by West Coast Railway. After the demise of WCR, V/Line reacquired ACZ 252, ACZ 257 & BZ267, with preservation groups such as R707 Operations acquiring ACZ 255 & BZ 270 & Steamrail Victoria acquiring BZ 269.
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In 1965 and 1966, a pair of BB wagons had their bodies removed, and the underframes recoded QD 1 and 2 for the transport of crawler cranes operated by the Way and Works branch. A further two QDs, 3 and 4, were sourced from withdrawn VVEY guards vans 2 and 8 in 1985, though these had thinner frames. The decks were fitted with rails at one end with a narrow-gauge forklift type machine stabled on the deck. These rails would be connected to the VZSX sleeper wagons, and the forklift could run up and down the train length unloading sleepers as required.Norm Bray & Peter J Vincent, 2006, Bogie Freight Wagons of Victoria 1979 to 1999, p212-213, Sleepers were lifted and ejected over the top sides of the wagon, rather than through gaps along the sides.
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There was some resistance to adopting International Morse in the US. This resulted in international Morse operators in the US needing to be proficient in both codes since messages on transatlantic cables were in the international code, and incoming messages needed to be recoded and sent on in American Morse. An attempt in 1854 to make International Morse the standard within the US was rejected by the telegraph companies. Overhead wires, used for most land routes in the US, have nowhere near as big a problem with dispersion as undersea or underground cables and the companies had no wish to retrain their staff. The Chilean telegraph regulation of 1872 required operators to know both "German and American" code; some lines with the state system seem to have generally used one, some the other (and a few lines had Wheatstone equipment and so did not use Morse Code at all).
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86th TFW 17th TRS McDonnell Douglas RF-4C-38-MC Phantom 68-0562, 1970 The 86th Tactical Fighter Wing was reactivated at Zweibrücken on November 1, 1969. It received its first flying unit, the 17th Tactical Reconnaissance Squadron, on January 12, 1970. The 17th TRS and its McDonnell Douglas RF-4C Phantom IIs came to Zweibrücken from the inactivating 66th Tactical Reconnaissance Wing at RAF Upper Heyford, England. Squadron tail code for the 17th TRS was initially "ZS", then was recoded to "ZR" in 1971. For 18 months the 17th was the only operational squadron on the base. On June 12, 1971, the 81st Tactical Fighter Squadron with its Electronics Counter- Measures (ECM) equipped McDonnell EF-4C Phantom II "Wild Weasel" fighters was transferred to Zweibrücken from the 50th TFW at Hahn AB when the 50th switched to a strike-attack role, with air defense as a secondary mission.
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Waco had been building a series of successful cabin biplanes, when in 1935 they introduced a new series of upmarket cabin sesquiplanes intended for the wealthy private individual or business. The original biplanes had been given a designation ending in C, however with the new Custom Cabin, Waco decided to differentiate the new design and existing C types that remained in production were recoded as C-S types to indicate Standard Cabin, until Waco changed their designation again in 1936 to just an S.Aerofiles 'That Waco Coding System' accessed 10 June 09 For example, the 1934 Standard Cabin YKC was redesignated as a YKC-S in 1935, and as a YKS-6 in 1936. 1936 also saw the adoption of a numerical suffix to indicate the model year of the design, as "-6" for 1936, "-7" for 1937, etc. Since it referred to a model and not the year of production, the "-7" was carried into 1939 for some Custom Cabins, while others were designated "-8".
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These carriages were built from 1906 with nine compartments, each seating 8 second-class passengers for a total of 72 along with a lavatory/wash basin arrangement at either end of each carriage. Like the AVE cars, the first four cars had two compartments at the Gentlemen's end were reserved for Smoking travellers, while another two compartments adjacent to the Ladies lavatory were reserved for ladies only; this was later reduced to one Ladies compartment, with the Non-Smoking compartment count increased from five to six. BVE cars numbered 5 and higher began their lives with two Smoking, 6 Non-Smoking and 1 Ladies compartment each. 39 cars of this class were built initially; the majority were numbered BVE 1 to BVE 31, although construction continued with cars 32-39 being released after the 1910 recoding, so they started life as BE cars with the remainder of the class recoded to join them.
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When planning the initial electrification project, it was expected that some lines could be operated with single-carriage or two- carriage trains instead of requiring a full consist. The single-carriage, double-ended motors were sourced from the Swingdoor fleet. However, some Driving Trailer carriages were sourced from the Tait fleet. While it was initially thought that around twenty of these carriages would be needed for service, only eleven were converted in the early stages of the electrification project. Six ACP carriages (16–17, 23, 92–93 and 52) and five BCP carriages (2–3, 8–9 and 18) were rewired and recoded with a "D" appended in the first half of 1921. New identities for the ACPD series were 1–2, 8, 10–12, while the BCPD cars kept their old numbers of 2–3, 8–9 and 18. In 1922 with the class simplification, the last of the three ACPD cars were converted to M motorised carriages 244, 245 and 204 in 1922. These three had previously been heavier- underframe carriages.
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They underwent a series of NATO tactical evaluations. The squadron conducted several deployments to Turkey, Italy, Spain, and across the United Kingdom. The 492nd also frequently deployed to Wheelus Air Base, Libya, for training until 1969 when Muammar Gaddafi, who had recently taken power, asked the United States to leave the country. On 1 October 1971, the 492nd TFS stood down from its NATO obligations, allowing it to convert to the McDonnell Douglas F-4D Phantom II. The first Phantom arrived on 7 January 1972, with the aircraft being transferred from the 81st Tactical Fighter Wing at RAF Bentwaters. The conversion to the F-4D took several years, due to the arriving Phantoms coming from units that had completed their deployments in Vietnam. With the arrival of the Phantoms, the F-4s adopted a common tail code of "LK". This tail code lasted only a few months as in July and August 1972 the 48th TFW further recoded to "LN". General Dynamics F-111F 71-0886 of the 492nd TFS, 1990 (ribbon on tail is for taking part in the Operation El Dorado Canyon raid on Libya during April 1986).
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However the nuclear-weapon capable F-100 caused disagreements with France concerning atomic storage and custody issues within NATO, resulting in a decision to remove Air Force atomic-capable units from French soil. On 15 January 1960, the squadron and its host 48th TFW moved to RAF Lakenheath, UK. Between 1960 and 1972 the squadron's F-100 fleet maintained its readiness by participating in a number of USAFE and NATO exercises training to react to possible aggression from the Soviet Union. They underwent a series of NATO tactical evaluations. The squadron conducted several deployments to Turkey, Italy, Spain, and across the United Kingdom. Squadron F-4D Phantom IIAircraft is McDonnell F-4D-29-MC Phantom II, serial 66-7502. Beginning in late 1971 the squadron started its conversion to the McDonnell Douglas F-4D Phantom II, with the aircraft being transferred from the 81st TFW at RAF Bentwaters. The conversion to the F-4D took several years, with the last F-100 departing in August 1974. With the arrival of the Phantoms, the F-4s adopted a common tail code of "LK". This tail code lasted only a few months as in July and August 1972 the 48th TFW further recoded to "LN".
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Furthermore, the game had to be recoded to change optimizations that were made for the PlayStation 2 version; Svensson stated that "part of the reason we didn't show it until we started showing it was because, if we showed it in a form that was anything less than near-perfect, people were going to freak out". Ready at Dawn's creative director Ru Weerasuriya later reflected that porting Ōkami to the Wii was a challenging task—"we started with no assets and literally reverse-engineered the whole thing back onto the Wii"—they did out of love for the game, but the level of effort would preclude them from attempting such a port again. In November 2007, Svensson said that the engine had been ported to the Wii, writing that "There are still several systems getting set up properly but there's most definitely a Wii-driven Amaterasu running around Wii-rendered environments as we speak." A listing posted at Capcom's website for the game on 15 February 2008 revealed that the Wii version would support 480p and widescreen output, and IGN confirmed that the motion sensing of the Wii Remote would be used to perform the Celestial Brush features within the game.
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The wagons were also fitted with provision for baulks and stanchions, if required in general use. The loading diagram indicates that when used for loading mounted on baulks, weight permitted was 27.5 tons over each bogie, decreasing to 10 tons in the centre and less on the ends. Wagons weighed a little under 20 tons each, had a maximum capacity of 55 tons, and cost around $37,670 each to build. By the end of March 1969 four wagons had entered service, with more than a few wagons entering service per month until FQX 625 in July 1970. Construction picked up again in July–August 1971 with a further 50 wagons and 150 more from the end of 1972 through October 1973, up to FQX825. Another 100 were delivered in the second half of 1975, and the final batch of FQX 926 to 935 were built at the end of 1977. In the late 1970s about 100 FQX wagons were recoded to FQF, exclusively for use on the broad gauge system, to ensure that enough vehicles were available for intrastate traffic. Nominally, these were to be 501–600, but in practice some of that range stayed as FQX while others, such as 637, were converted instead.
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The cars were later forwarded to the Commonwealth Railways, with 550 being written off in 1993 and 551 (after other incarnations) preserved by the Ghan Preservation Society in Alice Springs. 9AE was also leased to the SAR for a period in February 1954. In the early 1960s, some AE cars had their bogies switched with those formerly under the Spirit of Progress carriages, as those cars were converted to standard gauge. However, while the bogie frames were transferred, it is thought that the AE cars may have retained their spoked wheelsets(?). Around the same time, AE 36, 1, 3 and 12 were recoded to BE cars 49 through 52, with their seats removed and replaced for eight per compartment, total 64. 50BE stayed in that form, though the latter two cars were converted back to AE classification in the early 1980s as numbers 51 and 52. In 1970 car 37AE was taken off register, but in 1971 it was converted to the second HW 1 as a crew car for the Weedex train. In this form it ran around Victorian lines, while the train sprayed weed-killer onto the tracks. 1AE (still coded 50BES), 2AE, 18AE, 30AE and 1BG are in the custodianship of the Seymour Railway Heritage Centre, along with the frame of 39AE.
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