32nd LAFCA Awards
December, 2006
Best Film:
Letters from Iwo Jima
The 32nd Los Angeles Film Critics Association Awards, given by the Los Angeles Film Critics Association (LAFCA), honored the best in film for 2006.
| Huntington, Massachusetts | |
 Location in Hampshire County in Massachusetts |
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| Coordinates: | |
| Country | United States |
|---|---|
| State | Massachusetts |
| County | Hampshire |
| Settled | 1769 |
| Incorporated | 1775 |
| Government | |
| - Type | Open town meeting |
| Area | |
| - Total | 26.9 sq mi (69.7 km²) |
| - Land | 26.6 sq mi (69.0 km²) |
| - Water | 0.3 sq mi (0.7 km²) |
| Elevation | 382 ft (116 m) |
| Population (2000) | |
| - Total | 2,174 |
| - Density | 81.6/sq mi (31.5/km²) |
| Time zone | Eastern (UTC-5) |
| - Summer (DST) | Eastern (UTC-4) |
| ZIP code | 01050 |
| Area code(s) | 413 |
| FIPS code | 25-31785 |
| GNIS feature ID | 0618203 |
| Website: http://huntingtonma.org/ | |
Huntington is a town in Hampshire County, Massachusetts, United States. The population was 2,174 at the 2000 census. It is part of the Springfield, Massachusetts Metropolitan Statistical Area.
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Huntington, originally named Norwich, was first settled in 1769 and was officially incorporated in 1775. As Norwich, it was incorporated in Hampshire County, Massachusetts in 1773. Norwich was created from Murrayfield in 1773, and re-named Huntington in 1855.
According to the United States Census Bureau, the town has a total area of 26.9 square miles (69.7 km²), of which, 26.6 square miles (69.0 km²) of it is land and 0.3 square miles (0.7 km²) of it (1.00%) is water.
As of the census of 2000, there were 2,174 people, 809 households, and 597 families residing in the town. The population density was 81.6 people per square mile (31.5/km²). There were 935 housing units at an average density of 35.1/sq mi (13.6/km²). The racial makeup of the town was 97.56% White, 0.41% African American, 0.18% Native American, 0.41% Asian, 0.28% from other races, and 1.15% from two or more races. Hispanic or Latino of any race were 1.84% of the population.
There were 809 households out of which 35.0% had children under the age of 18 living with them, 60.4% were married couples living together, 8.9% had a female householder with no husband present, and 26.2% were non-families. 19.2% of all households were made up of individuals and 6.8% had someone living alone who was 65 years of age or older. The average household size was 2.69 and the average family size was 3.10.
In the town the population was spread out with 27.7% under the age of 18, 6.4% from 18 to 24, 30.0% from 25 to 44, 26.1% from 45 to 64, and 9.7% who were 65 years of age or older. The median age was 37 years. For every 100 females there were 98.5 males. For every 100 females age 18 and over, there were 98.2 males.
The median income for a household in the town was $48,958, and the median income for a family was $52,308. Males had a median income of $36,893 versus $27,414 for females. The per capita income for the town was $19,385. About 4.4% of families and 5.8% of the population were below the poverty line, including 6.2% of those under age 18 and 10.7% of those age 65 or over.
| Uncial 038 | |
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] |
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| Name | Coridethianus |
|---|---|
| Sign | ? |
| Text | Gospels |
| Date | 9th century |
| Script | Greek |
| Found | 1853 |
| Now at | Georgian National Center of Manuscripts |
| Size | 29 x 24 cm |
| Type | Caesarean text-type / Byzantine text-type |
| Category | III |
The Codex Koridethi, also named Codex Coridethianus, designed by ?, 038, or Theta (in the Gregory-Aland numbering), ? 050 (Soden), is a 9th century manuscript of the four Gospels. It is written in Greek with uncial script in two columns per page. There are gaps in the text: Matthew 1:1–9, 1:21–4:4, and 4:17–5:4 are missing. The text-type of Matthew ch. 1-14, Luke, and John is more or less Byzantine, while Mark is Caesarean. The text of the Matthew ch. 14-28 is quite good Alexandrian.
The letter are written in a rough, inelegant hand. The scribe who wrote the text is believed to have been unfamiliar with Greek.
The codex is located now in Tiflis (Georgian National Center of Manuscripts, Gr. 28).
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Many people think that the text gets its name from the town in which it was discovered. This is not correct. The Editio Princeps by Beermann and Gregory states:
Kala/Caucasia: In the year 1853 a certain Bartholomeé visited a long abandoned monastery in Kala, a little village in the Caucasian mountains near the Georgian/Russian border (some miles south east of the 5600m high Elbrus). There, in an old church, far off every civilisation, he discovered the MS. The MS rested there probably for several hundred years (Beermann: ca. 1300 - 1869).
Koridethi: Before this time the MS was in a town called Koridethi. This was a village near the Black Sea, near today’s Batumi in Georgia. There should still be some ruins of a monastery. Notes in the Gospel indicate dates from ca. 965 CE on. At around this time, according to a note, the book has been rebound. The book was there until around 1300 CE.
further south, Armenia: A Greek inscription mentions a city Tephrice: “I, Kurines, Comes of the comandant of the city Tephrice came to the castelles and went back to the fort of the Great Martyrs(?).” Even though the content and meaning is not completely clear, the city Tephrice is clear. The town was destroyed in 873. It was on a line between today’s Sivas and Malatya in Turkey/Armenia. Beermann’s conclusion therefore is (p. 581) that the codex must be older than 873 CE. Beermann speculates that the “fort of the Great Martyrs” (if correctly deciphered) might have been Martyropolis, a town near the Wan Lake, near todays Batman in Turkey.
In 2007 the Deutsche Bibelgessellschaft edited The Gospel According to John in the Byzantine Tradition. Koridethi is cited in the apparatus. In the Introduction to this edition is written: “Manuscript 038 (?) represents a text on the boundary of what might reasonably be considered a manuscript of the Byzantine tradition in John”.
YK
NWT
AB
USA
AK
Alberni
Clayoquot
Bulkley
Nechako
Capital
Cariboo
Central
Coast
Central
Kootenay
Central
Okanagan
Columbia
Shuswap
Comox
Valley
Cowichan
East
Kootenay
Fraser
Valley
Fraser
Fort George
Kitimat
Stikine
Kootenay
Boundary
MV
Mount
Waddington
Nanaimo
North
Okanagan
Northern
Rockies
Okanagan
Similkameen
Peace
River
Powell
River
Skeena
Queen Charlotte
Squamish
Lillooet
Stikine
Strathcona
Sunshine
Coast
Thompson
Nicola
The Columbia-Shuswap Regional District is a regional district in the Canadian province of British Columbia, located in the heart of the Southern Interior region on the Trans-Canada Highway between Vancouver and Calgary. The regional district is situated on the northern end of the Kootenay and Okanagan Valleys. It is a year-round vacation destination with some of the best views in Canada. The population of the region is 52,227 (2004 Stats). The Canada 2006 Census figure was 50,141. The regional district’s offices are in Salmon Arm.
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Alpine mountains and glaciers and the magnificent Rocky Mountains dominate the vistas in the eastern half of the regional district. The internationally renowned Shuswap Lake system is the dominating feature in the western half. Shuswap Lake, an H-shaped lake, is popular for house boating. It also has sandy beaches that run along almost all of its shore line. The rivers that empty into it include the Salmon River, Shuswap River, and the Eagle River. The surrounding mountains are also popular for snowmobiling, and skiing. The total land area of the regional district is 29,003.3 km² (11,198.2 sq mi).
Incorporated Communities
Regional District Electoral Areas
Unincorporated Communities
Coordinates:
| Manchester • Boston Regional Airport | |||
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| IATA: MHT – ICAO: KMHT – FAA: MHT | |||
| Summary | |||
| Airport type | Public | ||
| Owner | City of Manchester | ||
| Serves | Manchester, New Hampshire | ||
| Elevation AMSL | 266 ft / 81 m | ||
| Website | |||
| Runways | |||
| Direction | Length | Surface | |
| ft | m | ||
| 17/35 | 9,250 | 2,819 | Asphalt |
| 6/24 | 7,150 | 2,179 | Asphalt |
| Statistics (2007) | |||
| Aircraft operations | 93,138 | ||
| Based aircraft | 100 | ||
| Source: Federal Aviation Administration | |||
Manchester-Boston Regional Airport (IATA: MHT, ICAO: KMHT, FAA LID: MHT), commonly referred to simply as “Manchester Airport,” is a public airport located three miles (5 km) south of the central business district of Manchester, New Hampshire on the county line of Hillsborough and Rockingham counties. The airport lies in two communities, Manchester and Londonderry.
Founded in 1927, it first moved more than 1 million passengers in a year in 1997. It handled 3,896,532 passengers in 2006, down 10.1% from 2005.
The facility was known as Manchester Airport until April 18, 2006, when it added “Boston Regional” to advertise its proximity to Boston, Massachusetts, about 50 miles (80 km) to the south.
Certified for Cat III B operations, the airport has a reputation for never surrendering to bad weather. The airport closed only once, when the national airspace was shut down for two days following September 11, 2001.
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For passenger service, the airport is the fourth-largest in New England, after Logan International Airport in Boston, Bradley International Airport in Windsor Locks, Suffield and East Granby, Connecticut, and T. F. Green Airport in Warwick, Rhode Island. Municipalities within the Boston Metropolitan Area in partnership with their state governments in Massachusetts and New Hampshire, decided to make this airport and T. F. Green Airport alternatives to Logan International Airport in order to avoid having to build a new airport.
Manchester Airport is the third-largest cargo airport in New England. Only Boston’s Logan Airport and Bradley International exceed Manchester in terms of cargo handled. In 2005, the airport processed 150 million pounds of freight. Most of this was carried aboard aircraft flown by FedEx, UPS, and DHL. All three serve Manchester Airport with large, cargo-specific jets, including the Airbus A300, DC-10, and MD-11 by FedEx and UPS.
UPS uses Manchester to ‘feed’ the rest of northern New England by contracting with Wiggins Airways, which flies smaller prop-driven planes to places like Portland, Augusta, Bangor, Presque Isle, Rutland and other communities. To handle this ‘regional sort,’ UPS built a sorting facility where packages coming in from the company’s Louisville hub are redistributed to trucks or to the Wiggins feeder aircraft. FedEx previously used Manchester as a regional sorting station as well, but now supports the northern New England destinations via direct flights from Memphis to Portland, Maine and Burlington, Vermont. A contract with the U.S. Postal Service fills the FedEx jets (coming from hubs in Memphis and Indianapolis) with mail in addition to the typical assortment of express and overnight packages. DHL, the smallest of the dedicated freight carriers at Manchester, flies a single daily 727-200 on a Wilmington-Allentown-Manchester-Wilmington routing.
Manchester Airport covers an area of 1,500 acres (607 ha) which contains two asphalt paved runways: 17/35 measuring 9,250 x 150 ft (2,819 x 46 m) and 6/24 measuring 7,150 x 150 ft (2,179 x 46 m).
For the 12-month period ending January 31, 2007, the airport had 93,138 aircraft operations, an average of 255 per day: 41% scheduled commercial, 31% air taxi, 27% general aviation and 1% military. There are 100 aircraft based at this airport: 75% single engine, 15% multi-engine and 10% jet aircraft.
FAA diagram of Manchester Airport
The Manchester airport was founded in June 1927, when the town’s Board of Mayor and Aldermen put $15,000 towards the project. By October, a board of aviation had been founded and ground was broken at an 84 acre site near Pine Island Pond. It took only a month for two 1,800-foot (550 m) runways to be constructed. After the formation of Northeast Airways at the site in 1933, the first passenger terminal was built.
During World War II, the airport was the home for up to 6,000 troops and an anti-submarine warfare squadron. On February 22, 1942, the base was dedicated as Grenier Field to honor 2nd Lt Jean Donat Grenier, born in Manchester on November 24, 1909, and killed on February 16, 1934.
A P-52 from the 82nd Fighter Group at Grenier in 1949
With the establishment of a separate United States Air Force in 1947, Grenier Field was renamed as Grenier Air Force Base. The current Manchester airport began to take shape as a joint civili-military facility in the 1960s. In 1961, an $850,000 terminal opened. In 1966, the Air Force removed its remaining forces and closed Grenier AFB, leaving the airport open for expansion.
In 1978 the airfield was renamed Manchester Airport.
Throughout the 1960s and 1970s, the airport was served by Northeast Airlines with the DC-6, DC-9, and FH-227. Delta Air Lines absorbed Northeast in 1972 and continued to serve the airport with the DC-9 until 1982 when it discontinued service at Manchester. In the mid 1980s, airlines once again started offering jet service out of Manchester. United Airlines inaugurated service at Manchester in 1984 with two daily flights to Chicago’s O’Hare Airport. This was part of their 50 States campaign, which positioned United Airlines as the only carrier to serve all 50 states with mainline service. The Boeing 727 and Boeing 737 were initially used on the Chicago flights, which would often make intermediate stops in cities like Providence, Albany, Syracuse, or Burlington to pick up or drop off passengers. Manchester was also a ‘tag-on’ for United Airlines flights heading from Bangor and Portland, Maine to Chicago, but the carrier no longer serves either city with mainline aircraft.
In the early 1990s, United Airlines began flights between Manchester and Washington Dulles International Airport near Washington, D.C. But creation of a north-south hub at Dulles didn’t work for United, and heavy competition in this market led to a quick exit. The Boeing 737 was used for this short-lived service, which comprised about four daily circuits between the two airports. US Airways started service at Manchester about a year after United Airlines did, by connecting their hubs at Pittsburgh and Philadelphia. The carrier used the DC-9 and BAC 111 aircraft. Both carriers expanded service at Manchester over the years with bigger planes and more flights. United Airlines now runs a strict nonstop schedule to and from Chicago with no intermediate stops or tag-ons. The Boeing 757 has been used by both United Airlines and US Airways at Manchester, which stands as the largest passenger-carrying plane to serve the airport in scheduled service. The Airbus A320 series of aircraft is also commonly used by United Airlines, Northwest Airlines, and (occasionally) by US Airways.
In 1992, a long-term expansion and improvement plan started to take shape. Two years after beginning, a new 158,000-square foot terminal opened, providing ample room for larger jets. The airport continued to expand, opening a new parking garage and parking lots in the next years, as well as working to reconstruct the runways and taxiways. In 1998, these expansions paid off, with MetroJet, Northwest Airlines, and Southwest Airlines all beginning service. The airport has prospered from “the Southwest Effect”, in which competing airlines increase service and decrease fares to compete with the low cost carrier. Throughout the 1990s, Manchester Airport outpaced almost every other similarly-sized airport in terms of passenger growth. In 2003, runway 17/35 was extended from 7,001 feet (2,134 m) to 9,250 feet (2,820 m), allowing non-stop service to Las Vegas.
In April 2006, the aldermen of the city of Manchester voted to change the name of the airport to Manchester-Boston Regional Airport in an effort to increase its visibility to travelers around the country.
From November 13, 2006 to June 30, 2008, the Manchester-Boston Regional Airport operated a high-frequency shuttle bus program. The bus ran every two hours, 24 hours a day, between the airport, the Anderson Regional Transportation Center in Woburn, Massachusetts (45 minutes), and the Sullivan Square subway station in Boston (75 minutes). The shuttle bus also operated along the same route in reverse. The shuttle was offered free of charge to ticketed airline passengers. The free Manchester Shuttle to and from Woburn and Boston ceased operations when the shuttle pilot program was successful in attracting a private company to offer similar service.
Since July 1, 2008, the private company Flight Line Inc. offers hourly service between the airport, several points in northern Massachusetts and the city of Boston for $19 each way. Reservations are required.
The Manchester Transit Authority provides hourly bus service between the Manchester-Boston Regional Airport passenger terminal and downtown Manchester.
In 2007, construction began on the Manchester Airport Access Road, an expressway connection from the F.E. Everett Turnpike. Prior to this project, access to the airport was limited to local roads. Completion is scheduled for late 2010.
The Londonderry Police Department is responsible for law enforcement and security operations at the airport terminal. The Rockingham County Sheriff’s Department was responsible for law enforcement operations at the airport until last year when the Londonderry Police Department was awarded the new security contract.
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This biographical article or section is written like a resume. Please help improve it by revising it to be neutral and encyclopedic. (December 2007) |
Tijani Ould Kerim. Mauritania teacher and diplomat. Born in Mederdra, Mauritania, 13 December 1951. Graduated from Sorbonne University in Paris in 1976. Teacher. President of the Mauritanian Youth organisation (JPPM) and High Commissioner for Youth (Junior Minister) under former President Mokhtar Ould Daddah (1977-1978). Member of Parliament 1992-1996). Diplomat to the Gambia (1996-1999), Ambassador to Ivory Cost(1999-2002), to Canada (2002-2004) and Ambassador to USA from 2004.
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This article about a Mauritanian politician is a stub. You can help Wikipedia by expanding it. |
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Retrieved from “http://en.wikipedia.org/wiki/Tijani_ould_kerim”
Categories: North African politician stubs | Mauritania stubs | 1951 births | Living people | Mauritanian diplomatsHidden categories: Wikipedia articles needing style editing from December 2007 | All articles needing style editing | Articles lacking sources from July 2007 | All articles lacking sources
| Lasianthus varians | ||||||||||||||
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| Lasianthus varians Thwaites |
Lasianthus varians is a species of plant in the Rubiaceae family. It is endemic to Sri Lanka.
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This article needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (September 2007) |
Rafael Ranko Boban (December 22, 1907 - 1945) was a member of the Croatian World War II Ustaše regime, and the commander of the “Black Legion”/Crna Legija.
Boban was born in Sovi?i near Grude. He emigrated from Yugoslavia in 1932 and it was at this time that he met and joined Ante Paveli?. He returned to Croatia that same year and took part in the unsuccessful Velebit Rebellion.
After the death of Jure Franceti?, Boban became the sole commander of the Black Legion.
Closer to the war’s end he was a Domobran general as well. It is speculated that he was killed in 1945 in northern Croatia while his forces were in retreat.
Boban was awarded the honorary title Vitez (”knight”) and the title is often included with his name.
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Categories: Croatian people stubs | 1907 births | 1945 deaths | Croatian soldiers | Croatian military personnel of World War II | Herzegovinian CroatsHidden category: Articles needing additional references from September 2007
 The beige Power Macintosh G3 minitower |
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| Developer | Apple Computer, Inc. |
|---|---|
| Type | Desktop |
| Release date | November, 1997 |
| Discontinued | January, 1999 |
| CPU | PowerPC G3, 233 – 333 MHz |
The Power Macintosh G3, commonly called “beige G3s” or “platinum G3s” for the color of their cases, was a series of personal computers designed, manufactured, and sold by Apple Computer, Inc. from November 1997 to January 1999. It was the first Macintosh to use the PowerPC G3 (PPC750) microprocessor, and replaced a number of earlier Power Macintosh models, in particular the 7300, 8600 and 9600 models. It was succeeded by the Power Macintosh G3 (Blue & White), which kept the name but introduced a radically different design.
The Power Mac G3 introduced a fast and large Level 2 backside cache to Apple’s product lineup, running at half processor speed. As a result, these machines were widely considered to be faster than Intel PCs of similar CPU clock speed at launch, an assertion that was backed up by benchmarks performed by Byte Magazine, which prompted Apple to create the “Snail” and “Toasted Bunnies” television commercials.
The Power Macintosh G3 was originally intended to be a midrange series, between the low-end Performa/LC models and the six-PCI slot Power Macintosh 9600.
Apple developed a prototype G3-based six-slot full tower to be designated the Power Macintosh 9700. Despite demand from high-end users for more PCI slots in a G3 powered computer, Apple decided not to develop the prototype (dubbed “Power Express”) into a shipping product, leaving the 9600 as the last six-slot Mac Apple would ever make.
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This article does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unverifiable material may be challenged and removed. (November 2007) |
Power Macintosh G3 desktop
The beige Power Macintosh G3 series came in three versions: an “Outrigger” desktop enclosure inherited directly from the Power Macintosh 7300; a minitower similar to (but shorter than) the Power Macintosh 8600 enclosure; and a version with a built in screen, the G3 All-In-One (”AIO”), sometimes nicknamed the “Molar Mac” due to its resemlance to a tooth, that was made available only to educational markets. Equipped with a 233, 266, 300, or 333 MHz PowerPC 750 (G3) CPU from Motorola, these machines used a 66.83 MHz system bus and PC66 SDRAM, and standard ATA hard disk drives instead of the SCSI drives used in most previous Apple systems; however, they retained a legacy Fast SCSI chain (up to 5 MB/s, seven devices internal and external).
The G3 used Apple’s new “Gossamer” motherboard, which had originally been developed with an eye towards maximum compatibility with PC components. This was known as the “Yellowknife” project, which had sought to develop the first Apple RISC product — capable of running any OS that would support it, be it Mac OS or Windows. It was an effort by Apple to gain market share, by allowing their hardware to run industry-standard software, but still remaining Mac OS proprietary. The prototype had a ZIF-socket G3 processor, PCI and ISA slots, Mac and PC serial ports, onboard SCSI, PC and Mac floppy drive connectors, ATX power supplies, and PS/2 keyboard and mouse connections, inserted into an ATX case. The project was scrapped by Steve Jobs, after his return to Apple, and his realization of the devastation of Apple’s profits due to the clone makers. Remnants of this effort can be seen in production G3’s form factor: the logic board’s similarity to the PC ATX motherboard standard; solder points for a PC-type floppy drive; and the ability to use both proprietary Apple power supplies and industry-standard ATX power supplies. As a compact and versatile motherboard, the Gossamer board was originally designed to be able to support both the high-end PowerPC 604e and the new PowerPC G3, but when initial tests found that the cheaper G3 outperformed the 604e in many tests, this functionality was removed and Apple’s 604e-based systems died a quiet death.
These machines had no audio circuitry on the logic board; instead, a PERCH slot (a dedicated 182-pin microchannel connector; a superset of the PCI spec, but which does not accept PCI cards) was populated with a “personality card” which provided the audio circuitry. Several “personality cards” were available:
DVD-ROM drives were now an available option, and Zip drives continued to be available as well.
These machines had onboard and external SCSI (from the custom MESH IC), ADB, 10BASE-T Ethernet, two MiniDIN-8 serial ports, and onboard ATI graphics (originally IIc, later updated to Pro and then Rage Pro Turbo) with a slot for VRAM upgrade. Three full-length PCI slots and one internal modem slot, as well as three SDRAM slots (for up to 768 MiB RAM) rounded out the features.
The G3 was the last desktop Macintosh to include built-in external serial ports.
Early G3s with Revision A ROMs do not support slave devices on their IDE controllers, limiting them to one device per bus (normally one optical drive and one hard disk). Additionally, they came with onboard ATI Rage II+ video. G3s with Revision B ROMs support slave devices on their IDE controllers, and had the onboard video upgraded to ATI Rage Pro. G3s with Revision C ROMs also support slave devices on their IDE controllers, but the most significant technical differences are the newer Open Firmware version than the previous two models (2.4 vs. 2.0f1) and another onboard video upgrade, this time to ATI Rage Pro Turbo.
The G3 had the largest ROM of any Macintosh to date — 4 MiB. The trend of increasingly large ROMs ended, though, after the introduction of the New World ROM in the iMac, and then the B&W Power Macintosh G3.
The 233 and 266 MHz desktop models shipped with 4 GB hard drives, and the 300 MHz with a 6 GB drive, all at 5400 RPM.
The 233 MHz minitower shipped with a 4 GB drive, the 266 MHz with a 6 GB drive, and the 300 MHz minitower shipped with two 4 GB drives in a RAID configuration; all models were 5400 RPM. The 300 MHz minitower was replaced by the 333 MHz and finally the 366 MHz towers, each of which shipped with a 9.1 GB 7200 RPM SCSI drive, attached to a SCSI/PCI card — this model also included 100BASE-TX Ethernet (as opposed to the other models’ 10BASE-T), though this was in the form of a PCI card, which occupied another PCI slot. Unlike its predecessor, the 300 MHz minitower, the 333 and 333 MHz models had only 6 MiB VRAM, since the 300 MHz model shipped with a 128-bit iXMicro PCI video card with 8 MiB VRAM.
Power Macintosh G3 All-In-One
The AIO shipped in two basic configurations: a 233 MHz version with a floppy drive and a 4 GB hard drive and a 266 MHz version with a built-in Zip drive, floppy drive, and the “Wings” personality card. Half of the AIO’s case was translucent, suggesting what might come with the iMac; it is considered by many to be the precursor to the iMac, which is without question the All-In-One’s direct successor to the Macintosh integrated form-factor family.
| Component | Specification |
|---|---|
| Display | 15-inch (38 cm) color Multiple scan CRT display, 1024 × 768 pixel resolution |
| Storage | 4 GB SCSI hard disk drive internal; internal 3.5″ floppy disk drive; internal Zip 100 drive; 24x CD-ROM drive |
| Processor | 233-266-MHz PPC G3, upgradeable via 1 Zero Insertion Force socket |
| Bus speed | 66 MHz |
| Random access memory | 32 MB, expandable to 384 MB using 10 ns DIMMs |
| Read-only memory | 4 MB |
| Networking | AppleTalk, 10 Base-T Ethernet, optional 56K modem |
| Physical dimensions | 18 in D × 16.08 in W ×?19.92 in H 59.5 lb (26.99 kg) |
| Port connections | 1 × ADB (keyboard, mouse) 2 × mini-DIN-8 RS-422 serial port (printer/modem Geoport, AppleTalk) 1 × DB-15 video (ext. monitor) 1 × DB-25 connector SCSI (ext. hard drive, scanner) 2 × 3.5 mm headphone jack socket 1 × 3.5 mm speaker jack socket 1 × 3.5 mm microphone jack socket |
| Expansion slots | 1 × modem; 3 × PCI |
| Audio | 16-bit stereo 22 Khz, built-in microphone |
| Gestalt ID | 510 (computer identification code) |
| Code name | Artemis |
| List Price | 233 – US$1,500; 266 – $1,800 (sold to educational markets only) |
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This article does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unverifiable material may be challenged and removed. (November 2007) |
The Gossamer logic board has three full-length (12″) PCI slots, making it capable of taking any PCI cards that have Macintosh drivers available for them (for example, some RealTek-based network adapters, a lot of USB, ATA/IDE and FireWire cards). The most common PCI card upgrades normally added to Beige G3 Power Macs are FireWire cards, USB cards and FireWire/USB combo cards (especially after the release of the first generation iMac, which caused many vendors to start releasing FireWire and USB peripherals for the Macintosh), 100BASE-TX or 1000BASE-T (gigabit ethernet) network adapter (for those who need faster than the onboard 10BASE-T), video cards (ATI Radeon 7000 and 9200 cards are a popular choice), ATA/EIDE, Serial ATA and Ultra SCSI cards. Television tuner and radio cards are also often chosen to supplement the AV features on a Wings personality card, or to provide A/V input for models with the Whisper personality card.
Some users have upgraded the Whisper personality card in their Beige G3s with a “Wings” Personality card (which is plugged into the same PERCH slot), and some have upgraded the ROM on their Beige G3s to a newer version (Revision A boards to Revision B or Revision C boards).
For storage, the G3 is capable of taking any ATAPI/IDE hard disks, provided that the drive’s size is within the 28-bit LBA limit. This means a G3 is capable of supporting ATA hard disks of up to 137 GB (228 blocks of 512 bytes each). This limitation can be overcome by using an IDE or SATA PCI-compatible card (e.g. Acard or Sonnet) to allow the G3 to use a maximum of 2 drives over the 137 GB limit.
The ATAPI/IDE CD-ROM drive can also be replaced with a CD-RW, DVD-ROM or DVD-RW drive, although care must be taken while purchasing the upgrade as the Mac is incompatible with some drives and may refuse to boot at all if an incompatible drive is installed. Also, many third-party optical drives cannot be used as boot devices with the G3, though they work correctly for normal use, and burning on many third party CD-RW and DVD-RW drives requires either commercial drivers or is unsupported even though reading and booting from the drive may still work. It is also capable of taking SCSI storage devices, and with the presence of the right PCI cards, SATA, USB and FireWire storage devices.
The presence of an onboard SCSI controller (the SCSI controller is codenamed MESH — Macintosh Enhanced SCSI Hardware) and connectors permits the use of Mac-enabled SCSI scanners and storage devices, though this runs at only 5 MB/s.
The G3 can support up to 768 MiB of SDRAM in any configuration (although incompatibility has been reported with some DIMM modules in certain configurations- for example, newer single-sided PC-133 RAM modules will not be detected correctly if they will be detected at all and if the machine can boot with them in place, and the desktop and all-in-one units required the use of low-profile RAM due to space constraints). It should be able to take 168-pin SDRAM of any speed, though it will run at PC66 speeds. The onboard video RAM can be upgraded from 2 MiB to 6 MiB with a 4 MiB SGRAM module (which runs at 83 MHz on Rev. A machines, and 100 MHz on Rev. B and C machines).
The G3 processor module (a PowerPC 750 plus L2 cache) can be easily changed to the faster model, i.e. 333 MHz and even 366 MHz or 375 MHz with an 83.3 MHz bus (uncommon). Consult a Clocking the Power Mac G3 article for more info.
The CPU can be upgraded with a G4 processor of up to 1.1 GHz using upgrade kits from third party vendors, although the user would not see much practical difference in performance on chips faster than 733 MHz due to the system bus limitations, which runs at 66.83 MHz unless overclocked. However, G4 chips running over 533 MHz do not allow the system bus to run faster than 66 MHz, so you cannot overclock the bus if you wish to use one of these G4s. (G3s do allow it.)
The G3 officially supports up to Mac OS X 10.2.8, although some devices will not work under Mac OS X, such as the floppy drive, the video features of the “Wings” personality card, and the 3D graphics acceleration functions of the onboard ATI Rage series video. Support for newer versions is possible with the use of third party solutions such as XPostFacto, albeit with a few tradeoffs and catches — the biggest being the lack of support by Apple and the fact that a supported PCI video card must be present as support for the onboard ATI Rage series video was dropped completely as of Mac OS X 10.3 (although the most recent versions of XPostFacto also ships with kernel modules that supports the onboard ATI Rage series video, the module is known to still have a few minor bugs).
