A waterproof roller blind that protects against splashes at bath time creates privacy for guests at bed time.
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Using a disc cutter, the men made a hole in a metal roller blind, revealing the window behind.
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The stiff, robotic movements, the rattling sound that's reminiscent of pulling a roller blind down too quickly and, of course, the helmet.
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Escaping was easy: She just had to retract a screen that rolled up like a roller blind and open the window with a hand crank.
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Comfort headrests, super-soft Alcantara headrest cushions and a powered Alcantara roller blind are additional options unique to the EWB.
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These shutters offered a wide range of shutter speeds by adjusting the spring tension and selecting a slit width.Langford, 3rd ed. p 105. In 1883, Ottomar Anschütz (Germany) patented a camera with an internal roller blind shutter mechanism, just in front of the photographic plate.
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Set 2102 on the Den-en-Toshi Line, with original roller blind destination indicators and no front end skirt, November 2004 The first two sets entered service on the Den-en-toshi Line in September 1992. Set 2003 entered service on the Ōimachi Line in October 2018 as a five-car set formation.
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Based on the earlier Tokyu 9000 series EMU design, two sets were introduced in 1992, followed by a third in 1993. The first two sets were delivered with roller blind destination indicators, whereas the third set was delivered from new with 3-colour LED destination indicators. All three sets have since been modified with full- colour LED destination indicators.
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Spira, Lothrop and Spira. pp 120–122 ;1891: Bram Loman Reflex Camera (Netherlands): first focal-plane shutter SLR. Had mirror rise synchronized with the release of a roller blind shutter, with speeds from ½ to 1/250 second, internally mounted in front of the focal plane, instead of the previously normal unsynchronized, external accessory in front of the lens.
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The fitting of top covers to these earlier cars had caused the original lower saloon frames to bow owing to the extra weight. These new saloons had normal staircases, while the existing equipment was replaced by the new Dick, Kerr 40 h.p. motors and D.B.I. controllers. The position of the track wheel was altered, and roller blind indicators were fitted.
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Pinoleum blinds are made up of small wooden twigs laid horizontally which are joined together by vertical threading. The resulting weave is, as a result, only flexible vertically and can be drawn upwards once manufactured as a roller blind or in a similar fashion to a Venetian blind. Conservatory blinds are often made with Pinoleum. In Malaysia, an outdoor blind is sometimes called a "chik".
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Special options available options on wagon models were either a roller blind or extending cargo cover with patrician net for the rear cargo area, roller sun visors for rear and side windows. A "latent heat accumulator" was available as an option up until September 1999. The accumulator stores engine heat by converting a salt from solid to liquid form (phase transition). The insulated tank can store heat for several days.
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At the height of the Cold War in the mid-1960s, Agency 114 was merged into the BND, successor to the Gehlen Organization. Agency 114 was located in Karlsruhe, at Zimmerle & Co., ostensibly a roller-blind company that served as its front. Aside from Soviet counterintelligence activities, Agency 114 also began monitoring domestic leftists and pacifists. By this time, Agency 114 was headed by Alfred Benzinger, nicknamed "der Dicke" (Fatty),Klaus Eichner, Gotthold Schramm.
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Centrally located immediately below the front half gable is a large rectangular inclined skylight supported by timber mullions, the bottom of which meets the top of a projecting bay window. This tripartite window consists of a central sash window with casements on either side. The upper portion of all 3 windows is multi-paned, while the lower portions have a single pane. Both the skylight and the bay window have modern roller blind systems attached to the outside.
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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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One objective of these aftermarket tops was to bring the cost of the closed car nearer to the prices of corresponding open cars. Automobile dealers were encouraged to equip an open car with a California top to demonstrate that they were "cool and clean in summer, and warm and dry in winter." The hard tops were frequently equipped with celluloid windows that retracted like a roller blind for open sided motoring offering a low-cost compromise between an open and closed car.
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The MG "Y" Type had an extremely high standard of interior furnishing and finish, in accordance with the best British traditions. The facing surfaces of all seats were leather, as were the door pockets. The rear of the front seats were made from Rexine, a form of leathercloth, which matched the leather fronts, as were the door panels themselves. A roller blind was fitted to the rear window as an anti-glare mechanism (not a privacy screen as many think).
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The breeches of all four guns were accessible to him, with two in the forward decking and two in the fuselage sides. The water-cooled engine's chin radiator sat behind a roller blind shutter, close to the twin-bladed propeller. The simple single axle undercarriage was mounted on a pair of inverted V-struts joining the fuselage ahead and aft of the lower wing. The broader chord, greater span upper wing carried the ailerons, initially unbalanced but quickly modified to Frise hinged type to lighten the feel.
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Unrefurbished 8000 series with original front end but with LED destination indicators, June 2006 Life-extension refurbishment began in 1986, and sets treated from 1987 received redesigned cab ends based on the 6050 series design. Sets refurbished from 1997 onward received HID headlights and LED external destination indicators, replacing the original roller blind type. 2001 saw the first appearance of two-car sets modified for driver-only- operation. This included the addition of an automated bilingual (Japanese and English) passenger announcement system, internal LED passenger information displays, and external speakers.
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D5907, as modified, at King's Cross in July 1966. It was decided by BR and EE to carry out a programme to refurbish the class and modify the engines with new parts designed by the engine manufacturer. The locos also had modifications to their nose ends, losing the gangway doors and headcode discs in favour of a central roller blind headcode box. The livery also changed to two tone green with grey roof similar to that of the British Rail Class 55s so they looked every bit a 'Baby Deltic'.
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All three locomotives were equipped with stencil headcodes, but as it quickly became apparent that suitable headcodes for freight workings did not exist (nor did the combination of two numbers only at that time, provide the scope) they were also fitted with six steam locomotive style discs at each end so that standard codes could be displayed. With standardisation came a whole set of new two-character codes with letters as well, and all three locomotives were fitted with roller-blind two-character headcodes and the discs removed.
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A 255 series set on a Sazanami service in March 2008, with original front-end skirt design The first two sets, Be01 and Be02, were delivered in March and April 1993, entering revenue service from 2 July 1993 on View Wakashio and View Sazanami limited express services. Three more sets, Be03 to Be05, were delivered in October and November 1994. From the start of the revised timetable on 12 December 2000, the Green car (car 4) was made entirely no smoking. The destination indicators on the sides of cars were changed from the original roller blind type to LED indicators between October and November 2005.
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The prototype set, 10-010, was built in 1971, and initially tested on the Toei Mita Line. Refurbishment commenced in fiscal 2009. This consisted of adding external speakers, replacing the original roller blind destination indicators with LED indicators, moving the body side destination indicators from the ends to a central position, and adding interior passenger information displays. 10-300R series set 10-340, formed of former 10-000 series intermediate cars, May 2006 In 2005 and 2006, the 10-xx7 and 10-xx8 cars of sets 10-010 to 10-180 were refurbished and reformed with new driving cars to become 10-300R series.
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A rebuilt East Lancs Greenway Often, a bus builder will embark on a rebody programme, such as the East Lancs Greenway, where an existing chassis receives a new body to extend the usable life of the bus. Sometimes this is done by a manufacturer on a piecemeal basis, leading to odd one-off designs. Sometimes, when a number of buses change hands, or operator requirements change, a bus builder may be required to refit them into the new owners preferred configuration. This can include adding or removing doors, or changing the destination display equipment to or from LED, dot-matrix, or roller blind types.
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Wirén was born at Striberg near Nora. His father had a roller blind factory, and there were various musical activities in the family home; he took piano lessons, and was a student at the Karolinska school in Örebro, and played the bass drum and celesta in the town orchestra. Dag Wirén Foundation website - biography. Wirén studied at the Stockholm conservatory from 1926 to 1931, which gave him much exposure to music from all periods; hearing Arthur Honegger's oratorio King David in 1927 was an important experience. In 1932 he won the state stipend and used the award money to continue his studies in Paris, where he lived from 1931 to 1934.
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The outline design of the F24 camera was carried out by the Royal Aircraft Establishment at Farnborough, and it was introduced in 1925. Detailed design, and most production, was by Williamson Manufacturing Company Ltd of Willesden Green, London NW.10. The F24 was designed to be lighter and smaller than the F8 camera of 1919, but the F8 continued to be used in less demanding installations. The main component units of the F24 are a body with roller blind focal plane shutter, gearbox, film magazine, and lens cone. Image film format is 5"×5", on 5" wide roll film, with magazine capacity up to 250 exposures (the F8 offered images up to 8"×7.5" on 9" wide film).
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The second batch, numbered 146 to 155, had similar bodies built by the Brush Electrical Engineering Company Limited of Loughborough, mounted on Brush-built P.22 trucks and with identical equipment to the U.E.C. cars, except for 146, which had a B.T.H electromagnetic brake instead of the air slipper type. All these cars were delivered with roller blind indicators, and gradually, but with no small objection from the travelling public, this type of indicator was fitted to practically all the remaining cars. The first car to be fitted with a new U.E.C. lower saloon was no. 16 and this appeared in service during the summer, the remaining rebuilt cars appearing shortly afterward.
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This sub-series represented a stop-gap for use from 1998 on the Chūō-Sōbu Line until the full-production E231 series trains were delivered, and a total of 17 ten-car sets (numbered 51–67) were delivered to Narashino Depot in Chiba. These sets differ noticeably from the other 209 series variants in having 2,950 mm wide cars (compared to 2,870 mm for earlier flat-sided stock), as well as LED destination indicators, replacing the earlier roller blind type. While externally similar in appearance to the later E231 series sets, the 209-500 series are distinguishable by their white cab fronts and lack of six-door cars, and uses a GTO-VVVF traction system like other 209 series sets. In November 2000, two sets (66 and 67) were transferred to the Keihin–Tōhoku—Negishi Line and renumbered 80 and 81.
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Unlike surface lines, the driver of a train which fails on the NCL is not required to leave the train to lay detonators and then wait for the assisting train. The driver remains with the train and the signaller will authorise the driver of the assisting train to proceed to the rear of the failed train at a maximum speed of . To ensure that the rear of the failed train is always visible, all trains working over the NCL are required to display three red lights at their rear: two tail lamps plus the red portion of the destination roller blind. On reaching the failed train, the assisting driver will stop short then clip their tunnel telephone onto the tunnel wires so that they can discuss with the driver of the failed train how to carry out the assistance in order to get the trains moving again.
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