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When your text is successfully linked, it appears underlined in your page layout (unless the page already uses a style sheet that defines an alternative style for your links). Because buttons are links, in previous versions of GoLive they were automatically marked by a border the same color as a text link s underline. However, in response to popular demand, Adobe removed this default border. If you d like any button to have a border color that matches the color of its corresponding hyperlink text, select the graphic button and in the Basic tab of the Image Inspector replace the 0 border width with a larger number. (The larger the number, the wider the border.) The color of the border is the same color as the one you designate for all links. Blue is the default.

Rather than managing routing over a topologically complex virtual backbone composed of many PVCs, an MPLS-based VPN customer can generally use the service provider backbone as the default route to all of that company s sites..

The Photoshop Open dialog box also includes a few controls that most other programs lack. You can read about these options in the next sections. But first, two other brief notes about opening files in Version 6: When you choose File Open, Photoshop displays the folder that contained the last file you opened. Similarly, when you save a file, the folder to which you saved last is selected automatically. When you open an image, Photoshop may display a dialog box telling you that the color profile of the image doesn t match the default color profile you ve established. You have the option of converting the image to the default profile or leaving well enough alone. See 16 for help with this issue.

The application aware partitioning and mapping mechanism is an adaptive strategy on top of the basic partitioners. It uses the state of the application and its current

1 E2 2 1 4E2 E4 1 9E2 9E4 E6 1=2 p 2 12x x 3y2 5r2 4 1 E10 = 1 E8

if ( $errno == E_WARNING or $errno == E_USER_WARNING ) { error_log( $message, 1, joe@example.com ); } else { error_log( $message, 3, /home/joe/non_serious_errors.log ); } } set_error_handler( myErrorHandler ); trigger_error( Simulated warning , E_USER_WARNING ); trigger_error( Simulated notice , E_USER_NOTICE ); >

Test the register.php script by opening its URL in your Web browser. You can see from Figure 15-3 that the form looks and behaves much like the form in 14. The main difference is that validation errors are displayed directly above the form fields, rather than at the top of the form.

1. Open ab-24-f.dwg from the CD-ROM. 2. Save the file as ab24-06.dwg in your AutoCAD Bible folder. Make sure that OSNAP is on. Set running object snaps for endpoint, midpoint, and center. This drawing is measured in millimeters. The solids have been created by drawing circles, using EXTRUDE, and moving the solids to the proper Z coordinate. The result is shown in Figure 24-22.

Each of the three technologies to be discussed in this chapter has a special niche that it can fill. In some cases their niches overlap, but for the most part they don t. Table 13-1 has some examples of when you might want to use each of them:

Tensile Strength (MPa) 12 21 26 30

17.1. INTRODUCTION The eld of operations research (OR) has a long-standing, reputation in supporting planning decisions. Among the planning problems studied, transportation problems, routing problems, and assignment problems are classical examples to which the OR community has been contributing. The contribution often consists of speci c algorithms that can be applied to nd an optimal solution to a planning problem. The task of the planner is to provide the algorithm with the correct input and specify the weights in the objective function. Reports on the actual usage of the algorithms that are developed for planning support are scarce. In the eld of transportation scheduling and railway planning, planners often prefer manual planning to the use of algorithms. A recent survey of 153 papers on train routing and scheduling problems (Cordeau, Toth, and Vigo 1998, p. 399) concludes as follows: even though most proposed models are tested on realistic data instances, very few are actually implemented and used in railway operations. Based on empirical research, Buxey (1989, 1995) provides insight into the applicability and usage of techniques that have been designed for production planning and scheduling. He concludes that some areas and problems are more receptive