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Guide to the Port of Sacramento records, 1916-1991 (1963-1986) MSS 1986/02
MSS 1986/02
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Title: Port of Sacramento records
Identifier/Call Number: MSS 1986/02
Contributing Institution: California State University, Sacramento Special Collections & University Archives
Language of Material: English
Physical Description: 7.5 Linear feet (6 record cartons)
Date (bulk): Bulk, 1963-1986
Date (inclusive): 1916-1991
Abstract: The collection consists of files documenting the construction projects, legislative issues, convention and financial aspects of the Port of Sacramento. It also includes publications, pamphlets, and other ephemera generated by the Market Department to promote the vision and goals of the port district.
Language of Materials note: English.
creator: Shore, Melvin
[Identification of item including date], [Folder Title], MSS 1986/02, Port of Sacramento records, Department of Special Collections and University Archives, The Library, California State University, Sacramento.
History of the Sacramento-Yolo Port District
Although the efforts to build a deep water ship channel to Sacramento date from the second decade of the twentieth century, the project took three full decades to become a reality. In the spring of 1946, the 79th Congress approved Public Law No. 525 (ch. 595), which authorized the construction of the Sacramento Deep Water Ship Channel project. On 24 July 1946, President Harry Truman signed the bill into law.
The same day the act became law, Roy G. Deary, president of the Sacramento Chamber of Commerce, appointed a port district organization committee. The chamber then invited boards of supervisors from Sacramento and Yolo counties to a joint meeting, which resulted in the members approval of holding an election to create a port district. As a special district (i.e. a local government jurisdiction that is neither city, county, nor township), the California Harbors and Navigation Code, sections 6800-6963, provided the authorization for the port district.
On 15 April 1947, voters in Sacramento County and Supervisorial District No. 1 (comprised of West Sacramento, Broderick, and Clarksburg) approved the creation of the Sacramento-Yolo Port District by a four-to-one majority. A month later the California Legislature approved the project and appropriated $750,000 to the port district for the purchase of rights-of-way, easements, and so on.
The Harbors and Navigation Code, sections 6800-6963 (chapter 2) set forth the policy-making powers of the five-member port commission, comprised of two commissioners appointed by the Sacramento Board of Supervisors, two by the Sacramento City Council, and one by the Yolo County Board of Supervisors. Each commissioner was appointed to a four-year, staggered term. The commission, in turn, appointed the port director. On 19 May 1947, the first five members of the port commission, to wit, Roy G. Deary (SCC), Walton E. Holmes (SCBS), Frank A. Lawrence (SCC), Ivory J. Rodda (SCBS), and Earl Withycombe (YCBS), took office. They appointed William G. Stone the first port director.
The responsibilities of the Sacramento-Yolo Port District Commission are many. First and foremost, the commission governs the operating policy of the port. The commission also has statutory responsibilities for planning, leasing, and bond sales. In addition, commissioners are the port's spokesmen to the public and to elected officials. Finally, the commissioners assist with domestic and international trade development.
Prior to the opening of the port in 1963, the district actively raised revenue through bond sales. On 4 November 1947, the district authorized the sale of a bond issuance of $3,750,000 to construct necessary port facilities. Voters approved of the bond measure by a six-to-one majority. In 1961 the district authorized the sale of another general obligation bond, totalling $9,850,000, which the voters again approved.
Since the port opened to commercial vessels in June 1963, the Sacramento-Yolo Port District Commission has been involved with many tasks, which include overseeing expansion projects, raising revenue (primarily through bond sales), negotiating contracts with domestic and international companies, and negotiating labor agreements. Two major accomplishments of the commission, in conjunction with the port director, have been the attainment of financial self-sufficiency (i.e. not relying on taxpayer support) since Fiscal Year 1966-67 and for exceeding the 1963 financial projections made by the U.S. Army Corps of Engineers, Sacramento District, as necessary to justify the initial investment.
By the end of 1992, the port commission increased from five to seven members in response to demands from the city of West Sacramento, which incorporated in 1987. Appointments are now as follows: The Sacramento City Council and the Sacramento Board of Supervisors appoint two port commissioners each and one jointly; West Sacramento's City Council and Yolo County's Board of Supervisors each appoint one commissioner.
History of the American Association of Port Authorities
In December 1912, a small circle of port managers convened in New York to promote the exchange of port information and to develop uniform methods of administration. The eleven representatives in attendance approved the proposal of one official, Calvin Tomkins, to create a permanent association of U.S. port authorities, thus founding the National Association of Port Authorities. In 1930 the association incorporated.
Early on, the association broadened its scope to include international membership. During the third annual convention at Baltimore (1914), the officers changed the name of the organization to the American Association of Port Authorities (AAPA) and revised their constitution to reflect the first inclusion of a foreign port, Montreal. Beginning in 1921, the association has actively pursued the support and membership of Latin American countries. When Sacramento Port Director Melvin Shore chaired the AAPA in 1983, the association represented a total of 189 deep water agencies in the United States, Canada, Latin America, and the Caribbean.
Two of the more important activities of the AAPA are its annual conventions and its committee system. The AAPA annual conventions provide a forum for both the discussion of issues confront port managers and for the development of policy positions to guide the association during the upcoming year. The biggest events at each convention, which is held at a different location each year, are the port inspections, which give managers the opportunity to study different port works and terminal operations.
Through committees the AAPA has been able to advance federal legislation conducive to port management interests. A major success of the AAPA was the passage by Congress of the Foreign Trade Zone Act of 1934, which attracted foreign shippers by exempting manufacturers from duty charges and taxes until their products left the zone for U.S. markets. Beginning with three permanent standing committees in 1918, the number of AAPA committees had grown to over twenty by 1982. In addition to the Committee, the U.S. Legislative Policy Council, and the U.S. Transportation Policy Committee are among the best represented in the Port of Sacramento Collection.
Melvin Shore
Melvin Shore was born in Montreal, Canada in 1924 and raised in New York City. During the Second World War he served in the U.S. Air Force, where he received training as a bombardier, navigator, and a B-29 flight engineer. The catalyst which brought him to California was the engineering program at the University of California at Berkeley, which he graduated from in 1948. After working for the General Electric Company and for the California government, Division of Architectuure, he joined the Port of Sacramento as an "Engineer Aide to the Port Director" in 1949, when the "port" was still an alfalfa field. He remained at the port, during both the construction and operational phases, for a total of 37 years before retiring in June 1986. For the latter 23 years (i.e. from 1963 until 1986), Shore served as the port's director, replacing William G. Stone in October 1963.
Among Shore's accomplishments include helping to create a viable port out of an alfalfa field, switching from general to bulk cargo to compete with U.S. railroad rate reductions, far exceeding the U.S. Army Corps of Engineers tonnage projections, operating in a reducing (rather than expanding) staff, attaining financial self-sufficiency for the port, and negotiating cargo contracts. California State University, Sacramento honored Shore in 1986 by establishing the Annual Melvin and Audrey Shore Endowed Lecture on International Trade.
Shore has served in a number of other positions besides director of the Sacramento-Yolo Port District. As previously mentioned, Shore was the chairman of the board of the American Association of Port Authorities (1 Oct 1982 to 16 September 1983). He also represented the South Pacific Region on the Steering Committee of the U.S. Port System Advocates. He was president of at least three associations, to wit, the Sacramento section of the American Society of Civil Engineers, the California Association of Port Authorities, and the Northern California Ports and Terminals Bureau (later called the Golden Gate Ports Association). In addition, he was also served as a board member of various associations, programs, and businesses, including the Pacific Coast Association of Port Authorities, the California Marine Affairs and Navigation Conference, the Sacramento Valley Bank, and the Port of Sacramento Japanese Language School, the latter which he founded for the benefit of the children of Japanese businessmen assigned to Sacramento.
1821 - Captain Luis Arguello and an expedition of Spanish missionaries sail up the Sacramento River as far as present Colusa, marking the first recorded navigation of the Sacramento.
1837 - Russian Colony at Fort Ross used boats on the Sacramento River to carry trade with inland ports.
1841, August - John Augustus Sutter's 40-ton schooner, the Isabella, sails up the Sacramento River.
1849-1850 - Large numbers of sailing and steam-powered vessels bound for the gold fields of the Sierra Nevada leave from San Francisco and navigate the Sacramento River.
1849, April - Sacramento entrepreneur Sam Brannan constructs waterfront stores for commerce. Other businessmen who seized this trading opportunity include George McDougal, Sam Kyburz, Barton Lee, and Pierre Cornwall. Activity centered around Front Street.
1849, May 7 - The Whiton, a three mastered schooner, was the first known inter-coastal vessel to arrive at Sacramento.
1849, October - The McKim, one of the first large vessels to navigate the Sacramento River by steam power, reaches Sacramento. Other steamships navigating on the Sacramento River in 1849 include the Sitka, the Pioneer, and The Senator.
1857 - By this year, over 1,000 riverboat passengers were arriving in Sacramento every day. At least six steamships (each carrying 300 to 400 tons of cargo) operate on the Sacramento River, along with hundreds of sailing vessels. About a quarter of imports are transshipped to Colusa for delivery to the Sierra mining towns.
1869 - The completion of the first transcontinental railroad offers the first major overland competition to shipping.
1874 - The Army Corps of Engineers is given the job of maintaining deep water ship channels which were previously dredged to provide ocean vessels with access to the ports of Sacramento and Stockton.
1884 - The United States Circuit Court prohibits hydraulic mining. This mining technique threatened the viability of shipping lanes by filling the Sacramento River with runoff silt and gravel.
1900s, early - New highways and railroads minimize the importance of the Sacramento River in transporting commercial goods to markets.
1911 - The California State Legislature authorizes a study of navigation on the Sacramento River to determine the feasibility of bringing deep water shipping to Sacramento. The legislature provides no funds for the study.
1914 - The steamship S.S. Grace Dollar unloads one million board feet of lumber at Knox Lumber Company's yard, Sacramento, demonstrating the economic potential of a deep water ship channel.
1916, Feb. 24 - Major Paul M. Norboe, assistant state engineer, re-activates the 1911 study and collects data. This action leads to the acknowledgement of a deep water port's economic potential by the Sacramento Chamber of Commerce.
1916, October - The Sacramento Chamber of Commerce and the California State Legislature agree to a jointly financed survey. Sacramento Chamber of Commerce secures a $3,500 appropriation from the Sacramento Board of Supervisors to cover half the survey cost; the State matches an equal sum.
1916, Dec. 5 - Governor Hiram W. Johnson initiates the Sacramento ship canal survey.
ca. 1917-1952 - Sacramento is involved in numerous litigation to retain navigation rates at a competitive basis with coastal ports.
1917-1918 - The need for engineers during World War I halts the port project.
1922, Oct. 7 - Paul Norboe submits his Sacramento ship channel report, which he began in 1916. The California State Legislature recommends a deep water channel project. The State takes little action for the next three years.
1924 - William G. Stone, traffic manager for the Thomson-Diggs Company of Sacramento, visits Houston, Texas and sees, firsthand, the benefits of the Port of Houston. After returning to Sacramento, he suggests to the Sacramento City Council and the Sacramento Chamber of Commerce that the Norboe report, to build a Sacramento port, should be revived. Thereafter, the Sacramento City Council creates the Sacramento Deep Water Commission.
1925, Feb. 28 - The San Francisco engineering company of C.E. Grunsky submits a report to the Sacramento Deep Water Commission that advocates an alternative route to that of the 1922 report. The city of Sacramento takes little action for the next eight years.
1933, October - The Sacramento Chamber of Commerce appeals to U.S. Senator Hiram Johnson to reactivate the Sacramento channel project. The U.S. Senate passes Resolution No. 142, which instructs the U.S. Army Corps of Engineers to complete a study for deep water navigation on the Sacramento River.
1934, March 2 - To demonstrate the Sacramento River's shipping potential, the S.S. Harpoon steams from San Francisco to Sacramento in thirteen hours. It returns to San Francisco two days later in nine hours.
1935 - Assemblyman Roy J. Nielson introduces Assembly Bill 527 during a session of the legislature to provide for an enabling act to create a Sacramento port district. The governor signed the bill on 11 June 1935; however, the act was not used until April 1947.
1937 - The California State Legislature amends the Harbors and Navigation Code to make possible the creation of a bi-county port district.
1942 - The Sacramento Chamber of Commerce raises $100,000 for research and promotional purposes. (Private donations aount to $42,500; city and county governments raise the balance.)
1943, Oct. 12 - The chamber asks the Army Corps of Engineers for a review of the earlier deep water channel project.
1945, Feb. - The Sacramento Chamber of Commerce submits a survey to the Sacramento district engineer which includes the responses of 3,000 shippers and receivers of freight in the Sacramento area. The cost of the survey ($15,000) comes from the funds raised in 1942.
1945, June 1 - The U.S. District Engineer at Sacramento completes the survey and recommends the construction of a 30-foot deep and 200-300 foot wide ship channel from Lake Washington (near Sacramento) to connect with Suisun Bay (near Collinsville), a distance of over 40 miles.
1945, Sep. 10 - The Board of River and Harbors holds a hearing on the project.
1946, July 24 - The 79th Congress, 2nd Session, passes Public Law No. 525 (chapter 595), which authorizes the construction of the Deep Water Channel Project (i.e. the present channel). The act stipulates that the federal government would do the initial channel dredging, construct the harbor and navigation locks, and take care of the future maintenance needs of the channel. In return, local interests are expected to provide rights-of-way and easements, relocate utilities, provide belt railroads, and construct adequate terminal facilities.
1947, Apr. 15 - Popular vote with a four to one majority (27,309 to 7,516)creates the Sacramento-Yolo Port District (SYPD) to govern the port facility. The district consists of all of Sacramento County and includes Supervisorial District No. 1 in Yolo County.
Authorization for the port district is found in an enabling act, Harbors and Navigation Code sections 6800-6963.
1947 - The California State Legislature endorses the project and appropriates $750,000 to the SYPD to defray a portion of the port district's cost to acquire rights-of-way, etc.
1947, May 19 - The first five members of the port commission take office.
1947, Nov. 4 - The port district votes on a bond issuance totalling $3,750,000 in order to construct necessary port facilities. Voters approve the bond measure by a six-to-one margin (48,298 to 7,942 votes).
1948 - Sacramento River barges (towed by tugboats) meet the post-war demand for petroleum products until 1963, when a new pipeline between the Bay Area and Sacramento began carrying oil.
1948, Sep. 21 - The port district proceeds with the purchase of rights-of-way.
1949 - To permit preliminary dredging and allow the construction to proceed immediately, the 80th Congress, 2nd Session appropriates $275,000 to the port district.
1949, Aug. 7 - The U.S. Corps of Engineers, working through contractors, begin the construction of the port facilities (i.e. Sacramento River Deep Water Ship Channel, harbor, barge canal, William G. Stone navigation lock, and a bridge). July 1953 is the target date for completion.
1949, Sep. 19 - SYPD awarded contract for the construction of a 500,000-bushel capacity grain elevator and leases it for 30 years to Kerr Gifford and Company of California. The elevator begins operation on 1 July 1950.
1950 - Congress appropriates $1,700,000 for channel construction.
1950, May 15 - The SYPD completes the belt railroad and highway pavement.
1950-1955 - The Korean War (and resulting lack of funds) temporarily halts construction.
1953 - The House of Representatives appropriates $10,000 for another feasibility study.
1953, Sep. 1 - The Farmers Rice Growers Cooperative occupy their new million-dollar rice storage and drying facilities at the port.
1954 - Congressman John E. Moss, Third Sacramento District, submits to Congress a new feasibility study made by the Army Corps of Engineers. The new report concludes that the port would return $1.27 for each $1.00 of federal investment.
1954, Sep. 20 - Haslett Warehouse Company occupies its new 80,000 square foot concreate warehouse at the port.
1955, Jan. 21 - The California State Legislature unanimously passes Assembly Joint Resolution No. 11, which requests the president, U.S. Congress, and the U.S. Army Corps of Engineers to take immediate steps to resume port construction.
1955 - Largely from the efforts of Congressman Moss, Congress approves an appropriation of $550,000 for the channel project.
1956 - Construction resumes following the end of the Korean War.
1958 - The Deleuw-Cather report, which is jointly financed by the California State Division of Highways, the city of Sacramento, and the county of Sacramento, surveys highway needs in the Sacramento area. The report, which provides for a 15-year, $263 million highway program, includes highway facilities to and through the port terminal area.
1961, April - The district endorses a $9,850,000 general obligation bond issue to complete necessary terminal facilities. Voters approve the bond measure by a seven-to-one majority.
1962 - Congress appropriates $4,300,000 for the channel project.
1963, June 29 - The completed port, at a total cost of $55 million, opens to deep water traffic with the call of the M.V. Taipei Victory.
1963, July 19 - Official dedication and ceremonies commemorate the formal opening of the deep water port.
1963, Aug. 1 - The Sacramento City Council appoints T.H. Richards, Jr. as a port commissioner.
1963, Oct. 1 - The port commission appoints Melvin Shore to replace William G. Stone as port director.
1964, June 30 - By the end of the first fiscal year of operation, 51 vessels, with a cargo volume exceeding 260,000 tons, call at the port.
1964, Dec. - Port Director Shore and Port Commissioner Elorduy make a trade development trip to Europe.
1965, Feb. - The port commission ratifies an agreement with the International Longshoremen's and Warehousemen's Union (ILWU), thereby establishing a new Sacramento local.
1965 - The Sacramento City Council appoints G. Wayne O'Brien to replace T.H. Richards as port commissioner.
1965, June 30 - By the end of the 1964-65 fiscal year, the port commission completes two major expansion programs (i.e., the bulk material storage and loading facility and an automated bulk rice facility).
1965, August - Adverse weather leads to the loss of some California agricultural export revenue.
1965, Sep. 2 - Dedication ceremony of the port's Bulk Rice and Loading Terminal.
1966, January - Handling of the first one million tons of cargo.
1966 - The Sacramento Board of Supervisors appoints Richard E. Crow to replace Robinson N. Crowell as port commissioner.
1966, June 30 - By the end of the 1965-66 fiscal year, the Port of Sacramento establishes its first regular berthliner service (i.e., the NKY line) and handles its first military cargo.
1966, Oct. 24 - The port commission adopts Ordinance No. 23, the issuance of $3,100,000 in SYPD 1966 Bulk Facilities Bonds. The district sold the bonds in December 1966 and commenced project operations on 15 September 1967.
1967, June 30 - By the end of the 1966-67 fiscal year, the Port of Sacramento becomes a self-sufficient business, no longer requiring tax support for maintenance and operation costs. Rice becomes the most significant single crop for export (with a volume of 445,899 tons). The port also signs its first long-term (eight year) contract with a Japanese Company, Mitsui and Co., for the handling of wood chips.
1968, July 1 - The SYPD changes its accounting system.
1969, Jan. 13 - SYPD sells $2,550,000 1969 Port Facilities Expansion Bonds, Series A, to enlarge bulk cargo handling capacity.
1970, Jan. - The Port of Sacramento begins its Container Barge Service, providing transport services to and from the container terminals of the San Francisco Bay Area.
1970, June 30 - By the end of the 1969-70 fiscal year, the eighth year of operation, the port's tonnage, operating revenue, and ship calls are nearly double the projected average for a fifty-year port-life. The SYPD undergoes a study to deepen the channel and diversifies its cargo to over 40 varieties.
1971, June 30 - By the end of the 1970-71 fiscal year, the Port of Sacramento implements its Transmodal Distribution Service (a total service concept) and attains full terminal port status from the Trans Pacific Steamship Conference. Other activities during the 1970-71 fiscal year include the port holding its first annual open house during World Trade and National Transportation Week. Also, the Farmers Rice Cooperative moves its headquarters from San Francisco to the Wrold Trade Center, Sacramento, signifying the port's importance as a rice handling center.
1971, July 1 - After failed contract negotiations between the Pacific Maritime Association, ILWU President Harry Bridges begins a West Coast strike that ultimately lasts 134 days. On 6 October, the Taft-Hartley injunction forces a temporary halt in the strike. The ILWU resumed the strike during the second week of January 1972 and continued until reaching an agreement in late February. The Port of Sacramento looses significant revenue due to the strike. The port commissioners sign a two-year contract with the ILWU.
1972, June 30 - By the end of the 1971-72 fiscal year, the Port of Sacramento expands its handling base to include the importation of autos, bicycles, and meats, and the exportation of alfalfa and butter. The port also undertakes initial steps toward its expansion of its bulk facility.
1972, Oct. 24 - The SYPD sells $6,000,000 1972 Bulk Facilities Expansion Bonds, Series A, to finance the expansion of flat bulk storage, loading, and receiving capacity, including wood chip storage and conveyor systems. (The port commission passed and adopted Ordinance No. 28 on 28 Aug. 1972.)
1973, June 30 - By the end of the 1972-73 fiscal year, the cargo lifted from 171 vessels exceeds one-and-a-half million tons, twice the tonnage projected in 1963 by the Sacramento Army Corps of Engineers as necessary to justify the investment. The port commission approves the construction of another bulk expansion of the port facility. The project costs $6 million.
1974, Jan. 21 - The SYPD sells $1,150,000 1972 Bulk Facilities Expansion Bonds, Series B, to finance the expansion of flat bulk storage, loading, and receiving capacity, including wood chip storage and conveyor systems.
1974 - The Sacramento City Council appoints Edward P. Park to replace Mike R. Elorduy as port commissioner.
1974, June 30 - During the 1973-74 fiscal year, the Port of Sacramento does not make a profit.
1974, Sep. 23 - SYPD sells $425,000 1969 Port Facilities Expansion Bonds, Series B, to finance the expansion of the wood chip facilities. (The port commission passed and adopted Ordinance No. 26 on 21 Oct. 1968.)
1975, Feb. - In the midst of the world-wide economic recession, the Port of Sacramento suspends the Container Barge Service.
1976 - The Sacramento Board of Supervisors appoints Thomas G. Campbell to replace Richard E. Crow as port commissioner.
1976, Apr. 20 - The Port of Sacramento sponsors the First International Dry Bulk Cargo Handling Conference at the Sacramento Convention Center.
1976, June - A labor strike brings handling to a standstill for two weeks.
1976, June 29 - A fire burns wood chip storage piles. Port officials estimate the damages exceed $5 million.
1977, June 30 - During the 1976-77 fiscal year, the Collier Carbon and Chemical Company constructs its own wharf at the port. The Nissan Motor Company of Japan locates its major West Coast parts distribution center within the Sacramento area.
1978, May - Union Chemical Company begins operating its private wharf at the Port of Sacramento.
1978, June 30 - By the end of the 1977-78 fiscal year, the Port of Sacramento has made the final payment to bond holders on the $2,975,000 revenue bond sold in 1969 (q.v.). Also during the fiscal year, the Best Pipe Company purchases a site for handling imported steel pipe.
1980, Sep. 10 - The SYPD sells $10 million 1980 Port Revenue Bonds, Series A, to finance the construction of new facilities, consisting of warehouses and conveyor systems. (The port commission passed and adopted Ordinance No. 36 on 11 August 1980.)
1981, June 30 - By the end of the 1980-81 fiscal year, the SYPD withdrew $9.2 million bond issue it intended to sell on 10 June 1981 (1980 Port Revenue Bonds, Series B, Ordinance No. 36) when interest rates failed to drop as expected. Also, the 25th millionth ton of cargo projected by the Sacramento Army Corps of Engineers for the year 2060 moved through the port.
1981, Dec. 15 - The SYPD sells $5 million Sacramento-Yolo Port District Revenue Bonds, Series B, to finance the construction of a new warehouse. (The port commission passed and adopted Ordinance No. 36 on 11 August 1980, as well as Ordinance No. 38 on 23 November 1981.)
1982 - The Sacramento Board of Supervisors appoints Edward L. Lammerding and Willie A. Bell to replace Ivory J. Rodda and Thomas G. Campbell as port commissioners. The Yolo County Board of Supervisors appoints James W. Cameron to replace Curzon Kay as port commissioner.
1982, June 30 - During the 1981-82 fiscal year, the port district completed a $10 million expansion program and began another $5 million addition. Also during the year, the Sacramento Army Corps of Engineers completed a 13-year study on the proposal to deepen the channel (and reported favorably to the Secretary of the Army). The port commission participated in Yolo County studies that led to the preparation of the Southport area for industrial development.
1982, Oct. 1 - The American Association of Port Authorities elected Port Director Melvin Shore chairman of the board for a one-year term (until 16 September 1983) during the association's 71st Annual Convention in New York City.
1982, Dec. 31 - For the calendar year 1982, the Port of Sacramento ranks the second (after Oakland) in tonnage among eight northern California ports.
1983 - The Sacramento City Council appoints Virginia S. Mueller to replace G. Wayne O'Brien as port commissioner.
1983, Jan. 25 - President Ronald Reagan advocates a port modernization bill in his State of the Union address.
1983, circa - The Inland International Trade Association, Inc., a local trade organization, and the Port of Sacramento create the "International Resource Center" to provide access to research materials.
1984 - The Sacramento City Council appoints Alfonso Z. Gonzalez to replace Edward P. Park as port commissioner.
1986, Jan. - The Sacramento Port Commission states it will let five dock superintendents keep working in new assistant operations manager positions that would take them out of their union's jurisdiction. The decision followed weeks of negotiation by port officials and the Engineers and Scientists of California, which claimed that the port was retaliating against the superintendents (by abolishing their positions) for participating in a strike.
1986, April - The Port of Sacramento won initial approval from the California Urban Waterfront Area Restoration Financing Authority for a bond issue. The issue would provide up to $30 million for a channel deepening project to dredge the 47-mile channel an additional five feet (from 30 to 35 feet), thereby opening the port to vessels unable to negotiate the 30-foot draft.
1986, May - Port of Sacramento officials release a long-range plan, dubbed "Seaway Center," that calls for the development of new truck, rail, and water transportation services to generate more general cargo business.
1986, June 30 - Port Director Melvin Shore retires (age 62) when his contract expires after 37 years of service with the Port of Sacramento, 23 of those years as port director.
1986, Oct. - The SYPD appoints Dennis G. Clark as the new port director.
The records were originally collected and maintained by the Sacramento-Yolo Port Authority, before being donated to the Department of Special Collections and University Archives in 1986.
Copyright is protected by the copyright law, Chapter 17 of the U.S. Code. Requests for permission to publish, quote, or reproduce from collections must be submitted in writing to the Head of the Department of Special Collections and University Archives. Permission for publication is given on the behalf of the Department of Special Collections and University Archives, Library, California State University, Sacramento as the owner of the physical item and is not intended to include permission of the copyright holder, which must also be obtained by the researcher.
Shortly after receiving the Port of Sacramento donation, a volunteer student intern began processing the collection but ended his internship before completing the project. Ms. White provided a preliminary inventory for patron use, but did not reassign the project until she was certain the next processor would complete the project. The current processor completed this project in the spring of 1996.
The preparer gratefully acknowledges the help of several individuals in the completion of this inventory: Melvin Shore, who proofread the background information and appendices; Robert Watson, who supplied information about the Port of Sacramento; and Rexford Sherman, who supplied information about the AAPA.
The California State University, Sacramento Special Collections and university Archives acquired the Port of Sacramento records in 1986 as a donation from Melvin Shore, who had recently retired from his position as port director. A representative from the Business History Research Center of the University of Wyoming, Laramie, originally contacted Shore about donating the collection there. After C.S.U.S. Archivist Georgiana White and Melvin Shore came to a mutual agreement that the Port of Sacramento files would be most useful to local researchers, Shore donated part of his collection in November. The accessioned collection comprised six cubic feet, not including approximately 3,900 business cards. Shore withheld about four cartons of personal items (relating to his directorship at the port) for a ten-year period; however, he plans to donate this material to the C.S.U.S. Special Collections and University Archives circa June 1996.
The initial accession consists of 9 record cartons and a document box. Another addition was later added, which is known as Port of Sacramento records: additions (MSS 1996/17).
See also the Port of Sacramento Records: Additions, 1916-2003 (MSS 1996/17).
Collection is open for research. Some restrictions may apply.
Port Director Melvin Shore, who donated the items comprising the Port of Sacramento Collection, served as chairman of the board for the American Association of Port Authorities (AAPA) for the period 1 October 1982 until 16 September 1983. Shore donated his records as AAPA chairman, as well as records pertaining to his position as port director.
Because the AAPA is an independent organization, the processor divided the Port of Sacramento Collection into two subgroups (i.e. the Sacramento-Yolo Port District and the AAPA). Therefore, the processor provides both an agency history of the Sacramento-Yolo Port District and an organizational history of the AAPA. For a chronology of major events pertaining to the history of the Port of Sacramento, see Appendix II, beginning on page 36.
In addition, the processor provides a biographical sketch of Melvin Shore, the port director from whom the bulk of the collection derives.
The records of the Port of Sacramento Collection cover the years 1916 to ca. 1991, inclusive, whith the bulk of the collection covering the years 1963 to 1986. The collection is incomplete. Melvin shore donated only part of his collection to the university archives in November 1986. (He plans to donate the remainder ca. June 1996.) The preparer is unaware of the scope of the port district records missing from the present collection.
Documents pertaining to the Sacramento-Yolo Port District before 1963, when the port opened to commercial traffic, are scattered throughout the inventory, depending on which department generated and/or used such information.
Overall, the largest group of files for the period 1963-86 documents the construction projects, legislative issues, conventions, and financial aspects of the Port of Sacramento. The various publications and ephemera generated by the Marketing Department best demonstrate the hopes and goals of the district. The researcher can compare activities, events, and commissioners' names on undated ephemera with the chronology and list of commissioners in appendices II and III, respectively, to determine approximate dates of publications.
The preparer arranged the collection into two subgroups during the processing process to differentiate between files pertaining to the port district and those pertaining to an independent association, which the donator chaired between 1982-83. The two subgroups appearing within this inventory are:
Sacramento Yolo Port District (SYPD) American Association of Port Authorities (AAPA)
Because many records generated outside the port district were apparently intermixed within the collection, the preparer did not divide them into separate subgroups. Two examples of agencies headquartered outside the port district are the U.S. Port Systems Advocates, a legislative agency representing national port interests, and the U.S. Army Corps of Engineers, who planned and built much of what constitutes the Sacramento River Deep Water Shipping Channel.
Four of the constituent departments of the port district (i.e. Accounting, Engineering, Marketing, and Operations) are subdivisions within the Sacramento-Yolo Port District subgroup. External agencies (i.e. U.S. Army Corps of Engineers, U.S. Port Systems Advocates, and other External Agencies) which generated or used records important in the history and/or operation of the SYPD constitute yet another three subdivisions. The remaining sub-division, Port Director's Office, reflects all documents and artifacts pertaining to the SYPD not included elsewhere.
The American Association of Port Authorities subgroup is subdivided as follows: General, U.S. Legislative Council, and Committees.
Within the subgroups, records are arranged in series by the function of the file (e.g. legislative files) or by subject (e.g. ephemera, reports), in as close to their original order as the preparer can determine. Each series description is followed by a container list.
Both textual and nontextual files comprise the records of the Port of Sacramento Collection. Textual material includes published guides and brochures, as well as many typewritten paper records, but few handwritten notes.
Photographs, blueprints, and other such nontextual files are stored separately for preservation purposes. Notices within folders will direct the researcher to the locations of removed items, when applicable.
If the researcher is unfamiliar with the Port of Sacramento's layout and/or with general technical/statistical information pertaining to the port, consulting the brochures and other items available in box 2, beginning with folder 9, is a good place to begin research. These are the same type of handouts available on tours at the port facility.
The Port of Sacramento records provide an excellent source to document the relationship between local politicians and the communities they represent. Congressman Robert T. Matsui, representing the 5th California District, is one example. In 1981 Matsui introduced the National Defense Port System Act (H.R. 4862) and reintroduced it the following year (H.R. 5897) with one goal of establishing national uniform user fees. Because higher user charges hindered potential barges from calling at the Port of Sacramento, the act was conducive to attract commerce to the port.
Another bill beneficial to the Port of Sacramento's interests was S.B. 865, the Deep-Draft Navigation Act. Matsui introduced this legislation in 1983. Documents pertaining to Matsui's bills, including successive drafts of H.R. 4862, can be found in the U.S. Port Systems Advocates' files in the Port of Sacramento Collection.
Another politician, Congressman John E. Moss of the Third Sacramento District, played a major role in making the Port of Sacramento a reality through federal appropriations exceeding $40 million. The Moss Collection is also kept at the CSUS Special Collections and University Archives, and provides an opportunity from which researchers can take advantage.
Subjects and Indexing Terms
Shore, Melvin
Harbors -- California -- Sacramento
Harbors -- Management
Port districts -- Officials and employees
Sacramento-Yolo Port District
Collection Contents
Series 1: Sacramento-Yolo Port District,
Subseries 1: Accounting,
Subseries 2: Engineering,
Subseries 3: Marketing,
Subseries 4: Operations,
Subseries 5: Port Director's Office,
Subseries 6: External Agencies,
Subseries 7: U.S. Army Corps of Engineers,
Subseries 8: U.S. Port Systems Advocates,
Series 2: American Association of Port Authorities,
Subseries 1: General,
Subseries 2: U.S. Legislative Policy Council,
Subseries 3: Committees,

redpajama_set_name: RedPajamaCommonCrawl


Lidl offers, leaflets and sales. This week Lidl weekend offers, special buys and online deals in UK.
Lidl is a discount supermarket chain with more than 600 stores opened across the United Kingdom.
Save with Lidl offers, leaflets, Pick of the Week, Meat & Fish offers and Lidl Recipes.
Lidl has a no-frills approach of displaying most of its products in their original delivery cartons, allowing the customers to take the product directly from the carton. When the carton is empty, it is simply replaced with a full one.


It's a combination of cold nights and wind burn..
1) people worry too much.
2) people fuss too much.
Milk? EXCUSE ME? No cookies??
Hi! I'm a Philly container gardener too (Spring Garden/Fairmount area – I have a completely bricked in 1st floor back patio). I'm growing 3 tomatos from seed this year, and planted one in its final home outside on May 8 right before the crazy winds because it was twice the size of my other seedlings and I had no space for it inside anymore. Right now, most of its lower leaves look very similar to your picture there. Kinda limp and the tips are all dead/brown/crumbly. But up top, maybe the top 1/3 of the plant is growing pretty normally, and everything looks nice and green and healthy. I'm chalking it up to a combo of transplant shock, cold and wind, and I'm just leaving it be for now, especially since the top of the plant looks pretty good. My other 2 tomatos (planted just last Saturday) are looking great, and were in the exact same inside environment, same outside potting soil, seeds purchase from the same place, etc. so I'm doubting its some kind of disease. But I'm pretty new to this – this is my first year growing from seed, and only the second year of my container garden!
I would maybe skip a week of fertilizer just to give the poor thing some time to chill out and recover, and reevaluate the situation then. But that's just me. Keep us updated!!
Thanks for the comment! The tops of my plants look pretty great, too, and have already begun to flower. Like you, I'm thinking "sit tight". I also emailed the Penn State Philadelphia Extension — if I hear anything, I'll let you know. I think you planted your seedlings at a much, much better time. Next year I'll really have to stick with the May 1 or later deadline. Good luck!


text:
Francfort-Hausen (en allemand : Frankfurt-Hausen) est un quartier () de Francfort-sur-le-Main.

Notes et références

Quartier de Francfort-sur-le-Main

redpajama_set_name: RedPajamaWikipedia


PCP is a powerful psychedelic known for its dissociative effects at higher doses. It is best known for stories of the strange and sometimes violent behavior of people under its influence.
What substance does the slang term 'Tick' refer to?
Are mescaline and PCP the same thing?
How long can PCP be detected by a drug test?
Are PCP and Formaldehyde chemically related?


Sir Alec Reed, CBE, FCMA, founded REED in 1960. In 1972, he founded the Reed Business School and in 1995, he launched reed.co.uk, one of the leading job sites in the U.K. He also has launched various charities, including Womankind Worldwide, Ethiopiaid and the Big Give. He is a fellow of the Chartered Institute of Management Accountants and was awarded the institute's outstanding contribution to business performance award. He has written several books and was knighted in 2011 for services to business and charity. Reed is the sixth-largest staffing firm in the U.K. and was floated in 1971.


text:
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redpajama_set_name: RedPajamaGithub


As it dries out, the cap of this mushroom will begin to change color to lighter shades of brown. The gills have a mottled appearance (and neither of these features is shown in my photo).
The color in the picture is a bit off, these were definitely on the orange side of things. The odor is distinctly almond-like. I think there are other similar species, but this is the one usually featured in field guides (but usually with the name scientific name G. spectabilis, and the moniker Laughing Gym in reference to its occasional hallucinogenic properties).
Platterful Mushroom - Megacollybia rodmani?
I'm fairly certain of the id. The picture is a bit overexposed; the cap was browner (no bug spray and lots of mosquitos make for poor photography).
These will become black and crusty looking later in the summer. The white is a powdery coating of conidia, or asexual spores. The later black, crusty stage is the sexual spore producing stage.


text:
Arbell  is a surname. Notable people with the surname include:

Lucy Arbell  (1878–1947), French mezzo-soprano
Michal Arbell-Tor (born 1955), Israeli literature researcher and academic

See also
Abell (surname)
Abrell


text:
Activities on Site
Tennis Coaching
Explore & Experience
PoB Hotels
Cromlix Blog
We have owned Cromlix since 2013 but its connection to our family extends back far beyond that. In 1982 Andy's grandparents, Roy and Shirley Erskine, held their Silver wedding anniversary at the hotel in what was the first function following its conversion from a family home. Golden and Diamond celebrations followed, as well as blessings, birthdays and three Murray weddings- one of which was our own in 2015.
Almost a decade in and it feels like the right time to look to the future, and what we can achieve over the next ten years and beyond. Today the hotel has closed for a 3 month refurbishment which is the first stage in a series of planned works to breathe fresh life into both the building and business. This is very much a family affair and I am delighted to be getting involved in overseeing this makeover (selecting wallpapers, toiletries, logos and everything in between!) so that Cromlix becomes more reflective of our personal tastes and attitudes.
I can't mention family without referring to the wider Cromlix team; our incredible staff, some of whom have been with us since we opened in 2013. Many of you will already know our head chef Darin Campbell, and we can't wait to share with you what he is planning to cook up on reopening in March. Alongside familiar faces we are welcoming fresh talent to drive this next chapter of ours, including but not limited to Barry Makin as our new General Manager, Emily Shields as Head of Sales and Marketing and Neville Ablitt as Non-Executive Director.
We are going to be incredibly busy over the next few months and thereafter, but we hope you will stay tuned for updates and come back to see us as soon as we're open. We can't wait to welcome you.
Kim Murray
Make a Restaurant Booking
Make an Afternoon Tea Booking
Header Photo Photograph:
Verena Splett of Remember Tomorrow Photography
Cromlix Hotel
Kinbuck, Near Dunblane, Stirling, FK15 9JT
Email: enquiries@cromlix.com
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GIFT VOUCHERS »
© 2023 Cromlix


text:
La Gerbille à poche (Desmodillus auricularis) est la seule espèce du genre Desmodillus. Ce rongeur est localisé en Afrique australe (Namibie, Botswana, Afrique du Sud).

Notes et références

Voir aussi

Articles connexes
 Rat à poche
 Souris à poche

Liens externes

Genre :

Espèce :

Rongeur (nom scientifique)
Muridae


So my question is the same with reference to the difference between the H8 and the H8000.
maybe you should ask this question in the .info forum?
I know, that there are some people, who know more about CPUs than i do.
The newer H8000 can usually be overclocked to 24(.576) MHz without problems.
The reason: the H8 runs already with 20/24 MHz, but that speed is internally divided by 2, which gives a real speed of 10/12 MHz.
I haven't heard of H8000 processor, but just H8000 programmer, H8 processor is common on chess unit.
Which unit you know uses the H8000?
If I am deciding which chess computer to buy, I think the type of processor is almost the last thing I need to worry. I would look for the operation of the unit, the look, the feel, and the program strenght before I look for the hardware inside.


I'm Marjanne, living life for 24 years now. About me? Well I'm curly and a little freckled, with a mix and match of rustic things and bohemian feelings. I enjoy reading books and I love writing poems. Playing the piano calms me, and currently creating creative contents for a living.
Love letters are my thing.
Welcome to www.marjanne.co; a lair of fashion, lifestyle, and everything in between including my daily rants and musings. I started blogging in 2009 (Tumblr), and launched MARJANNE (previously bohowanders) in 2014 to show the world how fruitful (if not boring sometimes) my existence is. Oh, and I vlog too!
I am not a safe girl. I go beyond my limits when it comes to fashion.
So if you're reading this, I am super-duper friendly and available to talk anytime. Feel free to contact me because I do respond.


When you're interested in high quality delivery of firewood in Convent Station NJ, call North Jersey Firewood to discover how we are able to meet your firewood requirements this fall and winter. For both retail stores and homes alike, we're known for delivering high quality firewood. North Jersey Firewood has the clean and inspected firewood for you, available in full and half cords, regardless of what your requirements are when it comes to firewood this season. If you're hoping for buy firewood in Convent Station NJ there isn't anyone else you have to contact.
If you use firewood in your fireplace, wood stove, brick oven, grill, fire pit, or elsewhere, keeping a sufficient firewood supply may be a nuisance. In the winter, it can be difficult to transport heavy firewood to your home from the store. Your best option when you use a lot firewood in the winter to keep your home warm would be our delivery of firewood in Convent Station NJ. With firewood delivery from North Jersey Firewood, you can have the warmth, beauty, and comfort of a natural wood-burning fireplace burning all winter long, without the stress of wondering how you're going to keep it stocked with firewood. Your selection of fine firewood can be delivered directly to your door in either full or half cords thanks to North Jersey Firewood.
If you buy firewood in Convent Station NJ, you have to make certain that it is of the best quality, and that it's dry, clean, and free of loose bark, so that it burns at optimal levels. We do the hard part for you at North Jersey Firewood. We choose the finest cuts of firewood for delivery to your home. You're able to expect us to never deliver firewood to your home that is sub-par. Our experts have decades of experience in terms of selecting firewood that's of the finest quality. Let North Jersey Firewood select and deliver the best possible firewood to you instead of guessing if you are shopping for firewood for sale in Convent Station NJ. All of our firewood is free of any loose bark or insects, and it is ready for use right away without any preparation on your part. Our firewood logs are also cut to perfect sizes for easy splitting when you're looking for smaller logs for lighting.
You can save substantial time and money by taking advantage of firewood delivery in Convent Station NJ from North Jersey Firewood if you utilize a lot of firewood. We supply a variety of wood types to suit whatever purpose you have in mind. For heating your home, maple wood is excellent, while hickory is ideal to use for BBQ. If you're in search of something that burns longer than other kinds of firewood, you're sure to love the oak firewood we offer. You'll also be able to find other wood types that all have unique traits. Contact North Jersey Firewood when you want to buy firewood in Convent Station NJ and we will not only set up a good delivery time but are happy to provide assistance when it comes to finding the type of firewood that will be ideal for your purposes.
If you happen to be a retailer and hoping to buy firewood in Convent Station NJ, North Jersey Firewood is able to provide you with a selection of clean, dry firewood. You can depend on us to deliver the firewood of the highest possible quality and burning capability if you need firewood delivered straight to your business. When it comes to firewood for sale in Convent Station NJ, the selection and quality you'll find from North Jersey Firewood just can't be beat.


text:
KC Games » Kids » Peppy' S Dougie Poynter Dress Up.
Peppy' S Dougie Poynter Dress Up. Loading 0%
Jane, Jean and the Snow Queen
Barbie Flowers Shop
My Sweet Baby 2
Flower Design Shop 2
Smilies Smack
Dino's Life
Hot Bikes
Peppy' S Dougie Poynter Dress Up.
Date added:DEC 15,2010
Tags: Dress Up, Girl, Kids,
Description:Is a bass player and backing vocalist for the British pop rock/pop punk band McFly, along with fellow band members Danny Jones, Tom Fletcher and Harry Judd. McFly rose to fame after the release of their first single, "Five Colours In Her Hair", which reached #1 in the charts, as did their following debut album Room On The Third Floor. They were also helped by former band (and friends) Busted who invited them to tour with them, as support act, in October 2003 (on their A Ticket For Everyone tour). Poynter is the youngest member of the band, being only fifteen when he joined.
Instructions:Use mouse to interact.


text:
Josephine Lee Alston
JOSEPHINE LEE ALSTON, daughter of the late Samuel Thomas Lee and Cora Macon Lee, was born on February 19, 1927, in Halifax County, North Carolina. She departed this physical life and received her heavenly wings on Sunday, March 15, 2015, at the Hock Family Pavilion in Durham, North Carolina.
Josephine joined the Ivory Hill Baptist Church in Enfield, North Carolina, during her early years and remained a faithful Christian throughout her life. Her formal education was received in the Halifax County Public School System.
In 1947, she was united in marriage to Colonel Thomas Alston, Jr. who preceded her in death. God blessed this union with five children.
Josephine spent her working years in the food service industry and production assembly. In her later years, she enjoyed cooking for her loved ones, gardening, and spending time with her children and grandchildren.
In addition to her parents and husband, she was also preceded in death by two sons, Carvin and Milton; and three brothers, Obadiah, Thelmiah, and Jeremiah Lee.
Those remaining to share everlasting memories of her life and treasure the legacy of her love are her son, Donzill Alston of the home; her two daughters, Evelyn Anderson of Durham, NC, and Angela Golden (Lavell) of Richmond, VA; her daughter-in-law, Zella Alston of Durham, NC; seven grandchildren, Rico, Tremayne, and Brandon Alston, Ambir and Alana Anderson, and Janai and Justin Golden; seven great-grandchildren; two brothers, Zeno Lee (Shirley) and Noah Lee; five sisters, Ethel Walker, Maome Bullard, Channie Zollicoffer, Corine Hawkins (Lloyd), and Evelean Lawson; three sisters-in-law, Fannie Lee, Rethella Alston, and Lucy DeCoursey; and a host of loving nieces, nephews, other relatives and many friends.
Funeral services will be held at 12:00 Noon on Saturday, March 21, 2015, at the Pleasant Grove Baptist Church in Hollister, NC. Rev. Thomas Richardson will deliver the eulogy, and burial will follow in the church cemetery. The body will repose at the funeral home on Friday, March 20, 2015, and the family will receive friends from 7:00 – 8:00 P.M.
← Dorothy Rean Boyd Newell
Eartis "Blue" Rosser →


No matter how great your plan to acquire major gifts is, the person implementing the plan will be paramount to the success of your major gifts program. Working with nonprofits from all over the United States and Canada we tend to see patterns of successful fundraisers. While most are recruited from the nonprofit sector, others are transplants from the for-profit world. Ultimately, the best fundraisers are those who know their capabilities and understand the requirements that the position demands. This all begins with the job description. Our colleagues at DonorSearch have developed a complete job description of a Major Gift Officer.


(CNS) UPDATED MONDAY: Police said Sunday morning that Teshay Bryan (13) from George Town, who was reported missing after she failed to return home from school on Thursday, has been found and appears to be in good health, according to the RCIPS, who thanked the public for their assistance in finding her. Bryan was seen leaving the John Gray High School on Thursday, 17 January, shortly after 3:30pm, wearing her school uniform, but did not go home. The police received a report that she was missing on Friday afternoon.
Anyone with information about runaways is asked to contact the George Town Police Station at 949-4222. Anonymous tips can also be provided to the RCIPS Confidential Tip Line at 949-7777, or via the website. Tips can also be submitted anonymously via the Miami-based call centre of Crime Stoppers at 800-8477(TIPS), or online.
this is the height of foolishness now. Is there no supervision at all? why are the appropriate persons not looking into this behaviour and bringing these children in line?
How did she leave? Are the chuldren just allowed to leave walking? Don't they have to take a school bus or someone pick them up?
No they are not! Stop trying to lay blame when you the article does not even say from where this young lady absconded. After all you are happy to ignore the existence of these distressed youth most of the time.If you are so concerned then offer your services.
If Cayman has a crime like "contributing to the delinquency of a minor" it's time to dust off the law and apply it to whomever is helping these girls run off.


Sunfury comes in 5 standard size pieces with the exotic tuck box, incredible gleaming shine in the sunlight. You get a 3d effect of depth in the waves of color.
 All Plexdeck trainer decks come as a full set of 5 pieces.


I recently came across some random pieces of jewelry, I had one vintage earring, and a couple lockets. I really like to use jewelry in unexpected ways, so when I came across some ring blanks, I thought, that could be interesting!
I know, I know I should have painted my nails! But, what a fun project! Now I am looking all over my house for things to stick to rings!
If you want to do this project, all you need is random pieces of jewelry, ring blanks, and a glue gun.
Happy Crafting Everyone, have a super wonderful week!
Photo Friday – Birds Nest Fungi!


De Bethune has shown an original approach to classic watchmaking. In the space of a decade, De Bethune has claimed 17 world-firsts, developed 15 original calibres and filed nine patents.
With its philosophy to do "not more, but better", the brand throws down bridges with every area of expertise to produce timepieces of extraordinary aesthetic, elegance and intelligence.
De Bethune is above all a research and development engine, a laboratory making use of cutting-edge technologies implemented in the spirit of the great 18th century master watchmakers, where all parts are designed and produced one by one, while lavishing particular attention on every detail.


text:
Mario Lavista's "Reflejos de la Noche": Sonic Mirrors
November 8, 2021 by Timothy Judd
Mario Lavista, one of the most acclaimed Mexican composers of his generation, passed away last Thursday at the age of 78.
Born in Mexico City, Lavista studied with Carlos Chávez, Héctor Quintanar, and Rodolfo Halffter at the Conservatorio Nacional de Música. In the 1960s, he went on to study in Paris with Henri Pousseur, Nadia Boulanger, Christoph Caskel, and Karlheinz Stockhausen. In 1970, he founded Quanta improvisation, an ensemble dedicated to spontaneous and experimental music. Lavista's early work involved electronic music. His later output included chamber and orchestral works, the choral piece Missa ad Consolationis Dominam Nostram (inspired by early polyphony), and the opera, Aura. Beyond his music, Lavista will be remembered as a teacher, writer, and intellectual.
Mario Lavista's single-movement String Quartet No. 2, composed in 1984, bears the evocative title, Reflejos de la Noche ("Reflections of the Night"). Throughout the piece, spectral harmonics swirl, ushering us into an ethereal nocturnal adventure. (Harmonics are produced when string players use the lightest finger weight, creating a magical new sound world). Lavista explained,
Using harmonics is, in some way, to work with reflected sounds; each of them is produced, or generated by a fundamental sound that we never get to hear: we only perceive its harmonics, its sound-reflection.
The score includes a brief poem entitled Eco by the Mexican poet, Xavier Villaurrutia (1903-1950):
La noche juega con los ruidos
copiándolos en sus espejos.
de sonidos.
The night plays with the noises
copying them in its mirrors
of sounds.
Reflejos de la Noche was Mario Lavista's first collaboration with El Cuarteto Latinoamericano. Here is the Brodsky Quartet's recording:
Natarayah
Latin American dance rhythms abound in Mario Lavista's Natarayah for solo guitar:
Lavista: String Quartet No. 2, Reflejos de la Noche, Brodsky Quartet Amazon
Lavista: Natarayah, David Starobin bridgerecords.com
Featured Image: Mario Lavista
Categories Twentieth Century Tags Mario Lavista, Natarayah, Reflejos de la Noche
Mussorgsky Songs: "Night" and "Where Art Thou, Little Star?"
Brahms' Second Piano Concerto: An Intimate Colossus


Actually, no. You know what? I'm not sorry! You're going to do this challenge, and you're going to goddamnwell enjoy it! And by the end of this challenge, the hundred chests will be used to store your tears.
This challenge combines (relatively) simple construction and design, the latter being something we haven't really dug into at all here. I think this is a great opportunity for many of you to get your feet wet with the idea of creating things from your imagination, and understanding what is involved in doing so. That said, it's important that you've already immersed yourself in the lessons and challenges listed above - if you haven't, you are more than likely going to be biting off way more than you can chew.
Unlike other lessons and challenges, you are not restricted to a specific set of tools. While I'd still prefer that you not use pencil/charcoal/etc (these drawings require a good bit of precision), you are welcome to use whatever medium you are most comfortable with - be it ballpoint pen, digital, etc. as well as rulers, ellipse guides, french curves and whatever else will help.
As expected, the challenge is all about drawing one hundred treasure chests. The challenge should be broken up into the following three sections. That doesn't mean I want you to do all of one section, then all of the next, and so on. I want you to do all of the sections in a given sitting, but in the recommended proportions.
25/100 should be "Closed Chests." These are really simple. Take a box, and place a cylinder on top such that half of the cylinder is submerged into the box. Draw these at many different angles and orientations.
Another 25/100 should be "Open Chests" - essentially the same deal as the previous section, but now the lid needs to be rotated on the axis of its hinges. I explain how to do this in the challenge video. The giant ellipses you see below are effectively creating circles in 3D space aligned to the rotational axis. Like before, these should be drawn at all different angles.
Finally, 50/100 chests with detail. They can be open or closed (there should be a healthy balance of both here).
USE REFERENCE! PureRef is a great free cross-platform tool that will let you compile many different reference images into a single board, which you can then save and take around with you as a single file. Reference is extremely important here because your visual library is going to be considerably blanker than you think, especially on this topic. By learning to use reference images to inform your decisions, you will gradually commit different kinds of details and decoration to your imagination, which can then be used later. Observe things carefully - there's always going to be a lot more going on in these images than you think.
Chests can come in all shapes and sizes, with all kinds of little flairs. Some are banded with iron, some are rusted, some have additional planks of wood, some have filigree, handles, different kinds of locks.. The possibilities are endless. This is your chance to really push yourself to find new things.
Just remember - you will make mistakes. You will end up with MANY failed designs. That's no reason to be timid - be bold, all the time. Try new things, experiment, and when things go wrong, accept it and keep at it. This challenge is not about creating a hundred beautiful pieces of art. This is about producing a hundred pieces of crap.


Why do scientists like Dr Love sometimes need to use animals in their research?
Don Love (Auckland University): Your premise is that I can understand a lot more in terms of biology of a disease, let's imagine, or behaviour or what not, by using a whole animal. But there will be a welfare cost associated with that. It could be a low degree of suffering, medium, or high degree.
The value of the outcome would have to be compatible with the degrees of suffering. So if you were to say there is a high degree of suffering involved in this, then scientific justification would have to be compatible with that. It's no use having a very modest scientific outcome with a high degree of suffering - it would just not work at all. And why are you using insults [manipulations] that would lead to a high degree of suffering?
In fact, the committee interrogate every application equally, and low impact or high impact are treated exactly the same. What is your justification? What is the degree of suffering? What are you going to do about it in terms of the suffering outcomes? Scientifically it makes no sense whatsoever to treat an animal where the animal is seriously compromised in terms of its health and welfare. You want a healthy animal. You want to look after that animal. It's no use saying I've done my operation, now the animal is crook, and that was successful. That is a complete disaster. So I have to look after the animal every step of the way.
You might not like the way we do things, but we do it for a reason. And scientifically it's justified, and in terms of welfare – yes, there is a welfare cost associated with this research.
I need to look at complex gene expression programming which, to my mind with the work we do, requires a complex gene expression programme which for us is a vertebrate. So that's it. If I study this [complex gene expression], I need that [a complex gene expression system], or something pretty close. It can't be all cell culture for me.
It could be that in the next few hundred years as we gain so much knowledge that we don't need to impose insults on animals. Lovely! Brilliant! That is where I want to be as well. That is, I know everything there is to know. We would be lucky! So now I can model everything mathematically. I know the process intimately, so any perturbation [disturbance] I can predict. So mathematical modelling will lead you to predictive outcomes. That is where I want to be as well. So it's a two-way street. I have to do things this way right now in order to gain information that I can avoid doing this ever again.


Is the time for a longer break than usual! The latest time spent working and assuming responsibilities give you the feeling that you give more that get. So, a good rest, a short travel, some time out with friends will make you feel better and ready to start over.
Sometimes you are such a brat. In order to find the person that will love you will need to calm down a little bit.


BETHLEHEM (Ma'an) -- Bethlehem's Duheisha refugee camp on Friday officially became home to a new community center housed in an unexpected but albeit quite familiar structure for local residents: a refugee tent constructed entirely out of concrete and mesh.
To do so, the structure's creators insist, does not detract from refugees' right to return to their original villages inside what is now Israel.
Instead, they say, it emphasizes the strength of the community and culture that have been formed as a result of nearly seven decades in exile, as well as their continued insistence on reclaiming their stolen homes and land.
The concrete tent is the brainchild of Campus in Camps, a year-long "experimental education program" for refugee youths from across the West Bank that focuses on issues related to urbanism, space, and lived experience in the refugee camps. The project is affiliated with DAAR, the Decolonizing Architecture Art Residency based in nearby Beit Sahour.
"The nature of our work at Campus in Camps is to connect the practical and the theoretical," he said. "At the same time, we don't want the discussion to always be internal between ourselves, and so we decided to something material to open a space for discussion about and for the society in which we live.
"The concrete tent is not being presented as a solution. On the contrary, it reveals the contradictions we live in," he added, noting that they hoped it would be used for meetings, discussions, and leisure.
Construction of permanent structures in the refugee camps is an ideologically-charged issue for Palestinians, as many refugees see any hint of permanence in their surroundings as a tacit admission that they will not return to the villages their families were expelled from.
Since the camps' humble start as a collection of UN-donated tents in the late 1940s and early 1950s, however, they have been dramatically transformed. In the years after the establishment of the camps, residents slowly began building mud walls and later adding cinder blocks and eventually cement.
Thus while the phrase "refugee camp" often evokes images of temporary tent cities constructed to house displaced people for a limited time, in Palestine and in Palestinian camps in Lebanon, Jordan, and Syria, they have evolved after nearly 70 years into quite permanent concrete jungles, defined by haphazard concrete constructions built along extremely narrow alleys originally laid out to divide the family plots where tents were located.
They have become in many ways an integral part of the urban fabric of the cities they are located in or near, and are famous in Palestinian society for their commitment to armed struggle and resistance to the Israeli occupation.
Despite this, residents hold on dearly to the right of return to their original villages and to leave the refugee camps they live in. The walls of camp streets are decorated not only with the usual political graffiti and murals so common in Palestinian cities, but also with elaborate paintings and images of the residents' original villages as well as signs commemorating them.
The contradiction between temporariness and permanence defines refugee life for Palestinians today, as their insistence on the former despite increasing fears of the latter informs political discussions as well as strategy.
But the creators of the concrete tent argue that the recognition of these two contradictory states does not necessarily have to mean ignoring the complex, difficult, and often beautiful worlds that refugees have created in the years since their exile began.
Sandi Hilal, a Palestinian architect who is also a co-director of DAAR, told the crowd on Friday that residents had in the past been suspicious of attempts to build large infrastructure like community centers and swimming pools for their use.
"67 years in exile are important. ... The concrete tent has become an important part of our culture," she added.
Abu Khalil, a local leader and representative for refugee issues, connected the structure to the increasing reality of refugee life for millions across the Arab World, noting that the Palestinian experience of exile was a now a reality for a growing number of people from other Arab countries as well.
"The concrete tent connects the temporary and the permanent," he told the crowd, adding how the "surrealistic" structure reflects how deeply the understanding of exile is a part of the upbringing of any refugee child.
While the concrete tent is meant to memorialize the Palestinian refugee experience and to celebrate the diverse forms of architecture and culture that have evolved since the exile of 1948, Abu Khalil noted that the ongoing conflicts in Syria, Lebanon, Iraq, Libya, and elsewhere lend the structure an even broader resonance.
"I am afraid that this will become a permanent reality for the Arab World, as it has become for us," he added in his closing remarks.
Indeed, the concrete tent not only embodies the contradiction between permanence and temporariness, but also that between the realities of the past and the possibilities of the future.
Whether the tent will be embraced by Duheisha's local residents remains to be seen, but its symbolic location -- on a hill at the peak of the hill that the camp expands across -- makes it a commanding place from which to consider the contradictions of modern Palestinian life, and the challenges facing the region as a whole.
@Me/Israel - the people living in Dheisha have afforded you that view from your window, since you stole their land and propped up your house on their land. The people of that, and other, refugee camps are internally displaced by people like you. I hope you can sleep with a clear conscience.


text:
package org.apache.hadoop.lib.util;

import static org.junit.Assert.assertEquals;
import static org.junit.Assert.assertNull;

import java.io.ByteArrayInputStream;
import java.io.IOException;
import java.io.InputStream;

import org.apache.hadoop.conf.Configuration;
import org.junit.Test;

public class TestConfigurationUtils {

  @Test
  public void constructors() throws Exception {
    Configuration conf = new Configuration(false);
    assertEquals(conf.size(), 0);

    byte[] bytes = "<configuration><property><name>a</name><value>A</value></property></configuration>".getBytes();
    InputStream is = new ByteArrayInputStream(bytes);
    conf = new Configuration(false);
    ConfigurationUtils.load(conf, is);
    assertEquals(conf.size(), 1);
    assertEquals(conf.get("a"), "A");
  }

  @Test
  public void constructors3() throws Exception {
    InputStream is = new ByteArrayInputStream(
        "<xxx><property name=\"key1\" value=\"val1\"/></xxx>".getBytes());
    Configuration conf = new Configuration(false);
    ConfigurationUtils.load(conf, is);
    assertEquals("val1", conf.get("key1"));
  }

  @Test
  public void copy() throws Exception {
    Configuration srcConf = new Configuration(false);
    Configuration targetConf = new Configuration(false);

    srcConf.set("testParameter1", "valueFromSource");
    srcConf.set("testParameter2", "valueFromSource");

    targetConf.set("testParameter2", "valueFromTarget");
    targetConf.set("testParameter3", "valueFromTarget");

    ConfigurationUtils.copy(srcConf, targetConf);

    assertEquals("valueFromSource", targetConf.get("testParameter1"));
    assertEquals("valueFromSource", targetConf.get("testParameter2"));
    assertEquals("valueFromTarget", targetConf.get("testParameter3"));
  }

  @Test
  public void injectDefaults() throws Exception {
    Configuration srcConf = new Configuration(false);
    Configuration targetConf = new Configuration(false);

    srcConf.set("testParameter1", "valueFromSource");
    srcConf.set("testParameter2", "valueFromSource");

    targetConf.set("testParameter2", "originalValueFromTarget");
    targetConf.set("testParameter3", "originalValueFromTarget");

    ConfigurationUtils.injectDefaults(srcConf, targetConf);

    assertEquals("valueFromSource", targetConf.get("testParameter1"));
    assertEquals("originalValueFromTarget", targetConf.get("testParameter2"));
    assertEquals("originalValueFromTarget", targetConf.get("testParameter3"));

    assertEquals("valueFromSource", srcConf.get("testParameter1"));
    assertEquals("valueFromSource", srcConf.get("testParameter2"));
    assertNull(srcConf.get("testParameter3"));
  }

  @Test
  public void resolve() {
    Configuration conf = new Configuration(false);
    conf.set("a", "A");
    conf.set("b", "${a}");
    assertEquals(conf.getRaw("a"), "A");
    assertEquals(conf.getRaw("b"), "${a}");
    conf = ConfigurationUtils.resolve(conf);
    assertEquals(conf.getRaw("a"), "A");
    assertEquals(conf.getRaw("b"), "A");
  }

  @Test
  public void testVarResolutionAndSysProps() {
    String userName = System.getProperty("user.name");
    Configuration conf = new Configuration(false);
    conf.set("a", "A");
    conf.set("b", "${a}");
    conf.set("c", "${user.name}");
    conf.set("d", "${aaa}");
    assertEquals(conf.getRaw("a"), "A");
    assertEquals(conf.getRaw("b"), "${a}");
    assertEquals(conf.getRaw("c"), "${user.name}");
    assertEquals(conf.get("a"), "A");
    assertEquals(conf.get("b"), "A");
    assertEquals(conf.get("c"), userName);
    assertEquals(conf.get("d"), "${aaa}");

    conf.set("user.name", "foo");
    assertEquals(conf.get("user.name"), "foo");
  }

  @Test
  public void testCompactFormatProperty() throws IOException {
    final String testfile = "test-compact-format-property.xml";
    Configuration conf = new Configuration(false);
    assertEquals(0, conf.size());
    ConfigurationUtils.load(conf,
        Thread.currentThread()
            .getContextClassLoader().getResource(testfile).openStream());
    assertEquals(2, conf.size());
    assertEquals("val1", conf.get("key.1"));
    assertEquals("val2", conf.get("key.2"));
  }
}


I have a 2003 model year EVT4000e scooter with a USA spec governed controller. On looking at the output of this controller, it was only running at 80% duty cycle on the PWM. After investigating different ways of getting around this (dumping voltage into the motor directly, fooling the controller to turn itself on for 100% duty cycle etc.) I decided the best path might be to build a new controller. Since I only pretend to be an electrical engineer, this was an interesting challenge.
The rest of the circuit was based loosely on the original EVT controller (at least for the high current part). I was amazed at how few parts that I needed to really make it go. If you look at the original controller, it's got a whole bunch of stuff. The total for my new controller only had about 15 or 20 components (I did not bother driving the dash LED's). It was all just hand soldered up on a prototyping board.
Now for the exciting part -- how does it work? I was pleasantly surprised it worked on my first attempt. I put it together into the case assuming I would just try it out and have to go make some modifications. However, it worked so well it stayed there for the next four or five days until I finally tore myself away to take it apart to finalize some of the wiring.
The stock controller would do 47 km an hour on the speedo (this seems to be actually quite accurate compared to my GPS). With the new controller, it'll do about 61 kph on the flat with no wind. Wow, this is way more than I expected. I thought I might get about 5 kph. I can go on almost any road in the city (barring the freeways) and easily keep up with traffic.
Thanks for listening, I'm so excited I had to tell somebody who might be interested.
If anybody is interested, I can post a picture and a schematic.
Congratulation on your sucessful project ! ! . Would very much like to see pictures and schematics , it sound very exciting and something I also would like to do .
Would you make the software available to us .Where are you located ?
nice work! I too would like to see some photos, schematic and additional info. Your top speed and range with your custom controller seems on par with what I'm seeing with a 60 volt pack. See my post regarding the 60 volt mod. I'm surprised that your EVT speedo is relatively accurate. Mine tends to read up to 10MPH faster than the GPS at top speed (which is about 35MPH on flat ground). It would be cool to see an easy controller mod to get full performance from the EVT 4000e with a 48 volt pack.
Do you think a BASIC stamp could be used for the the controller microprocessor?
Did you use the stock controller housing?
Re: A new custom EVT 4000 controller: Current limiting?
one more question: did you implement any current limiting on your custom controller?
I will clean up the schematic and scan it in and post it. I don't have a photo of the new circuit board -- I buttoned up the controller casing and forgot to take a picture (I used the same un-moded casing). Next time I take it apart, I will get a picture. It looks a lot like the old one except the board is very empty. I used the same MOSFET mounting system and I also used to same throttle system (a very nice system actually - it's an infrared photo emitter/detector circuit that transmits through a graduated opening that is pulled when you open the throttle. Clean and simple.) I will post the code as well although it is a ridiculously simple and kindof a weird language.
As I said, I really overkilled the microcontroller. I should've bought a small stamp that I saw for about $35. Anything that will accept a voltage signal and generate a pulse output would work. As well, at least one digital input is required to detect the kill switch and shut down the controller.
My speedo is in kilometers per hour -- maybe that's the difference.
Apart from the microcontroller, this is a pretty inexpensive controller. Probably about $50 in parts. If you wanted, you could also reuse a lot of the parts in the original controller (I used the same MOSFETs (IR3710) and schotkey freewheeling diodes as the original). Granted, I'd eliminate some of the niceties -- the dashboard LEDs and a beeper. I didn't find the dashboard LEDs very useful anyway. One thing I would like to implement that I have not yet it's a temperature sensor shut down. However, it runs so cool I think that this might not be required.
Anyway, I sure am happy with the performance -- while I was at it I shortened up the throttle throw. I've always thought that the original was too much -- you had to grab a big handful of it and pull it all the way back. Now, it's about half what it used to be. Tonight, I drove down one of the faster main streets in Saskatoon (Saskatchewan, Canada) and kept up or passed all of the traffic. That was satisfying.
It is a shame that the original controller is governed. Once you can get inside of that microcontroller, it's so easy to change that 80% to 100%. Another option that might be worth while investigating is just to remove the original microcontroller, find out which pins do what (in terms of input and output) and jumper these to a new micro processor. The controller is good. This would be a cheaper modification -- maybe just a $50 microcontroller and some jumpers.
Also -- I see no evidence of any current limiting circuitry in the original controller.
They often use the copper trace on the pcb as the resistive element to sense current.
seems he was aked to remove much of it. Some is still there though.
definitely says Over Current Protection.
My brand-new EVT-4000e should be here in about a week.
There indeed maybe resistive traces on the board to sense current. Certainly, there are two large relays on the original controller that could be used to shut the whole thing down if necessary. You have to be very careful in putting resistive elements in a high current circuit. They can generate a lot of heat. For example, I had a shunt measuring current inserted in the battery line when I instrumented the scooter last fall to measure voltage and current to the motor. With this new controller, I am pulling a lot more current from the battery and this current shunt overheated and melted the plexiglass base that it was mounted on. Luckily, it was outside of the controller and nothing bad happened.
There is also another way to sense current overload via a MOSFET gate driver circuit. Some of the fancier gate drivers (like the IR2125 - which I did not use) have a current sensing system that can be used to shut down the MOSFETs. However, I didn't see any of those types of chips on the old controller.
I always feel that there is some confusion about current limiting. The way a battery motor system works is the battery voltage works against the back EMF of the motor (it changes with motor RPM). The difference between the battery voltage and the back EMF determines the current that will be drawn by the motor. The only way to increase or decrease current to the motor is to increase or decrease the battery voltage.
Congratulations on getting a 4000e! I just love mine. Here's a question -- do all EVTs sold in the United States contain the governed controller? Are they registered as motorcycles or powered bicycles? Here in Canada, they are registered exactly the same as a 1000 CC Harley Davidson and I need the same motorcycle license as well. Because of this, there is no governing required in the controllers.
in the great state of 'Kulifonia' (as our governator calls it) electric scooters are registered as mopeds as long as they have a top speed under 30MPH. There's some other criteria as well (less than 2 braking HP, etc.) This means that you pay a one time fee for the plate of about $20.00 USD. In contrast my wife's 49cc Honda Metropolitan cost $69.00 USD this year to register and requires a motorcycle plate. I believe most US states have similar codes, hence the speed limited controllers for the North American market. I would like to see the ungoverned 'Asian' controller offered as an option for a reasonable fee. The only place I couold find one was in Canada, and they wanted over $500.00 USD with shipping. That's why I went with the Electric Motorsport 60 volt mod. about half the cost. It's not ideal as the extra battery adds weight, raises the CG, and eliminates the underseat storage, but it makes the bike practical to drive on most surface streets. Before the mod I was limited to back streets with speed limits under 25MPH for safety. Now I can keep up with traffic.
That is exactly it. I don't necessarily want to get anywhere faster (the difference between 28 miles an hour and 35 miles an hour is not really significant) but you need to keep up with traffic. Before this modification, I could not on any main road. Now, I can.
Here's another question for EVT owners -- does everybody get a resonance ringing during acceleration at about 10 miles an hour?
I'm not sure what you mean by 'resonance ringing'. Would this sound be coming from the motor or controller? can you describe it in more detail so I can listen for it next time I take the scooter out for a ride? I haven't noticed anything I would describe as a 'resonance ringing' so far.
It is the same with both the old and the new controller. When you accelerate, as you pass through about 10 mph, there is kind of a tinny ringing coming from the back end. Only for maybe 1 second. The source is the motor, but I think the battery case is actually being excited and it is making the noise as the motor passes through the resonant frequency of the battery case.
It is supprising to know so many interesting topics about EVT-4000 on the other side of the planet. I had it for 3 years and changed the battery once, yet I am the only person knownto have this one around me, even though this is a made in Taiwan stuff, what a shame!! I think the most headac of this e-motorcycle to me is not speed but range to ride. The standard 48V pack can not keep up the heavy body for long riding, espically the battery itself is very heavy too.
I'm recently doing research about battery of tomorrow. And this might be the answer, C-LiFePO4 , this is the web site for more information: http://www.phet.com.tw/Products/Products_Intro.aspx. Recharging duty cycle 4000 times is impressive. Plus, I heard that Tesla is going to install this battery. I have no idea how expensive or possible to modify my evt-400, but I will find out more when visited the battery company in next week.
hope can share more with you guys.
There are a lot of EV folks that would be interested if there is a moderately priced Lion battery/BMS package available.
I second that statement. I've been looking at the DeWalt 36 volt power tool packs on eBay with the A123 cells. At this point it's still too costly to consider, given the amount of small cells necessary to get a 40-50Ahr pack at 48 volts. Then you have to create or find a BMS solution and a charger. It can be done, but takes a large investment in time and money. For now the standard AGM batteries are the best of a number of less than ideal choices. Hopefully prices for the lithium cells will fall and BMS solutions will become more readily available in the near future.
Welcome to our V is for Voltage Community, thanks for the information.
I'm also interested in pricing and availability of packs suitable for E-Scooters: 48V, 50+Ah and high current (>100A) capability.
Should I be over-optimistic now and delay the order of new lead-acid batteries for my EVT168 ;) ?
On the PHET company website I found a report that their batteries have already undergone extensive and successful testing by ExtraEnergy, a renowned German non-profit organisation promoting e-bikes.
I looked at the specs of the PHET batteries and I was not impressed. The A123 batteries have about one third (1/3) higher current output rating when you compare similar batteries, voltage and AH rating, also the weight of the cells are almost equal. The A123 batteries put out more power for the same weight so I have to place my money on the A123 batteries at this time. When I was looking at the over 30AH PHET batteries they only put out half the power requirements for my bike where the A123's can at least get close. I would have to run 3 parallel packs of the PHET batteries to get the same power from 2 parallel packs of the A123's. Using this at my minimum requirements I would have to carry 24LBS of PHET batteries to get the same power as 12 LBS of A123's. I just got rid of my 30 LB lead pack and replaced it with 4 DeWalt packs with a total weight of about 12 LBS, including the battery mounts.
Wow, I don't know what happen to the original question, "A new custom EVT 4000 controller"?
Seems the Re: was changed several times.
We'll try and straighten it all out latter, but the original post was about a controller.
I think the engery density of this battery is less then Li-Iorn bettry using in cell phone according it says. What I impressed is it's signiffcantly high recharged cycle time. If an e-motocycle built in this type of battery, then there is no need of change in 10 years, even longer. My experience is that the acid battery dead in about 2 years. And soon need to prepare another replacement of my EVT. I was supprised when seen the spec of acid battery, recharge cycle is only 250(100% recharging)-750(25% recharging) times. Li-Ion is not much better, 500-1000 times.
No pack details yet, but what I looking for is the 55Ah pack, should be able to replace directly. So here is my plan, if the PHET battery weight less enough, then I might be able to put more, or simply keep the EVT diet, to make it a longer riding range.
The next is to check if the controller need to be modified. I guess this would be a fun project. Hope not cost too much.
It's a way off topic now, so I think should move to Battery subject.
I talked with PHET recently. They have 3 different cell models. the one posted on web is 1100mAh, and the other two are 1200mAh and 1600mAh. With diffent tuning, some gives higher output current, the other gives better energy density.
Although A123 produced a cell in different size, if consider energy density, they are pretty much in the same level.
is it possible for you to read the program from the EVT microcomputer ? I can take a look into that code and find a way to remove the speed limit. I think it's a pretty simple logic.
Interesting work Craig. Do you think it's possible to modify a regulated controler or do we really need to buy an expensive asian controler ? I don't understand your mod, where is the throttle cable now ?
I have a lot of experience in building new controllers based on microprocessors but have never backwards engineered an existing microprocessor to figure out the programming. I don't really know what is involved. You really need to know a lot of things about the processor and I/O scheme.
I think you just need to know the processor and disassemble the code. Once it's done it's pretty easy to find the main routine, the main loop and the constants. Speed limit is probably just a constant value.
How much is a knew standard speed controller unit for eve 4000e and WHwre can I get one from?


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Silberbauer, George (1981). Hunter and Habitat in the Central Kalaharì Desert. Cambridge: Cambridge University Press.
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Why the fruity brandywine of Diana Gabaldon's fiction intoxicates some readers while leaving others unmoved is just one of those puzzles of literary chemistry. In 1991, Gabaldon published Outlander, an exuberant 640-page mash-up of fantasy, historical romance, adventure, and arch comedy that introduced a time-traveling nurse, Claire Randall, and her doughty Scottish lover, Jamie Fraser. In five fat best-selling sequels, Gabaldon advanced their saga, set against a lushly detailed 18th-century backdrop laden with platters of roast pheasant and colorful turns of phrase ("I ken the look of a lass that's been well bedded"). Is Gabaldon's work vivid and transporting? Undeniably. Is it overripe, long-winded, and silly? Oh, aye. As your critic, I am on the fence: I can't recommend these breathless bodice rippers, but I ken their appeal, I do.
Four years ago, Gabaldon spun off a series with Lord John Grey, a minor character from the Outlander novels (one with a major unrequited crush on Jamie). Novices interested in taking the measure of Gabaldon's work might consider her uncharacteristically slender new volume, Lord John and the Hand of Devils, a likable trio of novellas.
The book begins with "Lord John and the Hellfire Club," which finds Grey enjoying some claret at his London hangout, the deliciously named Society for the Appreciation of the English Beefsteak. As a clueless friend teases him about "the ladies," Grey tries not to ogle Robert Gerald, a redhead ("Not copper, not carrot; a deep red, almost rufous, with glints and streaks of cinnabar and gold") he spots across the room. (Grey is comfortable with his homosexuality, but discreet.) Before the day is done, Gerald has been stabbed, dying as Grey strokes his "ruddy" hair, and our noble hero is drawn into a hunt for the dastardly killer. He tackles this task with characteristic élan, intelligence, and fortitude, assisted by jeweled goblets of wine and meaningful glances from fetching men.