Company profile - Canadian Company Capabilities
Third-Party Information Liability Disclaimer
Some of the information on this Web page has been provided by external sources. The Government of Canada is not responsible for the accuracy, reliability or currency of the information supplied by external sources. Users wishing to rely upon this information should consult directly with the source of the information. Content provided by external sources is not subject to official languages, privacy and accessibility requirements.
SNC-Lavalin Inc.
Legal Name:
SNC-Lavalin Inc.
Operating Name:
SNC-Lavalin Inc.(Transportation Division)
Mailing Address:
500-745 Thurlow StVANCOUVER, British Columbia
V6E 0C5
Location Address:
500-745 Thurlow StVANCOUVER, British Columbia
V6E 0C5
Tel.:<PHONE_NUMBER>
Fax:<PHONE_NUMBER>
Logo
Company Profile
PARENT COMPANY
SNC-Lavalin, established in 1911, is one of the worlds largest engineering and construction firms and a major developer of transportation infrastructure. The company provides total solutions for its clients, offering engineering, procurement, construction, project management, operations, maintenance and financing services to a variety of industries. Its track record demonstrates a proven ability to successfully finance, design, build and deliver large- scale, complex projects. SNC-Lavalins key business sectors are: transportation, hydroelectric and thermal power, mining and metallurgy, oil and gas, chemicals and petroleum, aerospace, defence, environment, agriculture, pharmaceuticals and telecommunications.
SNC-Lavalin is a public company, listed on the Toronto Stock Exchange. The head office in Montreal, Quebec is complemented by established offices in Canada's other major cities. The company also maintains permanent offices in the United States, Africa, Asia, Central and South America, Europe and the Middle East. Annual revenues exceed $6.1 billion, the majority of which is attributable to international projects. The company employs over 20,000 people in more than 30 offices worldwide.
SNC-LAVALIN TRANSPORTATION
SNC-Lavalin builds lasting transportation infrastructure for cities and communities across the globe, including some of the worlds largest and best-known systems. We offer strategic solutions for the planning, design, development and operation of:
Mass transit systems and railways
Highways and bridges
Airports
Port and marine facilities
SNC-Lavalins experience in arranging financing and its speedy procurement services ensure it can execute any transportation project for any client, anywhere in the world.
COMMITMENT TO HEALTH, SAFETY AND THE ENVIRONMENT
SNC-Lavalin maintains the highest health, safety and environmental standards. Zero harm is our goal for all of our projects. Pollution prevention and environmental protection measures are integrated into our activities to make sure our projects are environmentally sound and sustainable.
COMMITMENT TO QUALITY
At SNC-Lavalin, we are committed to the quality of our work and to meeting client expectations. The SNC-Lavalin Transportation Division holds ISO 9001:2008 International Standard certification. The scope of this certification includes project management, engineering, procurement, construction and commissioning for rapid transit and other transportation projects worldwide.
Full profile
Full profile
Contact information
Company description
236220 - Commercial and Institutional Building Construction
237990 - Other Heavy and Civil Engineering Construction
Product / Service / Licensing
C214-A&E Management Engineering Services
C216-Marine Architect and Engineering Services
C219-Other Architect and Engineering Services
Market profile
Alliances:
- Sales/Marketing
- Technology
Industry sector market interests:
- Construction
- Environment
- Service Industry
- Transportation
Geographic markets:
Export experience:
- Malaysia
Actively pursuing:
- Brazil
- Colombia
- Mexico
- Oman
- Qatar
- United Arab Emirates
Sector information
Key / Major clients:
Canada Line Rapid Transit Inc. BC Ministry of Transportation
British Columbia Ferry Services Inc. (BC Ferries)
City of Calgary Transportation Infrastructure
Rangkaian Pengangkutan Integrasi Deras KL Sdn Bhd (RAPID KL)
Agence métropolitaine de transport
Rapid Transit Project 2000 Ltd.
Municipality of Greater Ankara
Government of Malta
Vancouver Airport Authority
Henan Provincial Communications Department
Xinjiang High Grade Highway Construction Authority
Success stories:
CANADA LINE RAPID TRANSIT PROJECTIn 2005, the Canada Line Rapid Transit Project was procured as a $1.9-billion, public-private partnership with a 35-year operations and maintenance component. SNC-Lavalin Inc. submitted the winning bid to design, build, partially finance, and operate the Canada Line, and worked with TransLink, the Cities of Vancouver and Richmond, and the Vancouver International Airport Authority to integrate this 18.5-km and 16-station rapid transit line into unique urban networks using elevated, underground, and at-grade components.
SNC-Lavalins management, design, construction, and operations teams engineered an alignment that used every feasible guideway and station configuration to navigate Metro Vancouvers geometric constraints. A 2.5-km bored tunnel passed under downtown high-rise buildings and underground structures, and integrated three stations into existing buildings. A cut-and-cover tunnel along Cambie Street, which flipped between stacked and side-by-side configurations, resolved vertical and horizontal alignment challenges, while an elevated guideway through Richmond helped shape No.3 Roads new street vision.
The project achieved firsts for Metro Vancouvers rapid transit network: the North Arm Bridge, North Americas first extradosed, cable-stayed bridge; Hyundai-Rotems metro vehicle received its North American introduction and to Automatic Train Control; micropiles supported the 19-metre-deep excavation of Yaletown station. Throughout these technical challenges was SNC-Lavalins sensitivity to impacted communities. An integrated engineering and public communications team led one of the largest public outreach initiatives undertaken in BC.
Successfully delivered on budget and 110 days ahead of schedule, the Canada Line Rapid Transit Project continues to surpass expectations with a system reliability weighing in at 98.9 percent and a capacity to reduce greenhouse gas emissions by an estimated 20 to 27 kilotonnes per year, making the Canada Line an important milestone in shaping Metro Vancouvers transit-oriented future.
TRANSIT EXCELLENCE IN KUALA LUMPUR A CASE STUDY
The Kuala Lumpur LRT-2 is a 29.4 km, 29-station light rail system, constructed between 1995 and 2000. SNC-Lavalin played a key role in designing and building the system.
Special Achievements:
Innovative design and construction management for design-build of electrical and mechanical systems:
- trained 500 local construction workers
- established and operated concrete pre-casting plant
- incorporated a pre-cast track slab, which resulted in precise tolerance control, significant reduction of the project's overall schedule and installation of LIM rail at an average rate of 200 track metres per day
- accelerated the main LRT-2 contract schedule by one year and provided significant cost savings
Awarded four additional design-build contracts for civil infrastructure:
- 29.4 km pre-cast cabletray and walkway
- 500-metre portal and transition tunnel
- Kampung Baru Underground Station
- Ampang Park Underground Station
Revised geometry and construction methods for the 500-metre transition tunnel, within a difficult profile located between the sensitive river ecosystem and historic buildings
Reconfigured layout of KG Baru Underground Station, reducing overall station envelope by 30 per cent
Achieved full client satisfaction and established working relationships still in effect today currently finalizing a contract to provide light rail vehicles system engineering services
International capital projects:
CANADA LINE RAPID TRANSIT PROJECT, VANCOUVER, BC, CANADASNC-Lavalin was responsible for the total engineering, procurement and construction (EPC) of an approximately 18 km light rail line with 16 stations linking downtown Vancouver with the international airport in Richmond and Richmond City Centre. InTransitBC, a limited partnership formed by SNC-Lavalin, British Columbia Investment Management Corporation (bcIMC) and the Caisse de dépôt et placement du Québec, own and operate the Canada Line through a 35 year concession.
The Canada Line Project has been the recipient of several prestigious awards, including the recent Schreyer Award for most technically innovative project in 2009 from the Association of Consulting Engineering Companies (ACEC)/L'Association des firmes d'ingénieurs-conseils (AFIC) and Canadian Consulting Engineer magazine. The Canada Line was also named as one of the top 100 infrastructure projects in the world for 2009.
WILLIAM R. BENNETT BRIDGE, KELOWNA, BC, CANADA
SNC-Lavalin's Okanagan Lake Concession Limited Partnership (OLCLP) was responsible for the total design, construction, financing and operation of the new William R. Bennett Bridge, a floating bridge across Okanagan Lake in Kelowna, British Columbia, under a 30-year concession agreement with the Province of British Columbia. The contract included decommissioning of the existing bridge, which was removed once the new crossing was been built.
The new bridge, completed in the summer of 2008, replaces an aging three-lane structure and is the centerpiece of a revitalized road network in the Okanagan. The five-lane structure relieves congestion along Highway 97, ensuring the safe, efficient movement of people and goods through this growing corridor, and plays a pivotal role in growing the regional economy, particularly the Okanagans tourism industry.
CALGARY LRT EXTENSIONS, ALBERTA, CANADA
SNC-Lavalin has provided trackwork engineering-design services on northwest and northeast extensions to this light rail system in Alberta, Canada, as well as electrical systems engineering and construction management for all extensions (northwest, northeast and south). The 3.6 km South Extension, Phase 1, includes two propulsion power substations and two passenger stations (completed in October 2001). The 2.9 km South Extension, Phase 2, includes two propulsion power substations and two passenger stations (completed June 2004). The 2.7 km Northwest Extension, Phase 1, has two propulsion power substations and one power substation (completed December 2003). The 4.0 km Northwest Extension, Phase 2, has one intermodal station (ongoing). The 3 km Northeast Extension will include a Park and Ride facility, depot, passenger station and substation.
SEA TO SKY HIGHWAY OWNERS ENGINEER, BC, CANADA
SNC-Lavalin served as Owner's Engineer on the Sea to Sky Highway Improvement Project, from West Vancouver to Whistler, British Columbia. As such, the company was a key member of the project management team led by the BC Ministry of Transportation. The teams mandate included providing technical advice, design, construction quality management and project management services to ensure the project meets requirements for the 2010 Olympics.
SNC-Lavalin was awarded first prize in the category of Recognition of Excellence in Specialized Services for its work on the project by the BC Ministry of Transportation at the annual Changing Lanes Transportation Conference in February 2004.
This prestigious award from the client showcases the consistently high level of service that SNC-Lavalin's engineers and technicians have so far provided, and will continue to provide until the 2010 Winter Olympic Games.
KUALA LUMPUR LRT-2, MALAYSIA
SNC-Lavalin has provided a variety of services to the development of this system a 29.4 km light rail line with 24 stations over the last decade. The company is currently finalizing a contract to provide light rail vehicles system engineering services, including a system study, system engineering, vehicle procurement, testing and commissioning for a fleet expansion and system upgrade. Previously, SNC-Lavalin was a leading component of the Canadian consortium that was awarded a nearly $1-billion contract in the latter part of 1994 to develop the system. SNC-Lavalin provided design-build of E&M systems, as well as design-build of a 500 m tunnel and portal section, two underground stations and precast cabletray and walkway as part of a consortium.
BC FERRIES TERMINAL ASSET MANAGEMENT, BC, CANADA
BC Ferry Services Inc., a newly independent company responsible for the management of British Columbias provincial ferry system, has engaged SNC-Lavalin to manage the construction and maintenance of all 47 of its terminals in British Columbia. The partnership arrangement between BCFS and SNC-Lavalin involves the formation of a new business unit, known as Terminal Asset Management (TAM), consisting of both BC Ferries and SNC-Lavalin personnel.
The TAM group manages an annual program of $40 million in capital construction and $15 million in annual maintenance. By bringing efficiencies and best practices to the BC Ferries Maintenance Group, the TAM team is establishing a comprehensive preventative maintenance program that provides best use of assets. The TAM team is also looking at third-party opportunities for asset management outside of the BC Ferries organization.
HIGHWAY 33, KELOWNA, BC, CANADA
Highway 33, which is classified as a Provincial Secondary Highway, connects Highway 97, Okanagan Highway, at Kelowna, to Highway 3, the Southern Trans Provincial Highway, at Rock Creek, in British Columbia. The project involves the identification and performance of all engineering work required to complete the geotechnical, environmental, traffic, functional and detailed design of approximately 4 km of a four-lane rural arterial undivided highway and associated works along Highway No. 33 to a 70km/h rural arterial undivided standard.
This project is intended to improve the safety and mobility of the two-lane, 60-km/h-posted-speed section of Highway 33 between Muir Road, where the highway already has four lanes, and Gallagher Road, east of where the highway transitions into the 70-90 km/h posted speed rural environment.
MONTREAL METRO, QUEBEC, CANADA
SNC-Lavalin lead a consortium responsible for engineering, procurement and construction management work for the 5.2 km extension of metro line 2 to Laval in Montreal. The work involved extending the metro line siting and building three stations (including one intermodal station connecting to the Blainville suburban train line), eight auxiliary structures, an underground garage at the terminal rail tracks of the Montmorency station and a connection to the St-Charles garage.
The first phase of the mandate involved validation and revision of the concepts established during a previous feasibility study, relating to the structures and systems as well as the planned operational procedures. Preliminary plans and specifications, along with a cost estimate at ±10%, were produced at the end of this phase.
The second phase consisted of performing the actual construction work, including the preparation of definitive engineering and architectural plans and specifications, procurement, project and construction management, and delivery of an operational system.
VANCOUVER SKYTRAIN, BC, CANADA
SNC-Lavalin has been a key player throughout the development, project management, design and construction of all four completed phases of this 50 km, fully automated light rail system, including conceptual design, preliminary design, public consultation, urban planning, route studies, tender documents, alignment, detailed design of stations and trackwork and management of E&M systems.
ANKARA METRO, TURKEY
SNC-Lavalin planned, financed and negotiated the entire package for the Ankara Metro, leading a Canadian-Turkish consortium through the financing, design, construction, testing and commissioning phases. The projects innovative financial structure is now being modelled in many parts of the world.
MALTA INTERNATIONAL AIRPORT, MALTA
In August 2002, Malta Mediterranean Link consortium, comprising SNC-Lavalin Inc. and two partners, assumed 40% ownership of Malta International Airport plc., concessionaire of Malta International Airport under a 65-year concession agreement. In December 2002, the Malta government reduced its stake by selling 20% of its holding via an IPO. As a result, Malta International Airport plc is today a quoted company on the Malta Stock Exchange. As part of the transaction, SNC-Lavalin has been granted a technical services agreement to assist the airport concessionaire in infrastructure development, the development of its cargo business, and the implementation of a smooth transportation system for passengers travelling between the airport and cruise ships in the Port of Valletta.
VANCOUVER INTERNATIONAL AIRPORT, BC, CANADA
SNC-Lavalin, via its wholly owned subsidiary Pacific Liaicon and Associates Ltd., has served as Owners Representative/ Project and Construction Manager since 1992 for the not-for-profit Vancouver Airport Authority, delivering capital works of over 185,000 m2 of Terminal Facilities, Parallel Runway, Control Tower, Hold Baggage Screening and other special projects.
LUOYANG-SANMENXIA HIGHWAY, CHINA
SNC-Lavalin, as part of a joint venture team that included Henan Provincial Highway Consulting Company from the Peoples Republic of China, provided construction supervision services on an expressway project in Henan Province in China. The Luoyang-Sanmenxia Expressway includes a 136 km, four-lane expressway with fully controlled access, 17.8 km of linking roads and the Yangjia-Baijiazhai Connector, a 6.1 km long Class II highway. SNC- Lavalins scope of work consists of civil (roadworks and structural), electrical, electronic and mechanical works for traffic surveillance, tolling, lighting and communication, buildings for operations and maintenance, service areas, interconnections to the electricity grid and safety facilities.
TURPAN-URUMQI-DAHUANGSHAN HIGHWAY, CHINA
The Turpan-Urumqi-Dahuangshan High Grade Highway Project (TUDH) is a 286 km toll expressway in Xinjiang. The project consisted of civil works, electrical/electronic and mechanical works for traffic surveillance, tolling, communication and lighting, buildings for operations and maintenance and service areas. Due to requirements of the funding agency, SNC-Lavalin was selected to provide a foreign component to the joint Chinese/foreign construction supervision team. Six full-time highway engineers were provided and worked closely with their Chinese counterparts, providing technical advice on all aspects of construction supervision and management, including quality control management, schedule control management, cost control management, claims management and records management.
Third-Party Information Liability Disclaimer
Some of the information on this Web page has been provided by external sources. The Government of Canada is not responsible for the accuracy, reliability or currency of the information supplied by external sources. Users wishing to rely upon this information should consult directly with the source of the information. Content provided by external sources is not subject to official languages, privacy and accessibility requirements.
Contacts
Contact information
Description
Company description
236220 - Commercial and Institutional Building Construction
237990 - Other Heavy and Civil Engineering Construction
Products, services and licensing
Product / Service / Licensing
C214-A&E Management Engineering Services
C216-Marine Architect and Engineering Services
C219-Other Architect and Engineering Services
Market
Market profile
Alliances:
- Sales/Marketing
- Technology
Industry sector market interests:
- Construction
- Environment
- Service Industry
- Transportation
Geographic markets:
Export experience:
- Malaysia
Actively pursuing:
- Brazil
- Colombia
- Mexico
- Oman
- Qatar
- United Arab Emirates
Sector
Sector information
Key / Major clients:
Canada Line Rapid Transit Inc. BC Ministry of Transportation
British Columbia Ferry Services Inc. (BC Ferries)
City of Calgary Transportation Infrastructure
Rangkaian Pengangkutan Integrasi Deras KL Sdn Bhd (RAPID KL)
Agence métropolitaine de transport
Rapid Transit Project 2000 Ltd.
Municipality of Greater Ankara
Government of Malta
Vancouver Airport Authority
Henan Provincial Communications Department
Xinjiang High Grade Highway Construction Authority
Success stories:
CANADA LINE RAPID TRANSIT PROJECTIn 2005, the Canada Line Rapid Transit Project was procured as a $1.9-billion, public-private partnership with a 35-year operations and maintenance component. SNC-Lavalin Inc. submitted the winning bid to design, build, partially finance, and operate the Canada Line, and worked with TransLink, the Cities of Vancouver and Richmond, and the Vancouver International Airport Authority to integrate this 18.5-km and 16-station rapid transit line into unique urban networks using elevated, underground, and at-grade components.
SNC-Lavalins management, design, construction, and operations teams engineered an alignment that used every feasible guideway and station configuration to navigate Metro Vancouvers geometric constraints. A 2.5-km bored tunnel passed under downtown high-rise buildings and underground structures, and integrated three stations into existing buildings. A cut-and-cover tunnel along Cambie Street, which flipped between stacked and side-by-side configurations, resolved vertical and horizontal alignment challenges, while an elevated guideway through Richmond helped shape No.3 Roads new street vision.
The project achieved firsts for Metro Vancouvers rapid transit network: the North Arm Bridge, North Americas first extradosed, cable-stayed bridge; Hyundai-Rotems metro vehicle received its North American introduction and to Automatic Train Control; micropiles supported the 19-metre-deep excavation of Yaletown station. Throughout these technical challenges was SNC-Lavalins sensitivity to impacted communities. An integrated engineering and public communications team led one of the largest public outreach initiatives undertaken in BC.
Successfully delivered on budget and 110 days ahead of schedule, the Canada Line Rapid Transit Project continues to surpass expectations with a system reliability weighing in at 98.9 percent and a capacity to reduce greenhouse gas emissions by an estimated 20 to 27 kilotonnes per year, making the Canada Line an important milestone in shaping Metro Vancouvers transit-oriented future.
TRANSIT EXCELLENCE IN KUALA LUMPUR A CASE STUDY
The Kuala Lumpur LRT-2 is a 29.4 km, 29-station light rail system, constructed between 1995 and 2000. SNC-Lavalin played a key role in designing and building the system.
Special Achievements:
Innovative design and construction management for design-build of electrical and mechanical systems:
- trained 500 local construction workers
- established and operated concrete pre-casting plant
- incorporated a pre-cast track slab, which resulted in precise tolerance control, significant reduction of the project's overall schedule and installation of LIM rail at an average rate of 200 track metres per day
- accelerated the main LRT-2 contract schedule by one year and provided significant cost savings
Awarded four additional design-build contracts for civil infrastructure:
- 29.4 km pre-cast cabletray and walkway
- 500-metre portal and transition tunnel
- Kampung Baru Underground Station
- Ampang Park Underground Station
Revised geometry and construction methods for the 500-metre transition tunnel, within a difficult profile located between the sensitive river ecosystem and historic buildings
Reconfigured layout of KG Baru Underground Station, reducing overall station envelope by 30 per cent
Achieved full client satisfaction and established working relationships still in effect today currently finalizing a contract to provide light rail vehicles system engineering services
International capital projects:
CANADA LINE RAPID TRANSIT PROJECT, VANCOUVER, BC, CANADASNC-Lavalin was responsible for the total engineering, procurement and construction (EPC) of an approximately 18 km light rail line with 16 stations linking downtown Vancouver with the international airport in Richmond and Richmond City Centre. InTransitBC, a limited partnership formed by SNC-Lavalin, British Columbia Investment Management Corporation (bcIMC) and the Caisse de dépôt et placement du Québec, own and operate the Canada Line through a 35 year concession.
The Canada Line Project has been the recipient of several prestigious awards, including the recent Schreyer Award for most technically innovative project in 2009 from the Association of Consulting Engineering Companies (ACEC)/L'Association des firmes d'ingénieurs-conseils (AFIC) and Canadian Consulting Engineer magazine. The Canada Line was also named as one of the top 100 infrastructure projects in the world for 2009.
WILLIAM R. BENNETT BRIDGE, KELOWNA, BC, CANADA
SNC-Lavalin's Okanagan Lake Concession Limited Partnership (OLCLP) was responsible for the total design, construction, financing and operation of the new William R. Bennett Bridge, a floating bridge across Okanagan Lake in Kelowna, British Columbia, under a 30-year concession agreement with the Province of British Columbia. The contract included decommissioning of the existing bridge, which was removed once the new crossing was been built.
The new bridge, completed in the summer of 2008, replaces an aging three-lane structure and is the centerpiece of a revitalized road network in the Okanagan. The five-lane structure relieves congestion along Highway 97, ensuring the safe, efficient movement of people and goods through this growing corridor, and plays a pivotal role in growing the regional economy, particularly the Okanagans tourism industry.
CALGARY LRT EXTENSIONS, ALBERTA, CANADA
SNC-Lavalin has provided trackwork engineering-design services on northwest and northeast extensions to this light rail system in Alberta, Canada, as well as electrical systems engineering and construction management for all extensions (northwest, northeast and south). The 3.6 km South Extension, Phase 1, includes two propulsion power substations and two passenger stations (completed in October 2001). The 2.9 km South Extension, Phase 2, includes two propulsion power substations and two passenger stations (completed June 2004). The 2.7 km Northwest Extension, Phase 1, has two propulsion power substations and one power substation (completed December 2003). The 4.0 km Northwest Extension, Phase 2, has one intermodal station (ongoing). The 3 km Northeast Extension will include a Park and Ride facility, depot, passenger station and substation.
SEA TO SKY HIGHWAY OWNERS ENGINEER, BC, CANADA
SNC-Lavalin served as Owner's Engineer on the Sea to Sky Highway Improvement Project, from West Vancouver to Whistler, British Columbia. As such, the company was a key member of the project management team led by the BC Ministry of Transportation. The teams mandate included providing technical advice, design, construction quality management and project management services to ensure the project meets requirements for the 2010 Olympics.
SNC-Lavalin was awarded first prize in the category of Recognition of Excellence in Specialized Services for its work on the project by the BC Ministry of Transportation at the annual Changing Lanes Transportation Conference in February 2004.
This prestigious award from the client showcases the consistently high level of service that SNC-Lavalin's engineers and technicians have so far provided, and will continue to provide until the 2010 Winter Olympic Games.
KUALA LUMPUR LRT-2, MALAYSIA
SNC-Lavalin has provided a variety of services to the development of this system a 29.4 km light rail line with 24 stations over the last decade. The company is currently finalizing a contract to provide light rail vehicles system engineering services, including a system study, system engineering, vehicle procurement, testing and commissioning for a fleet expansion and system upgrade. Previously, SNC-Lavalin was a leading component of the Canadian consortium that was awarded a nearly $1-billion contract in the latter part of 1994 to develop the system. SNC-Lavalin provided design-build of E&M systems, as well as design-build of a 500 m tunnel and portal section, two underground stations and precast cabletray and walkway as part of a consortium.
BC FERRIES TERMINAL ASSET MANAGEMENT, BC, CANADA
BC Ferry Services Inc., a newly independent company responsible for the management of British Columbias provincial ferry system, has engaged SNC-Lavalin to manage the construction and maintenance of all 47 of its terminals in British Columbia. The partnership arrangement between BCFS and SNC-Lavalin involves the formation of a new business unit, known as Terminal Asset Management (TAM), consisting of both BC Ferries and SNC-Lavalin personnel.
The TAM group manages an annual program of $40 million in capital construction and $15 million in annual maintenance. By bringing efficiencies and best practices to the BC Ferries Maintenance Group, the TAM team is establishing a comprehensive preventative maintenance program that provides best use of assets. The TAM team is also looking at third-party opportunities for asset management outside of the BC Ferries organization.
HIGHWAY 33, KELOWNA, BC, CANADA
Highway 33, which is classified as a Provincial Secondary Highway, connects Highway 97, Okanagan Highway, at Kelowna, to Highway 3, the Southern Trans Provincial Highway, at Rock Creek, in British Columbia. The project involves the identification and performance of all engineering work required to complete the geotechnical, environmental, traffic, functional and detailed design of approximately 4 km of a four-lane rural arterial undivided highway and associated works along Highway No. 33 to a 70km/h rural arterial undivided standard.
This project is intended to improve the safety and mobility of the two-lane, 60-km/h-posted-speed section of Highway 33 between Muir Road, where the highway already has four lanes, and Gallagher Road, east of where the highway transitions into the 70-90 km/h posted speed rural environment.
MONTREAL METRO, QUEBEC, CANADA
SNC-Lavalin lead a consortium responsible for engineering, procurement and construction management work for the 5.2 km extension of metro line 2 to Laval in Montreal. The work involved extending the metro line siting and building three stations (including one intermodal station connecting to the Blainville suburban train line), eight auxiliary structures, an underground garage at the terminal rail tracks of the Montmorency station and a connection to the St-Charles garage.
The first phase of the mandate involved validation and revision of the concepts established during a previous feasibility study, relating to the structures and systems as well as the planned operational procedures. Preliminary plans and specifications, along with a cost estimate at ±10%, were produced at the end of this phase.
The second phase consisted of performing the actual construction work, including the preparation of definitive engineering and architectural plans and specifications, procurement, project and construction management, and delivery of an operational system.
VANCOUVER SKYTRAIN, BC, CANADA
SNC-Lavalin has been a key player throughout the development, project management, design and construction of all four completed phases of this 50 km, fully automated light rail system, including conceptual design, preliminary design, public consultation, urban planning, route studies, tender documents, alignment, detailed design of stations and trackwork and management of E&M systems.
ANKARA METRO, TURKEY
SNC-Lavalin planned, financed and negotiated the entire package for the Ankara Metro, leading a Canadian-Turkish consortium through the financing, design, construction, testing and commissioning phases. The projects innovative financial structure is now being modelled in many parts of the world.
MALTA INTERNATIONAL AIRPORT, MALTA
In August 2002, Malta Mediterranean Link consortium, comprising SNC-Lavalin Inc. and two partners, assumed 40% ownership of Malta International Airport plc., concessionaire of Malta International Airport under a 65-year concession agreement. In December 2002, the Malta government reduced its stake by selling 20% of its holding via an IPO. As a result, Malta International Airport plc is today a quoted company on the Malta Stock Exchange. As part of the transaction, SNC-Lavalin has been granted a technical services agreement to assist the airport concessionaire in infrastructure development, the development of its cargo business, and the implementation of a smooth transportation system for passengers travelling between the airport and cruise ships in the Port of Valletta.
VANCOUVER INTERNATIONAL AIRPORT, BC, CANADA
SNC-Lavalin, via its wholly owned subsidiary Pacific Liaicon and Associates Ltd., has served as Owners Representative/ Project and Construction Manager since 1992 for the not-for-profit Vancouver Airport Authority, delivering capital works of over 185,000 m2 of Terminal Facilities, Parallel Runway, Control Tower, Hold Baggage Screening and other special projects.
LUOYANG-SANMENXIA HIGHWAY, CHINA
SNC-Lavalin, as part of a joint venture team that included Henan Provincial Highway Consulting Company from the Peoples Republic of China, provided construction supervision services on an expressway project in Henan Province in China. The Luoyang-Sanmenxia Expressway includes a 136 km, four-lane expressway with fully controlled access, 17.8 km of linking roads and the Yangjia-Baijiazhai Connector, a 6.1 km long Class II highway. SNC- Lavalins scope of work consists of civil (roadworks and structural), electrical, electronic and mechanical works for traffic surveillance, tolling, lighting and communication, buildings for operations and maintenance, service areas, interconnections to the electricity grid and safety facilities.
TURPAN-URUMQI-DAHUANGSHAN HIGHWAY, CHINA
The Turpan-Urumqi-Dahuangshan High Grade Highway Project (TUDH) is a 286 km toll expressway in Xinjiang. The project consisted of civil works, electrical/electronic and mechanical works for traffic surveillance, tolling, communication and lighting, buildings for operations and maintenance and service areas. Due to requirements of the funding agency, SNC-Lavalin was selected to provide a foreign component to the joint Chinese/foreign construction supervision team. Six full-time highway engineers were provided and worked closely with their Chinese counterparts, providing technical advice on all aspects of construction supervision and management, including quality control management, schedule control management, cost control management, claims management and records management.


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"Oregon Right to Life PAC is proud to endorse David Molina for HD 29. We need more pro-life advocates like David in the Oregon Legislature who will protect innocent life, whether born or unborn." -Lois Anderson, Oregon Right to Life Executive Director
"Mr. Molina, I look forward to replacing that Mr. with Representative Molina. I was very impressed with your background, business owner, veteran, OSU grad, and the willingness to run as a Republican. It would be my honor to be included with those endorsing you, and you have my best wishes and prayers for a most successful campaign. PS: While a resident of Forest Grove I was the Crawford in Waltz Sheridan Crawford Insurance." -Doug Crawford
"David served his country with honor. I've seen firsthand how hard he works to help returning vets transition into the workforce and become the backbone of our community. Oregon desperately needs new common-sense voices like his in the Capitol." -Nathan Dahlin
“Oregon government has been governed by unions, large corporations and lobbyists for decades. David Molina has the opportunity to be a voice for the forgotten and productive individuals in our state. Let’s support a candidate that will listen and value all Oregonians, not just those politically connected”. -Manuel Castañeda, small business owner
Commissioner Bob Terry, Washington County


CLIFFHANGER A film review by Roger Rubio Copyright 1993 Roger Rubio
Starring Sylvester Stallone, Janine Turner, and Michael Rooker Directed by Renny Harlin
The return of Stallone? I would assume this question is on the mind of the wary movie-goer wondering whether or not he/she should put down his/her $7-$9 and see Sly climbing on rocks and dodging bullets. Well, if you're one of those wary viewers, I have two reviews to offer you of this movie: the review for those looking for an art movie and those looking to have a good time. The first is the former, the second is the latter.
CLIFFHANGER is one those flicks that a total cynic would have a ball tearing apart and ripping to shreds. The dialogue is less than intellectually intelligent, the acting is not Oscar caliber, and sometimes you can tell that the actors are not five codzillion miles into the air hanging by their very lives. Most of the sequences are implausible, the meanie villain doesn't do most of the dirty work, and there are plenty of 'talking killers.' Lots of foreign accents too (as if only foreigners are bad).  So why do they compare all other action flicks such as CLIFFHANGER to DIE HARD, if DIE HARD was so ridiculous? (Answer in the second review.)
As for the others, who like to have a good time at the movies (this excludes most cynics), CLIFFHANGER just might be a good vehicle for consideration. Most of the stunt sequences in this movie are amazing, and well worth the price of admission. The story is mediocre; it is enough to put the characters into some sticky situations, but that's about all. But the actions sequences make you feel like you're on a roller coaster (which is what I believe was the intent). Yes, Stallone does do some acting, and it is tolerable, considering his previous movies (OSCAR, STOP OR MY MOM WILL SHOOT). I believe Stallone's best acting is the subtle type, not the overtly comedic. This movie is a good way to get back into the acting fray. I don't think he's Oscar material, but if he sticks to this kind of movie he will be fine. As for the rest of the movie, the action sequences are the real star of this movie, and if you want a decent thrill, check this movie out.
I have skimmed the gamut on this movie; some see it as an adrenalin ride, others get sidetracked by Stallone and his previous movies (interestingly, not this movie, but his previous ones). If you hate Stallone, of course, don't see this one. But if you can tolerate him, or if you like him (I'm sure there are some out there--the silent minority), check this one out. It's a good romp at the movies.
THE SNAPMAN<EMAIL_ADDRESS>(Roger Rubio)
.
The review above was posted to the
rec.arts.movies.reviews newsgroup (de.rec.film.kritiken for German reviews).
The Internet Movie Database accepts no responsibility for the contents of the
review and has no editorial control. Unless stated otherwise, the copyright
belongs to the author.
Please direct comments/criticisms of the review to relevant newsgroups.
Broken URLs inthe reviews are the responsibility of the author.
The formatting of the review is likely to differ from the original due
to ASCII to HTML conversion.
Related links: index of all rec.arts.movies.reviews reviews


This is a simple hero unit, a simple jumbotron-style component for calling extra attention to featured content or information.
Web design encompasses many different skills and disciplines in the production and maintenance of websites.[1] The different areas of web design include web graphic design; interface design; authoring, including standardised code and proprietary software; user experience design; and search engine optimization. Often many individuals will work in teams covering different aspects of the design process, although some designers will cover them all.[2] The term web design is normally used to describe the design process relating to the front-end (client side) design of a website including writing mark up, but this is a grey area as this is also covered by web development. Web designers are expected to have an awareness of usability and if their role involves creating mark up then they are also expected to be up to date with web accessibility guidelines.


All of the base tables and views for the database's data dictionary are stored in the schema SYS. These base tables and views are critical for the operation of Oracle. To maintain the integrity of the data dictionary, tables in the SYS schema are manipulated only by Oracle; they should never be modified by any user or database administrator, and no one should create any tables in the schema of the user SYS. (However, you can change the storage parameters of the data dictionary settings if necessary.)
All of the base tables and views for the database's data dictionary are stored in the schema SYS. These base tables and views are critical for the operation of Oracle. To maintain the integrity of the data dictionary, tables in the SYS schema are manipulated only by Oracle; they should never be modified by any user or database administrator, and no one should create any tables in the schema of the user SYS. (However, you can change the storage parameters of the data dictionary settings if necessary.)


Data of the random tips.
- Source:
Members
(static, constant) tips :Array.<TipObject>
- Source:
The list of all tips. (now exported)
Type:
- Array.<TipObject>
Type Definitions
callbackShowTip(tipSpec, thisTipConfig, tipSpecOrig, moduleConfig) → {boolean|null}
- Source:
Custom function to check whether a tip shall be shown or not.
Attention: This is evaluated before all other constraints were evaluated.
Be careful before returning true
, you may actually want to return null
.
- If you return
true
, it means you force(!) the tip to be shown. This overrides the usual conditions and shows the tip immediately. - If you return
false
, it means you disallow the tip to be shown. - If
null
is returned, the usual (other) conditions that determinate whether to show the tip are evaluated. If you throw something, this cancels the whole tip selection process.
Note that you can actually modify the values of the first two parameters, i.e.
tipSpec
and thisTipConfig
. If you modify the config, it will be saved
automatically.
The difference between tipSpec
and tipSpecOrig
is, that in tipSpec
the
default values of the tips have been added/modified, if needed and that
tipSpecOrig
is the original as you have specified it in TipObject
.
For stylistic reasons, it is recommend to not hardcode the function into the this file, but use a separate file/module.
Parameters:
| Name | Type | Description |
|---|---|---|
tipSpec |
TipObject | the TipObject, merged with default values |
thisTipConfig |
module:RandomTips~TipConfigObject | the settings of the tip |
tipSpecOrig |
TipObject | the original, unmodified (frozen) TipObject of the tip |
moduleConfig |
module:RandomTips~ModuleConfig | the whole config of this module |
Returns:
- Type
- boolean | null
TipObject
- Source:
Properties:
| Name | Type | Attributes | Default | Description | |||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
id |
string | just some ID |
|||||||||||
requiredShowCount |
integer | null | Shows the message x times; set
to |
|||||||||||
allowDismiss |
bool |
<optional> |
true
|
set to false to disallow dismissing the message. This likely makes no sense for any tip, so the default is true. |
|||||||||
requireDismiss |
bool | integer |
<optional> |
false
|
show the message, if it is not, at least, dismissed for x times. Alternatively set to true to require that message is dismissed the exact same number as requiredShowCount states, i.e. only dismissed count as "tip shown". |
|||||||||
maximumDismiss |
integer | null |
<optional> |
null
|
hides the message, if it has been dismissed x times. |
|||||||||
requiredTriggers |
integer |
<optional> |
10
|
require some displays ("triggers") of (any) add-on page before showing tip. This is effectively just a minimum limit, so it is not shown too "early". |
|||||||||
showInContext |
Object.<string, integer> |
<optional> |
a key-value object with
context -> num to require the tip to be shown in a specific context for the
given number of times. See |
||||||||||
maximumInContest |
Object.<string, integer> |
<optional> |
a key-value object with
context -> num to only show the tip in a specific context at most for the
given number of times. See |
||||||||||
randomizeDisplay |
bool | integer |
<optional> |
false
|
Randomizes the display with a
chance of 50% by default (when set to |
|||||||||
text |
string | The text to actually show. It is passed to the
|
|||||||||||
actionButton |
Object |
<optional> |
adds an action button to the message, is
passed as-is to the Properties
|
||||||||||
showTip |
callbackShowTip |
<optional> |
evaluate via a custom function whether to show or not to show the tip |
The settings/constraints for a tip, represented in an object.
Type:
- Object


{{error}}
Recovery codes are necessary to access your account in the event you cannot receive two-factor authentication codes (e.g. when you get a new phone).
Save or print these recovery codes before continuing two-factor authentication setup.
Treat your recovery codes with the same level of care as you would your password! We recommend saving them with a secure password manager.


Google Earth Enterprise Documentation Home | Fusion Tutorial
Map projection types in GEE 5.1.0
In addition to using Google Earth Enterprise Fusion to prepare and publish data in Google Earth EC, you can use it to prepare and publish map data in Google Maps.
Google Earth Enterprise 5.1.0 supports the following projection types for map databases:
- Mercator map—The Mercator map database includes the Google Maps layer and optionally uses the Google Base Map from google.com. It also uses a local copy of the Google Maps API that requires no communication with google.com.
- Flat Projection map—The Flat Projection map database uses the local copy of the Google Maps API that requires no communication with google.com.
Preparing map data
When you prepare map data, there are four components:
- Resources (vector and imagery)
- Map Layer (Flat projection and Mercator maps supported)
- Map Projects (map and imagery)
- Map Database
Vector and imagery resources
For Flat Projection maps, you can share the same vector and imagery resources for both Google Earth EC and Google Maps databases.
For Mercator maps, you can create Mercator-based imagery projects or your Mercator maps can share the same imagery resources as a Flat Projection map database by projecting the flat imagery as Mercator on the Fly. Now that your Mercator map databases can share the same imagery projects as a Flat Projection map databases, you can save on both storage space and database building time by eliminating the need for Mercator-based imagery.
For more information, see Add flat imagery to Mercator map databases.
Map Layers
With map databases, in addition to vector and imagery projects, you have the extra step of creating map layers.Defining a map layer includes adding resources to the layer and defining the display rules and filters for the layer.
You access the 2D Flat Projection Map Tools (2D) from the toolbar of the Asset Manager dialog:
- Open Fusion and click Tools > Asset Manager to open the Asset Manager dialog.
- Select Flat Projection Map Tools (2D) from the Asset Manager toolbar.
For information about creating map projects and databases, read the tutorial lesson, Creating a map database.


| [ < ] | [ > ] | [ << ] | [ Up ] | [ >> ] | [Top] | [Contents] | [Index] | [ ? ] |
This chapter describes how to use the GNU History Library interactively, from a user's standpoint. It should be considered a user's guide. For information on using the GNU History Library in other programs, see the GNU Readline Library Manual.
28.1 History Expansion What it feels like using History as a user.
| [ < ] | [ > ] | [ << ] | [ Up ] | [ >> ] | [Top] | [Contents] | [Index] | [ ? ] |
The History library provides a history expansion feature that is similar
to the history expansion provided by csh
. This section
describes the syntax used to manipulate the history information.
History expansions introduce words from the history list into the input stream, making it easy to repeat commands, insert the arguments to a previous command into the current input line, or fix errors in previous commands quickly.
History expansion takes place in two parts. The first is to determine which line from the history list should be used during substitution. The second is to select portions of that line for inclusion into the current one. The line selected from the history is called the event, and the portions of that line that are acted upon are called words. Various modifiers are available to manipulate the selected words. The line is broken into words in the same fashion that Bash does, so that several words surrounded by quotes are considered one word. History expansions are introduced by the appearance of the history expansion character, which is `!' by default.
28.1.1 Event Designators How to specify which history line to use. 28.1.2 Word Designators Specifying which words are of interest. 28.1.3 Modifiers Modifying the results of substitution.
| [ < ] | [ > ] | [ << ] | [ Up ] | [ >> ] | [Top] | [Contents] | [Index] | [ ? ] |
An event designator is a reference to a command line entry in the history list.
!
!n
!-n
!!
!string
!?string[?]
^string1^string2^
!!:s/string1/string2/
.
!#
| [ < ] | [ > ] | [ << ] | [ Up ] | [ >> ] | [Top] | [Contents] | [Index] | [ ? ] |
Word designators are used to select desired words from the event. A `:' separates the event specification from the word designator. It may be omitted if the word designator begins with a `^', `$', `*', `-', or `%'. Words are numbered from the beginning of the line, with the first word being denoted by 0 (zero). Words are inserted into the current line separated by single spaces.
For example,
!!
!!:$
!$
.
!fi:2
fi
.
Here are the word designators:
0 (zero)
0
th word. For many applications, this is the command word.
n
^
$
%
x-y
*
0
th. This is a synonym for `1-$'.
It is not an error to use `*' if there is just one word in the event;
the empty string is returned in that case.
x*
x-
If a word designator is supplied without an event specification, the previous command is used as the event.
| [ < ] | [ > ] | [ << ] | [ Up ] | [ >> ] | [Top] | [Contents] | [Index] | [ ? ] |
After the optional word designator, you can add a sequence of one or more of the following modifiers, each preceded by a `:'.
h
t
r
e
p
s/old/new/
&
g
a
gs/old/new/
,
or with `&'.
G
| [ << ] | [ >> ] | [Top] | [Contents] | [Index] | [ ? ] |
Please send FSF & GNU inquiries & questions to<EMAIL_ADDRESS>There are also other ways to contact the FSF.
These pages are maintained by the GDB developers.
Copyright Free Software Foundation, Inc., 59 Temple Place - Suite 330, Boston, MA 02111, USA.
Verbatim copying and distribution of this entire article is permitted in any medium, provided this notice is preserved.
This document was generated by GDB Administrator on March, 27 2008 using texi2html


Elton John reveals why he didn't visit dying Freddie Mercury often
During a live Q&A with David Walliams last night, Elton John has spoken about his friend Freddie Mercury and his final days.
In 1991 the Queen frontman died after a secret battle with Aids and now Elton has admitted he didn’t see his friend often towards the end, saying he was ‘terrifying’ to look at.
However, the Rocketman singer – who was speaking in front of a live audience at Eventim Apollo to promote his autobiography Me: Elton John with Waterstones – said up until his death Freddie was only thinking of everyone else.
‘I didn’t go and see him often as Aids was terrifying and he was physically terrifying to look at,’ Elton said, according to Daily Star.
‘While he was dying he was still buying things at auction.
‘He wasn’t thinking about dying at all. He showed no fear to me about dying, no fear or sadness. When you went there you had an audience with Freddie.’
Advertisement Advertisement
Elton recalled receiving a gift from Freddie of a watercolour painting that continues to sit next to his bed.
‘On Christmas morning Tony King came round and gave me this pillow case,’ Elton explained.
‘As you read in the book my drag name is Sharon and Freddie was Melina.
‘In this beautiful pillow case was this watercolour painting.’
He continued: ‘In the note that went with it said “Dear Sharon, I saw this at auction and I thought you would love it. I love you Malena”.’
‘It was really moving. He was dying and he still thought of his friends,’ Elton said.
‘I still have it on it’s easel and I still have the pillowcase next to my bed.
‘That is the type of person he was. He was so so full of love and life.’
Fans were moved by his story, as they took to social media to praise Elton for his candour.
‘Elton John talking about Freddie Mercury tonight.. I was in tears but so many laughs aswell tonight, thank you @eltonofficial, just thank you!!’ one wrote, as another added: ‘The Freddie Mercury story had me in tears…’
Previously Freddie’s former personal assistant recalled the star did visit Freddie before he passed.
‘We all knew that the end was coming. I think it was maybe a week before Elton came. He had to go to Paris to record so he gave us all his numbers to call him should anything happen,’ Peter Freestone revealed to Metro.co.uk.
Advertisement Advertisement
‘But it was within a week that Freddie died the last time he visited.
‘Press were outside the house 24 hours a day and they would question anybody who came to the front door.
‘What Elton used to do, he would drive himself in his mini and park in the mews behind Garden Lodge.’
Elton’s memoir has been filled with plentiful tales from his time growing up and navigating life as one of the world’s biggest superstars.
However he’s saved more tales to regale his fans without outside the pages, after he recently revealed he was just moments from death during his battle with prostate cancer.
Elton had a build up of fluid under his colon, which left him in excruciating pain and needing to wear a nappy on stage as he performed in Las Vegas in 2017.
Talking on the BBC One documentary Uncensored, Elton said: ‘I went to South America and played in Santiago and I came home, and I got to London and I was very ill. And I was rushed into hospital on intensive care.
‘I picked up an awful bug from somewhere. And I was about 24 hours from snuffing it. We didn’t tell people that was going on at the time, so I had an annus horribilis as they say for half the year.
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‘I literally had to learn how to walk again. I was extremely sick. All I could think about when I was lying in my hospital bed was “please don’t let me die, I want to see my children”, and luckily I survived it.
‘Now I’m fine but there’s very few bits of me left. There’s no hair, there’s a pacemaker, there’s no tonsils, there’s no prostate, there’s no appendix, I’ve had kidney stones. I’m like the Bionic Woman.’
Me: Elton John is out now.
Got a showbiz story?
If you've got a story, video or pictures get in touch with the Metro.co.uk Entertainment team by emailing us<EMAIL_ADDRESS>calling 020 3615 2145 or by visiting our Submit Stuff page - we'd love to hear from you.


---
layout: post
title: ToxoDB 8.2 Released
category: [ToxoDB]
---
We are pleased to announce the release of ToxoDB 8.2
New data in this release:
The Toxoplasma gondii RH fosmid library was constructed by
Sumiti Vinayak in the copy control vector pCC2FOS. Fosmid ends were
sequenced commercially (Sanger method) using vector specific primers.
Resulting sequences were aligned to the T. gondii ME49 genome
using BLAST.
Funds for sequencing were provided by Boris Striepen (University of
Georgia, Athens, GA, USA), Markus Meissner (University of Glasgow,
Scotland) and Michael White (University of South Florida, Tampa, FL,
USA).
Note: Our bimonthly
database releases incorporate new data and correct old data when
necessary. Changes in annotation and new experimental data may
slightly alter your search results by increasing or decreasing the
number of hits. When search parameters change with a new release, we
invalidate (Ø) the search and ask you
to rerun it. When IDs are updated or removed, we map the old IDs to the
new ones, remove the old IDs from your Basket, and leave your Favorites
page alone.
EuPathDB
is now on FaceBook and Twitter


Decision Making Process
Continue
Features
Criteria
Negotiator
Opinion Providers
Back
Continue
Here you can set the priority between the chosen criteria:
{{criteria.name}}
{{requirementsChoice.value}}
{{other_criteria.name}}
Back
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{{ .Title | emojify }}
{{ with .Params.teaser }} {{ end }}({{ .WordCount }} words)
{{ partial "header.html" . }}
I am Yasoob! You might know me from Practical Python Projects or the Intermediate Python book.
Welcome to my personal blog which is going to be the new home for all of my old and new articles. You can turn on "dark mode" by clicking on the moon (right before the RSS icon) in the side-bar. I hope you enjoy your stay 😊
👋 Hi everyone!
({{ .WordCount }} words)


TODO: summary card – # Inputs in Transaction TXID, aggregate visualization
of the amounts contributed (e.g. a scatter plot), aggregate visualization of
script types (e.g. a pie chart 50% P2PKH, 25% 2-of-3 P2SH, 25% 3-of-3 P2SH),
other details? This section should blend into the page, rather than being a
clickable-card.
TODO: inputs list


I’m often asked by data-owners for guidance on sharing data, whether it’s with me on consulting engagements or by organisations looking to release the potential of their open data.
A great place to start is the 5 star deployment scheme which describes a maturity curve for open data:
- ★ make your stuff available on the Web (i.e. in whatever format) under an open license
- ★★ make it available as structured machine-readable data (e.g. Excel instead of image scan of a table)
- ★★★ use non-proprietary formats (e.g. CSV instead of Excel)
- ★★★★ use URIs to denote things, so that people can point at your stuff
- ★★★★★ link your data to other data to provide context
This scheme certainly provides a strategic overview (release early/ improve later, embrace openness, aim to create linked open data) but it doesn’t say much about specific questions such as: how should the data be structured or presented and what should it include?
I have prepared the below advice based upon the experiences I’ve had as a consumer of data, common obstacles to analysis that might have been avoided if the data had been prepared in the right way.
In writing this, it occurs to me that the general principle is to increase information entropy. Information entropy is a measure of the expected value of a message. It is higher when that message (once delivered) is able to resolve more uncertainty. That is to say, that the message is able to say more things, more clearly, that are novel to the recipient.


Client type: nano
Status: Consensus established.
Account address: NQ88 89QL P3RJ Y0K5 GTKV 0MVN 2XTV TYS3 D0GP
Balance: 0.00
Current block height: 244409
Current number of peers: 7


This demo application uses an OpenCV cascade classifier to detect and count vehicles in images from a camera mounted on a street pole. The video feed we used for this demo may change its view abruptly angle from time to time.
The chart below shows estimated vehicle counts over time. Due to the way the demo is implemented, the x-axis uses the time that the image was processed by the vehicle detector, which is different from the time the image was taken.


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| Opcode* | Instruction | Op/En | 64-Bit Mode | Compat/Leg Mode | Description |
| E6 ib | OUT imm8, AL | I | Valid | Valid | Output byte in AL to I/O port address imm8. |
| E7 ib | OUT imm8, AX | I | Valid | Valid | Output word in AX to I/O port address imm8. |
| E7 ib | OUT imm8, EAX | I | Valid | Valid | Output doubleword in EAX to I/O port address imm8. |
| EE | OUT DX, AL | NP | Valid | Valid | Output byte in AL to I/O port address in DX. |
| EF | OUT DX, AX | NP | Valid | Valid | Output word in AX to I/O port address in DX. |
| EF | OUT DX, EAX | NP | Valid | Valid | Output doubleword in EAX to I/O port address in DX. |
Notes: * See IA-32 Architecture Compatibility section below.
| Op/En | Operand 1 | Operand 2 | Operand 3 | Operand 4 |
| I | imm8 | NA | NA | NA |
| NP | NA | NA | NA | NA |
Copies the value from the second operand (source operand) to the I/O port specified with the destination operand (first operand). The source operand can be register AL, AX, or EAX, depending on the size of the port being accessed (8, 16, or 32 bits, respectively); the destination operand can be a byte-immediate or the DX register. Using a byte immediate allows I/O port addresses 0 to 255 to be accessed; using the DX register as a source operand allows I/O ports from 0 to 65,535 to be accessed.
The size of the I/O port being accessed is determined by the opcode for an 8-bit I/O port or by the operand-size attribute of the instruction for a 16- or 32-bit I/O port.
At the machine code level, I/O instructions are shorter when accessing 8-bit I/O ports. Here, the upper eight bits of the port address will be 0.
This instruction is only useful for accessing I/O ports located in the processor’s I/O address space. See Chapter 16, “Input/Output,” in the Intel® 64 and IA-32 Architectures Software Developer’s Manual, Volume 1, for more information on accessing I/O ports in the I/O address space.
This instruction’s operation is the same in non-64-bit modes and 64-bit mode.
After executing an OUT instruction, the Pentium® processor ensures that the EWBE# pin has been sampled active before it begins to execute the next instruction. (Note that the instruction can be prefetched if EWBE# is not active, but it will not be executed until the EWBE# pin is sampled active.) Only the Pentium processor family has the EWBE# pin.
IF ((PE = 1) and ((CPL > IOPL) or (VM = 1))) THEN (* Protected mode with CPL > IOPL or virtual-8086 mode *) IF (Any I/O Permission Bit for I/O port being accessed = 1) THEN (* I/O operation is not allowed *) #GP(0); ELSE ( * I/O operation is allowed *) DEST ← SRC; (* Writes to selected I/O port *) FI; ELSE (Real Mode or Protected Mode with CPL ≤ IOPL *) DEST ← SRC; (* Writes to selected I/O port *) FI;
None.
| #GP(0) | If the CPL is greater than (has less privilege) the I/O privilege level (IOPL) and any of the corresponding I/O permission bits in TSS for the I/O port being accessed is 1. |
| #UD | If the LOCK prefix is used. |
| #UD | If the LOCK prefix is used. |
| #GP(0) | If any of the I/O permission bits in the TSS for the I/O port being accessed is 1. |
| #PF(fault-code) | If a page fault occurs. |
| #UD | If the LOCK prefix is used. |
Same as protected mode exceptions.
Same as protected mode exceptions.


module_amoebae_trim_nex module
Trim an nex alignment using the last taxon “MASK” sequence as a guide.
- Usage:
- trim_nex.py <path to nex alignment with MASK>
-
module_amoebae_trim_nex.
trim_alignment
(alignment)[source]
Recursively trims an alignment by removing positions with ‘I’ in the
MASK sequence.
-
module_amoebae_trim_nex.
trim_nex
(infilepath, outfilename)[source]
Takes a filepath for a nexus alignment, and writes a new file containing
a trimmed alignment.


Static Media Manager v0.4 documentation
The CSS compression used was ported over from YUI Compressor. It is available separately at github.
Each part of the compression is separated and could technically be turned off, although there is no configuration mechanism for that currently. Some of the regular expressions could fail if other parts are turned off as they may assume that a previous filter has already ran. For example, some of the filters may assume the normalize_whitespace filter has ran and not look for multiple spacing options.
Removes multi-line (/* ... */) and single line (// ...) comments.
Convert all whitespace, including line endings, to a single space. This makes manipulation a bit easier.
Make a pseudo class for the Box Model Hack that is sometimes used to make Internet Explorer work right. The hack itself could be destroyed by some of the filters, so this filter replaces it with ___PSEUDOCLASSBMH___ so it can be restore later.
Undo what was done with the convert_boxmodelhack.
Remove the spaces before the things that should not have spaces before them. But, be careful not to turn p :link {...} into p:link{...}. Swap out any pseudo-class colons with the token, and then swap back.
Add a semicolon before any } if it is missing.
This filter does several things. First it strips out any measurement unit after a 0, so 0px becomes 0. Then it converts measurements with multiple dimensions of zero to just one zero, so 0 0 0 0 becomes 0. Finally it strips the leading zero from decimal measurements between zero and one, so 0.6 becomes .6.
There are two parts to this filter. The first part converts colors specified using rgb(0, 0, 0) notation to hex notation (#000000).
Next the hex colors are reduced from six characters to three characters if each pair of characters is the same (#aabbcc becomes #abc).
Remove any empty rules, such as p { }.
Convert multiple semicolons in a row with just one.


Preet Jassi /<EMAIL_ADDRESS>You can view the code on github https://github.com/erudianart/ealunchandlearns/css
<!DOCTYPE html>

<meta charset="utf-8">
<title>My Page</title>
<link rel="stylesheet" type="text/css" href="styles.css">

body {
background: #ebebeb;
font:normal 12px Helvetica, sans-serif;
color:#808080;
}
#main {
margin:1em;
padding:0.5em;
border:1px solid #ccc;
}
p {
margin-bottom:1em;
}
a {
text-decoration:none;
}
.page-heading,
h1 {
font-size:16px;
font-weight:300;
}
selector {
property: value;
property2: value;
/* end of declaration */
}
Selectors tell you what element to apply the styles to.
span
.myfigure
#main
[data-status=active]
A declaration can apply to multiple selectors. The selectors must be seperated by a comma.
selector1,
selector2 {
property: value;
property2: value;
/* end of declaration */
}
You can combine selectors to make a more specific selector. Each selector must be seperated by a space. For instance, suppose we want to target all links inside of elements with the class name myfigure.
.myfigure a {
font-size:300000px;
}

This is a paragraph with a link

p {
font-size:16px;
}
What will the font size of the link be?
Certain properties are inherated from an element's parent. For instance, font size, is inherited, whereas margin is not.
The three main sources of style information form a cascade:
Where the Author Styles cascades over the User Styles which cascade over the Browser Styles.
/*
the default color of a link is blue. That is defined by the browser default
styles. Our author style will cascade over the browser default style.
*/
a {
color:#808080;
}

orange

body { color: black; }
p { color: white; }
#red { color: red; }
.blue { color: blue; }
What is the color of orange?
Certain selectors are said to be more specific than other selectors. The declaration block that belongs to the most specific selector on an element is the one that takes precedence
style="color:red"
#red {}
.blue, [data-color=green], :first-child {}
div {}
Thou Shall Not Use !important.

orange

body { color: black; }
p { color: white; }
#red { color: red; }
.blue { color: blue; }
What is the color of orange?
Specify values with px, em, %
Removes element from the normal flow and places along the left or right side of its container
See Mozilla Developer Network for a list of all properties and their values.
Write the css for the design that follows using all of your knowledge of HTML, schema.org and CSS and submit it to me at pjassi@ea.com


The Secret Garden
by Frances Hodgson Burnett
Chapter 8: “The Robin Who Showed the Way”
Additional Information
- Year Published: 1909
- Language: English
- Country of Origin: England
- Source: Burnett, F. H. (1909). The Secret Garden. London, England: F. H. Burnett.
-
Readability:
- Flesch–Kincaid Level: 4.0
- Word Count: 3,047
- Genre: Romance
- Keywords: 20th century literature, british literature, children's stories
- ✎ Cite This
Downloads
She looked at the key quite a long time. She turned it over and over, and thought about it. As I have said before, she was not a child who had been trained to ask permission or consult her elders about things. All she thought about the key was that if it was the key to the closed garden, and she could find out where the door was, she could perhaps open it and see what was inside the walls, and what had happened to the old rose-trees. It was because it had been shut up so long that she wanted to see it. It seemed as if it must be different from other places and that something strange must have happened to it during ten years. Besides that, if she liked it she could go into it every day and shut the door behind her, and she could make up some play of her own and play it quite alone, because nobody would ever know where she was, but would think the door was still locked and the key buried in the earth. The thought of that pleased her very much.
Living as it were, all by herself in a house with a hundred mysteriously closed rooms and having nothing whatever to do to amuse herself, had set her inactive brain to working and was actually awakening her imagination. There is no doubt that the fresh, strong, pure air from the moor had a great deal to do with it. Just as it had given her an appetite, and fighting with the wind had stirred her blood, so the same things had stirred her mind. In India she had always been too hot and languid and weak to care much about anything, but in this place she was beginning to care and to want to do new things. Already she felt less “contrary,” though she did not know why.
She put the key in her pocket and walked up and down her walk. No one but herself ever seemed to come there, so she could walk slowly and look at the wall, or, rather, at the ivy growing on it. The ivy was the baffling thing. Howsoever carefully she looked she could see nothing but thickly growing, glossy, dark green leaves. She was very much disappointed. Something of her contrariness came back to her as she paced the walk and looked over it at the tree-tops inside. It seemed so silly, she said to herself, to be near it and not be able to get in. She took the key in her pocket when she went back to the house, and she made up her mind that she would always carry it with her when she went out, so that if she ever should find the hidden door she would be ready.
Mrs. Medlock had allowed Martha to sleep all night at the cottage, but she was back at her work in the morning with cheeks redder than ever and in the best of spirits.
“I got up at four o’clock,” she said. “Eh! it was pretty on th’ moor with th’ birds gettin’ up an’ th’ rabbits scamperin’ about an’ th’ sun risin’. I didn’t walk all th’ way. A man gave me a ride in his cart an’ I did enjoy myself.”
She was full of stories of the delights of her day out. Her mother had been glad to see her and they had got the baking and washing all out of the way. She had even made each of the children a doughcake with a bit of brown sugar in it.
“I had ‘em all pipin’ hot when they came in from playin’ on th’ moor. An’ th’ cottage all smelt o’ nice, clean hot bakin’ an’ there was a good fire, an’ they just shouted for joy. Our Dickon he said our cottage was good enough for a king.”
In the evening they had all sat round the fire, and Martha and her mother had sewed patches on torn clothes and mended stockings and Martha had told them about the little girl who had come from India and who had been waited on all her life by what Martha called “blacks” until she didn’t know how to put on her own stockings.
“Eh! they did like to hear about you,” said Martha. “They wanted to know all about th’ blacks an’ about th’ ship you came in. I couldn’t tell ‘em enough.”
Mary reflected a little.
“I’ll tell you a great deal more before your next day out,” she said, “so that you will have more to talk about. I dare say they would like to hear about riding on elephants and camels, and about the officers going to hunt tigers.”
“My word!” cried delighted Martha. “It would set ‘em clean off their heads. Would tha’ really do that, Miss? It would be same as a wild beast show like we heard they had in York once.”
“India is quite different from Yorkshire,” Mary said slowly, as she thought the matter over. “I never thought of that. Did Dickon and your mother like to hear you talk about me?”
“Why, our Dickon’s eyes nearly started out o’ his head, they got that round,” answered Martha. “But mother, she was put out about your seemin’ to be all by yourself like. She said, ‘Hasn’t Mr. Craven got no governess for her, nor no nurse?’ and I said, ‘No, he hasn’t, though Mrs. Medlock says he will when he thinks of it, but she says he mayn’t think of it for two or three years.’”
“I don’t want a governess,” said Mary sharply.
 You do your best to cheer her up,’ she says, an’ I said I would.”
Mary gave her a long, steady look.
“You do cheer me up,” she said. “I like to hear you talk.”
Presently Martha went out of the room and came back with something held in her hands under her apron.
“What does tha’ think,” she said, with a cheerful grin. “I’ve brought thee a present.”
“A present!” exclaimed Mistress Mary. How could a cottage full of fourteen hungry people give any one a present!
“A man was drivin’ across the moor peddlin’,” Martha explained. “An’ he stopped his cart at our door. He had pots an’ pans an’ odds an’ ends, but mother had no money to buy anythin’. Just as he was goin’ away our ‘Lizabeth Ellen called out, ‘Mother, he’s got skippin’-ropes with red an’ blue handles.’ An’ mother she calls out quite sudden, ‘Here, stop, mister! How much are they?’ An’ he says ‘Tuppence’, an’ mother she began fumblin’ in her pocket an’ she says to me, ‘Martha, tha’s brought me thy wages like a good lass, an’ I’ve got four places to put every penny, but I’m just goin’ to take tuppence out of it to buy that child a skippin’-rope,’ an’ she bought one an’ here it is.”
She brought it out from under her apron and exhibited it quite proudly. It was a strong, slender rope with a striped red and blue handle at each end, but Mary Lennox had never seen a skipping-rope before. She gazed at it with a mystified expression.
“What is it for?” she asked curiously.
“For!” cried out Martha. “Does tha’ mean that they’ve not got skippin’-ropes in India, for all they’ve got elephants and tigers and camels! No wonder most of ‘em’s black. This is what it’s for; just watch me.”
And she ran into the middle of the room and, taking a handle in each hand, began to skip, and skip, and skip, while Mary turned in her chair to stare at her, and the queer faces in the old portraits seemed to stare at her, too, and wonder what on earth this common little cottager had the impudence to be doing under their very noses. But Martha did not even see them. The interest and curiosity in Mistress Mary’s face delighted her, and she went on skipping and counted as she skipped until she had reached a hundred.
“I could skip longer than that,” she said when she stopped. “I’ve skipped as much as five hundred when I was twelve, but I wasn’t as fat then as I am now, an’ I was in practice.”
Mary got up from her chair beginning to feel excited herself.
“It looks nice,” she said.  Do you think I could ever skip like that?”
“You just try it,” urged Martha, handing her the skipping-rope. “You can’t skip a hundred at first, but if you practice you’ll mount up. That’s what mother said. She says, ‘Nothin’ will do her more good than skippin’ rope. It’s th’ sensiblest toy a child can have. Let her play out in th’ fresh air skippin’ an’ it’ll stretch her legs an’ arms an’ give her some strength in ‘em.’”
It was plain that there was not a great deal of strength in Mistress Mary’s arms and legs when she first began to skip. She was not very clever at it, but she liked it so much that she did not want to stop.
“Put on tha’ things and run an’ skip out o’ doors,” said Martha. “Mother said I must tell you to keep out o’ doors as much as you could, even when it rains a bit, so as tha’ wrap up warm.”
Mary put on her coat and hat and took her skipping-rope over her arm. She opened the door to go out, and then suddenly thought of something and turned back rather slowly.
“Martha,” she said, “they were your wages. It was your two-pence really. Thank you.” She said it stiffly because she was not used to thanking people or noticing that they did things for her. “Thank you,” she said, and held out her hand because she did not know what else to do.
Martha gave her hand a clumsy little shake, as if she was not accustomed to this sort of thing either. Then she laughed.
“Eh! th’ art a queer, old-womanish thing,” she said. “If tha’d been our ‘Lizabeth Ellen tha’d have given me a kiss.”
Mary looked stiffer than ever.

Martha laughed again.
“Nay, not me,” she answered. “If tha’ was different, p’raps tha’d want to thysel’. But tha’ isn’t. Run off outside an’ play with thy rope.”
Mistress Mary felt a little awkward as she went out of the room. Yorkshire people seemed strange, and Martha was always rather a puzzle to her. At first she had disliked her very much, but now she did not. The skipping-rope was a wonderful thing. She counted and skipped, and skipped and counted, until her cheeks were quite red, and she was more interested than she had ever been since she was born. The sun was shining and a little wind was blowing—not a rough wind, but one which came in delightful little gusts and brought a fresh scent of newly turned earth with it. She skipped round the fountain garden, and up one walk and down another. She skipped at last into the kitchen-garden and saw Ben Weatherstaff digging and talking to his robin, which was hopping about him. She skipped down the walk toward him and he lifted his head and looked at her with a curious expression. She had wondered if he would notice her. She wanted him to see her skip.
“Well!” he exclaimed. “Upon my word. P’raps tha’ art a young ‘un, after all, an’ p’raps tha’s got child’s blood in thy veins instead of sour buttermilk. Tha’s skipped red into thy cheeks as sure as my name’s Ben Weatherstaff. I wouldn’t have believed tha’ could do it.”
“I never skipped before,” Mary said. “I’m just beginning. I can only go up to twenty.”
“Tha’ keep on,” said Ben. “Tha’ shapes well enough at it for a young ‘un that’s lived with heathen. Just see how he’s watchin’ thee,” jerking his head toward the robin. “He followed after thee yesterday. He’ll be at it again today. He’ll be bound to find out what th’ skippin’-rope is. He’s never seen one. Eh!” shaking his head at the bird, “tha’ curiosity will be th’ death of thee sometime if tha’ doesn’t look sharp.”
Mary skipped round all the gardens and round the orchard, resting every few minutes. At length she went to her own special walk and made up her mind to try if she could skip the whole length of it. It was a good long skip and she began slowly, but before she had gone half-way down the path she was so hot and breathless that she was obliged to stop. She did not mind much, because she had already counted up to thirty. She stopped with a little laugh of pleasure, and there, lo and behold, was the robin swaying on a long branch of ivy. He had followed her and he greeted her with a chirp. As Mary had skipped toward him she felt something heavy in her pocket strike against her at each jump, and when she saw the robin she laughed again.
“You showed me where the key was yesterday,” she said. “You ought to show me the door today; but I don’t believe you know!”
The robin flew from his swinging spray of ivy on to the top of the wall and he opened his beak and sang a loud, lovely trill, merely to show off. Nothing in the world is quite as adorably lovely as a robin when he shows off—and they are nearly always doing it.
Mary Lennox had heard a great deal about Magic in her Ayah’s stories, and she always said that what happened almost at that moment was Magic.
One of the nice little gusts of wind rushed down the walk, and it was a stronger one than the rest. It was strong enough to wave the branches of the trees, and it was more than strong enough to sway the trailing sprays of untrimmed ivy hanging from the wall. Mary had stepped close to the robin, and suddenly the gust of wind swung aside some loose ivy trails, and more suddenly still she jumped toward it and caught it in her hand. This she did because she had seen something under it—a round knob which had been covered by the leaves hanging over it. It was the knob of a door.
She put her hands under the leaves and began to pull and push them aside. Thick as the ivy hung, it nearly all was a loose and swinging curtain, though some had crept over wood and iron. Mary’s heart began to thump and her hands to shake a little in her delight and excitement. The robin kept singing and twittering away and tilting his head on one side, as if he were as excited as she was. What was this under her hands which was square and made of iron and which her fingers found a hole in?
It was the lock of the door which had been closed ten years and she put her hand in her pocket, drew out the key and found it fitted the keyhole. She put the key in and turned it. It took two hands to do it, but it did turn.
And then she took a long breath and looked behind her up the long walk to see if any one was coming. No one was coming. No one ever did come, it seemed, and she took another long breath, because she could not help it, and she held back the swinging curtain of ivy and pushed back the door which opened slowly—slowly.
Then she slipped through it, and shut it behind her, and stood with her back against it, looking about her and breathing quite fast with excitement, and wonder, and delight.
She was standing inside the secret garden.


Package org.coliper.ibean
IBean
and IBeanFactory
.
Development Guide
Introduction
The IBean framework enables to specify Java beans as interfaces. Main purpose is to reduce the amount of boilerplate code that is necessary for writing Java beans including setters, getters and Object methods (Object.toString()
,
Object.equals(Object)
,
Object.hashCode()
).
See following example how to declare a bean with IBean. You just specify the
getter and setter methods in an interface class.
public interface Person {
String getFirstName();
void setFirstName(String n);
String getLastName();
void setLastName(String n);
Date getDateOfBirth();
void setDateOfBirth(Date d);
}
To retrieve and instance of this bean you call
IBean.newOf(Class)
:
Person personInstance = IBean.newOf(Person.class);
The returned instance has expected behavior for the specified getters
and setters and also provides type specific implementation of
Object.toString()
, Object.equals(Object)
and Object.hashCode()
.
Bean Interfaces
Any interface that only consists of getter and setter methods can be used as an IBean. No configuration or annotation is necessary. Only prerequisite is that you have a getter for each setter and vice versa. Details about IBean compatible interfaces can be found in the documentation of typeIBeanFactory
.
Getters and setters may be defined in different levels of an interface hierarchy. The type
that is provided to the factory needs to contain complete getter and setter tuples.
For example you might want to declare all setters in a "builder" subclass to force immutability.
Like this:
public interface Person {
String getFirstName();
String getLastName();
Date getDateOfBirth();
public static interface Builder extends Person {
void setFirstName(String n);
void setLastName(String n);
void setDateOfBirth(Date d);
}
}
You can then create the IBean via its builder:
Person personInstance = IBean.newOf(Person.Builder.class);
Following code will not work:
// will throw an exception as provided class Person contains no setters
Person personInstance = IBean.newOf(Person.class);
You might wonder how the setters will be called in the example above. Builders in subclasses
make most sense if you use a different BeanStyle
that allows chained
setters. See the chapter for for bean styles below.
Bean Factories
A bean factory creates IBean instances from provided interfaces. As seen in the examples before you can use the default factory that is set as static field in classIBean
.
Person personInstance = IBean.newOf(Person.class);
The IBean framework currently contains one implementation of
IBeanFactory
which is based
on Java proxies: ProxyIBeanFactory
. Future versions of
IBean will contain more factory types.
If you need different settings than provided by the default factory inside
IBean
you can create your own
factory instance:
IBeanFactory factory = ProxyIBeanFactory.builder().withBeanStyle(BeanStyle.MODERN).build();
Person personInstance = factory.create(Person.class);
In the previous example the factory is created with a different bean style. More about bean
styles in the related chapter below below
If you create your own factory you can put it into IBean
for global
usage:
IBeanFactory factory = ProxyIBeanFactory.builder().withBeanStyle(BeanStyle.MODERN).build();
IBean.setFactory(factory);
...
Person personInstance = IBean.newOf(Person.class);
For general information about bean factories see IBeanFactory
.
Documentation how to customize a factory can be found in
ProxyIBeanFactory
.
Object Methods
IBeans provide implementations ofObject.equals(Object)
,
Object.hashCode()
and Object.toString()
.
Details about the implementations and how
to customize them can be found in this chapter.
toString()
IBeans internally use ToStringBuilder
to implement
toString()
methods. The default ToStringStyle
is ToStringStyle.SHORT_PREFIX_STYLE
. See this style
to get an impression how a toString()
output of an IBean looks like.
You can adopt the behavior of toString()
by customizing the factory. This is described
at ProxyIBeanFactory.Builder.withToStringStyle(org.apache.commons.lang3.builder.ToStringStyle)
.
equals() and hashCode()
IBeans also provide implementations for equals()
and hashCode()
.hashCode()
will return a hash that is calculated from the hash codes of all
field values.equals()
will return true
when comparing two IBeans when- both beans are IBeans, that is, were created from the same
IBeanFactory
, - both beans were created for the same bean interface and
- all field values of both beans are equal (equal comparison and not identity check).
equals()
and hashCode()
can both be customized. This is done by
providing default interface methods named _equals
respectively
_hashCode
with exactly the same signatures as the default Object methods. You can provide both methods
or only just one but as equals()
and hashCode()
are related you
have to take care that equal beans return the same hash code.
You can either provide customizations for individual instances or you can also create a super
interface with _equals
and
_hashCode
.
Following example shows a use case. You might want that beans equal if they have the same identifier regardless of their field values. So you create following base interface:
public interface BeanWithIdentifier {
Long getId();
void setId(Long id);
default boolean _equals(Object other) {
if (other == null) return false;
if (!this.getClass().equals(other.getClass())) return false;
return Objects.equals(this.getId(), ((BeanWithIdentifier)other).getId());
}
default int _hashCode() {
if (this.getId() == null) return -1;
return this.getId().hashCode();
}
}
Extension Interfaces
Extension interfaces are a very powerful feature of the IBean framework. The behavior of an IBean can be enhanced by adding so called extension interfaces to bean type definitions. These extension interfaces- influence the way how getters or setters work and/or
- add new methods to the beans.
For example following bean interface uses two extension interfaces (
NullSafe
and Freezable
):
public interface Person extends NullSafe, Freezable {
...
}
NullSafe
does not add any own methods but influences the
way how getter methods work. Freezable
adopts the behavior
of setter methods and also adds new methods to the bean. See the javadoc for both interfaces
for more details.
The IBean framework already contains a set of extension interfaces but it is possible
to create your own extensions.
A list of predefined extension interfaces can be found in
package org.coliper.ibean.extension
. How to create a new extension
interface is described in
ExtensionHandler
Default Bean Interface
Often it makes sense that all bean interfaces use the same set of extension interfaces. If this is the case it is recommended to create a base interface that extends all extension interfaces that are commonly used. The concrete interfaces then have that base interface as their common super interface.Bean Styles
Bean styles are a feature of the IBean framework to allow getters and setters to have different names and signatures as known from the Java Bean Specification. In the JavaBean specification setters are always prefixed with "set", have no parameter and returnvoid
. Similar rules exist for getters.
IBeans optionally now allow also a different style. For example the bean that was used in the examples above can also be defined like this:
public interface Person {
String firstName();
String lastName();
Date dateOfBirth();
public static interface Builder extends Person {
Builder firstName(String n);
Builder lastName(String n);
Builder dateOfBirth(Date d);
}
}
You can then create the IBean and immediately initialize it via chained setters:
Person personInstance = IBean.newOf(Person.Builder.class).
firstName("Al").
lastName("Bundy").
dateOfBirth(new Date());
The bean style used here (ModernBeanStyle
) uses getters
and setters without prefixes and returns the bean type from its setters.
More details about bean styles in general can be found in the
BeanStyle
type
documentation.
Jackson and Gson Support
IBeans can be serialized or deserialized to respectively from JSON. For this purpose the IBean framework provides an integration into the two most popular frameworks in that area, Jackson 2 and Gson.Both integrations do not work out-of-the box. You need to integrate the bean factory into your
Jackson respectively Gson settings. How this is done is described in
GsonSerializerDeserializerForIBeans
and
Jackson2ModuleForIBeans
.
-
Interface Summary Interface Description IBeanFactory Creates IBean instances for given bean interfaces. -
Class Summary Class Description BeanStyle BeanStyle
defines general rules about the signatures of getter and setter methods of a bean.CachedIBeanMetaInfoParser Extension ofIBeanMetaInfoParser
using an internal cache to reuse meta information once created withCachedIBeanMetaInfoParser.parse(Class, BeanStyle, List)
.IBean Used for creating new IBean instances.IBeanFieldMetaInfo Meta description of a field belonging to an IBean, more precisely does it provide name, type, getter method and setter method of the field.IBeanMetaInfoParser Used for creating IBean relevant meta information for a given IBean interface.IBeanTypeMetaInfo<T> Class that holds all IBean relevant meta information about a specific bean type, mainly a list of all contained fields. -
Exception Summary Exception Description InvalidIBeanTypeException Thrown when a class is provided to be used as an IBean type but the class does not match the necessary criteria.


Airport Distance Calculator
Please enter the airport code eg JFK to AUS
Flying from:
Flying to:
Calculate Distance


Latest Update on ExaBGP
Solenoid is currently listening to the updates that Exabgp recieves. It will then inject the announce and withdraw request into the rib table. A controller of any sort can be in place of exabgp.
| Peer IP | Update Type | Next Hop | Network | Time |
|---|---|---|---|---|
RIB table on Router
The RIB table is shown here through restconf. The RIB table is continously updated, reflecting what Solenoid has injected.
| Prefix | Next Hop |
|---|---|
| {{prefix['prefix']}} | {{prefix['vrf-route']['vrf-next-hop-table']['vrf-next-hop-next-hop-address'][0]['next-hop-address'] }} |