Path: trends.ca!hub.org!WCG!news.idt.net!news.maxwell.syr.edu!news.mel.connect.com.au!news.syd.connect.com.au!nsw.nntp.telstra.net!act.news.telstra.net!news.dynamite.com.au!not-for-mail From: "emills"
Newsgroups: alt.revisionism Subject: Re: Diesel Gas Chambers? Date: 3 Jun 1998 12:43:12 GMT Organization: Dynamite Internet http://www.dynamite.com.au/ Lines: 112 Message-ID: <firstname.lastname@example.org> References: NNTP-Posting-Host: isp77.unl.can.dynamite.com.au X-Newsreader: Microsoft Internet News 4.70.1155 Xref: trends.ca alt.revisionism:180129 The posting by Eugene Holman does not give a totally accurate account of the information contained in the two sources referred to. The Volvo site states that only 0.1-0.3% of a diesel exhaust can be classified as exhaust gas emissions. The remainder consists of the same elements as found in the air, oxygen, carbon dioxide, nitrogen and water. The site names both nitrous oxide and carbon monoxide as exhaust gas emissions. It says nitrous oxide irritates the lining of the oesophagus and the lungs, causing nausea - it does not say that this gas can be lethal. Of carbon monoxide it says that it can cause asphyxiation and possibly death, but it does not specify what concentration in the exhaust or the air is required to have those effects. The information at this site is consistent with that at the Carbon Monoxide Headquarters, at http://www.phymac.med.wayne.edu/FacultyProfile/penney/COHQ. There it is stated that the CO concentration of diesel exhaust is 0.1%, higher if poorly tuned, compared with the exhaust of a gasoline engine with a concentration of 1-10%. This site gives examples of the use of exhaust fumes for suicide, and demonstrates how the CO concentration in the air inside the passenger compartment of a motor vehicle ( expressed in parts per million) builds up over time, but those examples all refer to gasoline engines. For example, it shows how a 1% CO concentration in the exhaust (the lowest level for gasoline engines) will produce an air concentration of 10,000 ppm after about 10 minutes, and then level off. Other tables at this site show that exposure to an air concentration of 10,000 ppm will cause the carboxyhemoglobin (COHb) in the blood to build up to the fatal level of 50% after about 15 minutes. Although the COHQ site does show the build-up of CO from an exhaust concentration of 0.1% (the normal level produced by a diesel engine), it seems reasonable to assume that diesel exhaust will cause an air concentration of 1,000 ppm. According to the table at this site, that air concentration would result in 62% COHb saturation after infinite exposure time. This suggests that the CO concentration in the air in an enclosed space produced by normal diesel exhaust would not be sufficient to be reliably lethal. The data at the COHQ site imply that the exhaust of a poorly tuned diesel engine could produce a CO concentration in the air high enough to be reliably lethal. If so, it is possible that poorly tuned diesel engines were used at Belzec, Sobibor and Treblinka for homicidal purposes. If that is the case, it should be reflected in testimony, ie there should be accounts of experiments with the tuning to find the setting that would produce a sufficiently high level of CO in the exhaust. Perhaps this is a topic for further research. Alternatively, it is possible that gasoline engines were used, but that would mean that a number of witnesses, such as Gerstein, were mistaken. As to the EGP gas purifier site, it does indeed state that a diesel engine can produce up to 4,000 ppm of CO. But this refers to the concentration in the exhaust, not the concentration in the air in an enclosed space. 4,000 ppm equals 0.4%, four times the normal level of 0.1% ( as per COHQ site). Furthermore, the accompanying table shows exhaust concentrations of between 1,000 and 3,000 ppm (= 0.1% and 0.3%) at full load, and a maximum of 200 ppm (= 0.02%) at no load. Michael Mills Eugene Holman wrote in article ... > More evidence indicating that diesel exhaust can be lethal, particularly in > inadequately ventilated areas. > > > 1. European Union emission limits for Diesel engines 1990 - 1998 > Source: http://www.penta.volvo.se/industry/technology/emissionssem.html > > (The tables and accompanying discussion posted there giving EU emission > limits make it clear that nitrogen oxides rather than CO constitute the > primary potentially lethal pollutant in diesel emissions, and that > improvements in diesel engine technology have resulted in drastic reduction > in the amount of NOx and CO allowed in diesel fuel over the past eight > years.) > > > 2. From an Italian presentation ofexhaust gas purifying equipment, making > reference to EU legislation giving the technical specifications for exhaust > gas purifiers. > > Source: http://www.aliasnet.it/pub/amed/a1.htm > EGP exhaust gas purifiers > for diesel engine > > Diesel fumes can be a Health Hazard > Diesel engines typically emit up to 4,000 ppm of deadly carbon monoxide and > smaller amounts of harmful aldeydes and hydrocarbons > > Under the new regulation for the Control of Substances Hazardous to Health > (COSHH), a business that uses or creates a substance that could be a health > risk is obliged to identify and control it and minimize the risk of its > exposure to employees. Diesel exhaust emission is classified as > "Hazardous" under this regulation; especially risky when vehicles are > operating in inadequately ventilated areas. > > > ***************************************** > > The information contained in the final sentence is known to people who make > plans to commit suicide using the exhaust from their diesel-powered > automobiles. > With best regards, > Eugene Holman >
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