Hey normies. Come learn about the Jews and their lies. Drop your best info

Kikes.
-The Jews are the leadership and vanguard of a movement of literal satan worshippers who want to reduce the world's population drastically and rule over an unintelligent, brown slave class.
-Communism was invented by these people for the sole purpose of instituting a worldwide police state through which they can rule, and they plan to institute it universally through the UN.
-Manmade climate change is a hoax, just like the holocaust, designed to scare and guilt people into accepting new draconian rules and losing their way of life.
-They are perfectly willing to allow Islam to fester so long as they can control its leadership to ensure that it keeps the masses terrified and under control while not harming them.
-They created and control ISIS.
-9/11 was orchestrated by the Jews and their Saudi puppets with Bush's knowledge.
-They control literally every nation on earth that has a central bank.
-They propped the United States and Russia up as superpowers in order to use them both to transform the world. They are now propping China up as they head toward the next stage of their plan.
-The migrant crisis was carefully planned and orchestrated by them in order to flood white nations with low-IQ blacks and muslims.
-They are socially engineering us to believe that whiteness is evil and that racemixing is our duty in order to wipe out whites as they see us as their biggest threat.
-They hate Christianity above all else and are doing everything in their power to eradicate it.
-95% of American pastors for the last century have been bought by Jews and spoonfed kike propaganda to lead their congregations into worshipping the kikes as "God's chosen people" even though the Bible calls them the Synagogue of Satan and Christ-killers.
-Faggotry, trannyism, feminism, and porn are all funded and pushed by them to reduce birthrates, especially amongst whites.
-They are behind every anti-white movement as they desperately want a race war.

Other urls found in this thread:

abcnews.go.com/2020/story?id=123885
forward.com/news/national/325698/spy-rumors-fly-on-gusts-of-truth/
archive.org/details/DancingIsraelisFBIReport
cryptome.org/dea-il-spy.htm
informationclearinghouse.info/article17260.htm
youtube.com/watch?v=LbkQddEDPs0
youtube.com/watch?v=UoB80Yk9NYg
youtube.com/watch?v=FR7ioRALGaw
twitter.com/AnonBabble

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Okay op will do

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In any trial of even the most ordinary murder, one can expect an abundance of information about the murder weapon, including a detailed description of the weapon and how it was used. Surely, with regard to murder as novel and as bestially spectacular as the alleged mass-murder of millions of Jews in gas chambers, one would be given far more information. Surely, the postwar trials involving those monstrously amazing gas chambers would provide the most extensive and precise documentation possible regarding such unconventional murder weapons. But no, that is not what one finds at all. Although there is a vast literature, based in part on those trials, including many "eyewitness accounts" and "documentaries" covering the most diverse aspects of the holocaust story, nonetheless, as far as the actual mechanics of the extermination process are concerned, about all one ever finds is an occasional short and vague description.

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The information gaps regarding the mechanics of the alleged extermination process should arouse the gravest suspicions. We are after all no longer in the immediate postwar era, when there would have been many valid excuses for confusion as to events which may or may not have taken place in a terrible war which had ended just recently. Almost forty years have now elapsed. The holocaust specialists have had more than enough time and opportunity to examine documents and alleged mass-murder sites as well as the testimony from the most massive trials in the entire history of the world. Throughout this period they have certainly been active, and yet they have found little. Aside from a few bits and pieces of so-called "confessions" and "eyewitness testimony," they have, in fact, found next to nothing.

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The information gaps are bad enough; what is far worse is that the bits and pieces of information which one does find are simply incredible. To kill people with gas is not inherently incredible since it certainly does happen, even accidentally. But if one carefully examines the available information about the German gas chambers from a scientific, medical or technical perspective, he soon realizes that he is dealing with an absurd muddle. To characterize the alleged mass-murder methodology as "harebrained," "crackpot," or simply "weird" is to understate the situation. The more one examines what little information there is, the more obvious it becomes that the people who repeat the holocaust story in one form or other really have no idea as to what they are talking or writing about. The testimony of the so-called eyewitnesses is especially weird. The Gerstein statement, which has been widely accepted by the holocaust specialists, is probably the best example of such testimony. But the other statements" or "confessions" are almost as bad or worse.

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The absurdity of the various alleged extermination methods does not in itself prove that the holocaust did not happen, but it should at least persuade reasonable people to ask for some other evidence before they let themselves believe such a monstrous tale. The fact that other evidence such as documents ordering the killing of Jews with gas, or hard, physical evidence such as workable gas chambers -- not just ordinary rooms that have been mislabelled -- is also absent should make it quite obvious that something is seriously wrong. (fn. 1)

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ABC News - Israelis Detained on 9/11 Spies
>abcnews.go.com/2020/story?id=123885

Spy Rumors Fly on Gusts of Truth - Marc Perelman - Forward
>forward.com/news/national/325698/spy-rumors-fly-on-gusts-of-truth/

FBI report - Israelis caught celebrating after first tower was struck
>archive.org/details/DancingIsraelisFBIReport

DEA report on Israeli "art student" spies who visited sensitive DEA and DoD locations directly prior to 9/11
>cryptome.org/dea-il-spy.htm

What Did Israel Know in Advance of the 9/11 Attacks? [good summary]
>informationclearinghouse.info/article17260.htm

FOX News - The Israeli 9/11 Connection ep.1
>youtube.com/watch?v=LbkQddEDPs0

Ryan Dawson - War By Deception [contains info on how ((neocons)) used 9/11 to get us into Iraq]
>youtube.com/watch?v=UoB80Yk9NYg

Israel Mossad Chief - Juval Aviv, (mossad agent on whom the movie 'Munich' is based)
>youtube.com/watch?v=FR7ioRALGaw
tries to cover for Israel but ends up admitting a lot

2.40 'there is no doubt that there were various Israeli teams in America... who were MONITORING terrorist networks...

3.08 'Israel had [the 9/11] information that they were giving the American government..'

continues to blame the CIA for storing bombs in the towers

To concoct horrible, but conveniently vague, eyewitness accounts of mass-murder is easy. To have such tales accepted about a defeated enemy nation after a brutal war during which the vast media resources of the victors had succeeded in portraying the enemy as thoroughly depraved and wicked is also easy. On the other hand, it is not at all easy to explain how one could possibly commit mass-murder with Diesel exhaust.

The Exterminationist Position

The table below is from The Destruction of the European Jews by Raul Hilberg, published in 1961. The table summarizes the views of practically all the generally accepted, "consensus," writers on the holocaust story of the last 20 years. The camps listed are the only ones which Hilberg regarded as having been "extermination" camps. Camps such as Dachau, Bergen-Belsen, and Buchenwald are not included. (fn. 3)

Table 1: Characteristics of the death camps according to Raul Hilberg
Camp Location Jurisdiction Type of Killing operation Number of Jews killed
Kulmhof Wartheland Higher SS and Police Leader (Koppe) gas vans (CO) over a hundred thousand
Belzec Lublin district SS and Police Leader (Globocnik) gas chambers (CO) hundreds of thousands
Sobibor Lublin district SS and Police Leader (Globocnik) gas chambers (CO) hundreds of thousands
Lublin Lublin district WVHA gas chamber (CO), shooting tens of thousands
Treblinka Warsaw district SS and Police Leader gas chambers (CO) hundreds of thousands
Auschwitz Upper Silesia WVHA gas chambers (HCN) one million

The fourth column from the left shows that in all of the camps except for Auschwitz, the killing operation supposedly used carbon monoxide or CO. In Auschwitz the killing operation supposedly used hydrogen cyanide or HCN. Of the five camps where carbon monoxide was supposedly used, the vast majority of victims were supposedly killed in just three camps, namely: Treblinka, Belzec, and Sobibor. It is in those three camps that the carbon monoxide was supposedly generated by Diesel engines. The numbers of Jews who were supposedly killed in Kulmhof (Chelmno) or Lublin (Majdanek) are relatively small compared to the numbers for Treblinka, Belzec and Sobibor.

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On the basis of the generally accepted numbers of victims, one can say that approximately half of all the Jewish victims of German gas chambers were supposedly gassed with Diesel exhaust. In other words, the Diesel gas chambers are as important, at least in terms of the numbers of alleged victims, as the gas chambers that supposedly used Zyklon B and hydrogen cyanide.

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For at least several months in 1939 and 1940, Diesel engines had supposedly been used as part of the euthanasia program to kill Germans who were feebleminded or incurably ill in Germany, The experience gained from the use of Diesels for euthanasia was supposedly applied later by some of the same people involved with the euthanasia program, such as Reichsamtsleiter Viktor Brack and Kriminalkommisar Christian Wirth, to the killing of Jews in Treblinka, Belzec and Sobibor in Eastern Poland. According to Hilberg, it was Wirth who supposedly constructed the "carbon monoxide gas chambers" for the euthanasia program on the orders of Brack, who was "actually in charge of the [euthanasia] operation." Then in the spring of 1942 Brack ordered Wirth to Lublin where "Wirth and his crew immediately and under primitive conditions began to construct chambers into which they piped carbon monoxide from diesel motors." (fn. 4)

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In the National Broadcasting Corporation's "Holocaust" miniseries for television, which was essentially a dramatization of the generally accepted holocaust story, there were several references to the use of Diesel engines for mass-murder. In one scene, Dr. Bruno Tesch, who in real life had been a highly qualified chemist and was hanged after the war by the Allies, (fn. 5) explains to Eric Dorf, a fictional SS officer administering the extermination program, that one of the advantages of Zyklon B over carbon monoxide is that Zyklon B "won't clog machinery-and there's no apparatus to break down, as in carbon monoxide." In another scene Rudolf Höss, the commandant of Auschwitz, is about to start a Diesel when Eric Dorf explains to him that he will not need the Diesel anymore because he has ordered another substance, namely Zyklon B.

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The Gerstein Statement

The statement of Kurt Gerstein is still a major cornerstone of the holocaust legend in general. Gerstein was an Obersturmführer (First Lieutenant) in the SS and a mine surveyor by profession with a graduate degree in engineering. When he surrendered to the Americans, he supposedly gave them a prepared statement dated April 26, 1945 (in French, oddly enough) written partially on the backs of several receipts for the delivery of Zyklon B to Auschwitz. Since then he has been elevated to the status of "righteous gentile" by the Israelis and by various Jewish writers for having at least tried to alert the world regarding the Nazi extermination program.

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The text which follows is a portion of the Gerstein statement as given in the English translation of Harvest of Hate by Leon Poliakov. Aside from a rather brazen "error" on the part of Poliakov, namely the claim that 700 to 800 bodies were crowded into 93 square meters instead of only 25 square meters (which is the way the original documents actually read) it is probably no worse a translation than any of the other versions which can be found. (fn. 6)

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SS men pushed the men into the chambers. "Fill it up," Wirth ordered, 700-800 people in 93 [sic] square meters. The doors closed. Then I understood the reason for the "Heckenholt" sign. Heckenholt was the driver of the Diesel, whose exhaust was to kill these poor unfortunates. SS Unterscharführer Heckenholt tried to start the motor. It wouldn't start! Captain Wirth came up. You could see he was afraid because I was there to see the disaster. Yes, I saw everything and waited. My stopwatch clocked it all: 50 minutes, 70 minutes, and the Diesel still would not start! The men were waiting in the gas chambers. You could hear them weeping "as though in a synagogue," said Professor Pfannenstiel, his eyes glued to the window in the wooden door. Captain Wirth, furious, struck with his whip the Ukrainian who helped Heckenholt - The Diesel started up after 2 hours and 49 minutes, by my stopwatch. Twenty-five minutes passed. You could see through the window that many were already dead, for an electric light illuminated the interior of the room. All were dead after thirty-two minutes! Jewish workers on the other side opened the wooden doors. They had been promised their lives in return for doing this horrible work, plus a small percentage of the money and valuables collected. The men were still standing, like columns of stone, with no room to fall or lean. Even in death you could tell the families, all holding hands. It was difficult to separate them while emptying the room for the next batch. The bodies were tossed out, blue, wet with sweat and urine, the legs smeared with excrement and menstrual blood. (fn. 7)

It was not a peephole through which Prof. Pfannenstiel supposedly looked into the gas chamber-it was a window. And it was a window in a wooden door-not a steel, gas-tight door as one might expect. Apparently, there were wooden doors on two sides of at least one of the gas chambers. We are told that the intended victims were still alive after almost three hours in the gas chambers before the Diesel even started. Surely, there must have been many air leaks into the chambers or else the Jews would have been asphyxiated without the aid of any Diesel.

The men were "standing, like columns of stone with no room to fall or lean. Even in death you could tell the families, all holding hands." There is no mention anywhere of the intended victims trying to break out. Surely Prof. Pfannenstiel, with "his eyes glued to the window," would have noticed if some of the people on the other side had been trying to smash through. 8 But no, there is no mention of anything of the sort. We are, however, told that the victims had enough presence of mind to form groups of family members and hold hands.

According to the last sentence of the text quoted, "the bodies were tossed out blue, wet with sweat and urine." Here we have a flaw as far as the death-from-carbon-monoxide theory is concerned because victims of carbon monoxide poisoning are not blue at all. On the contrary, victims of carbon monoxide poisoning are a distinctive "cherry red," or "pink." (fn. 9) This is clearly stated in most toxicology handbooks and is probably well known to every doctor and to most, if not all, emergency medical personnel. Carbon monoxide poisoning is actually very common because of the automobile and accounts for more incidents of poison gas injury than all other gases combined.

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The Gerstein statement, to its credit, makes no claim that carbon monoxide was the lethal ingredient in the Diesel exhaust. It is the exterminationists, i.e., the people who try to uphold the holocaust story, who have repeatedly stated that death was due to the carbon monoxide in the Diesel exhaust. The recurrence of references to "bluish" corpses in several examples of so-called, eyewitness testimony" from West German trials merely demonstrates the "copy-cat" nature of much of that testimony. That such testimony has been accepted by West German courts specializing in holocaust-related cases and by the holocaust scholars, apparently without any serious challenge, merely demonstrates the pathetic shoddiness of those trials and of the 'scholarship' pertaining to the subject in general.

If the corpses had, indeed, appeared "bluish," death certainly would not have been due to carbon monoxide. A "bluish" appearance could have been an indication of death from asphyxiation, i.e., lack of oxygen. In this article we will investigate that possibility and we will see that in any Diesel gas chamber, although death from lack of oxygen is very unlikely, it is nonetheless far more likely than death from carbon monoxide.

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You know you can add more words per post right?

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Yea I know I’m only going by paragraph by paragraph.

According to Leon Poliakov, who is a French-Jewish historian and one of the few historians anywhere who has actually written at any length in support of the holocaust story, "there is little to add to this description [the Gerstein statement] which holds good for Treblinka, Sobibor as well as for the Belzec camp. The latter installations were constructed in almost the same way and also used the exhaust carbon monoxide gases from Diesel motors as death agents." According to Poliakov, more than a million and a half people were killed with Diesel exhaust. (fn. 10)

Toxic Effects of Carbon Monoxide

To investigate the Diesel gas chamber claim, two questions one should ask are: How much carbon monoxide is actually needed to kill a human being in half an hour? Does Diesel exhaust ever contain that much carbon monoxide?

Table 2: Toxic effects of carbon monoxide (fn. 11)
Parts of carbon monoxide per million parts of air Carbon monoxide in per cent Physiological effects
100 0.01% Concentration allowable for an exposure of several hours.
400 to 500 0.04%-0.05% Concentration which can be inhaled for 1 hour without appreciate effect.
600 to 700 0.06%-0.07% Concentration causing a just appreciable effect after exposure of 1 hour.
1,000 to 1,200 0.10%-0.12% Concentration causing unpleasant but not dangerous effects after exposure of 1 hour.
1,500 to 2.000 .1 5%-.2% Dangerous concentrations for exposure of 1 hour.
4,000 and above .4% and above Concentrations which are fatal in exposure of less than 1 hour.

Carbon monoxide poisoning has been thoroughly studied since about 1920, when it was carefully examined in order to determine the ventilation requirements of tunnels for motor vehicles, particularly for the New York City metropolitan area in such tunnels as the Holland Tunnel. Since the early 1940s, it has been widely accepted on the basis of the research of Yandell Henderson and J.S. Haldane that an average carbon monoxide concentration of "0.4% and above," as shown on the last fine of Table 2, is the amount needed to kill people in "less" than one hour of continuous exposure. (fn. 12) Concentrations of 0.15% to 0.20% are considered "dangerous," which means they might kill some people in one hour, especially if those people have, for example, weak hearts. But in order to commit mass-murder in a gas chamber, one would require a concentration of poison gas sufficient to kill not merely a "portion" of any given group of people, but rather, sufficient to kill "all."

The vagueness introduced by Henderson's use of the term "less" is unfortunate. It arises from the fact that although Henderson and others were able to test for non-lethal effects in a laboratory with a high degree of accuracy -- the lethal effects could not be tested in the same way. The lethal effects and the corresponding CO levels were determined on the basis of careful extrapolation of carboxyhemoglobin levels over time from nonlethal tests on humans and from some lethal tests on animals. Although the test results for lethal effects are not as precise as one might wish, they are nonetheless sufficiently accurate to support some important conclusions about Diesel gas chambers.

According to the exterminationists, the nasty deed was always done in less than half an hour. In order to determine how much carbon monoxide would be needed to kill in only half an hour, instead of a full hour, one can use the widely accepted rule of thumb known as "Henderson's Rule," which is:

% CO x (exposure time) = Constant for any given toxic effect

In other words, for any given toxic effect, the poisonous concentration must be inversely proportional to the time of exposure. This means that to kill in half an hour, one would need twice the concentration that one would need to kill in a full hour. Applying this rule to the "0.4% and above" needed to kill in "less than one hour," we get 0.8% and above as the concentration needed to kill in less than half an hour. (fn. 13)

Applying the same rule to the 0.15% to 0.20% which is "dangerous" for one hour of exposure, we get 0.3% to 0.4% as the amount of CO which is dangerous for half an hour of exposure.

What all this means is that to have any kind of practical gas chamber using carbon monoxide as the lethal agent, one would need an average concentration of at least 0.4% carbon monoxide, but probably closer to 0.8%. We should keep "0.4% to 0.8%" in mind as benchmark numbers to which we can refer shortly.

glad to see this thread among the shills.

The important consideration is always the "average" concentration over the entire exposure period and not some quantity of poison measured in pounds or cubic feet. To try to analyze the problem by determining actual quantities of CO produced, rather than "concentrations," would be futile since the little that one is told, in the case of Gerstein's description, about the actual size of the chamber or chambers is so incredible to begin with.


Figure 1: toxic effects of low levels of carbon monoxide. (fn. 14)
Figure 1 gives the symptoms of various low level carbon monoxide exposures as a function of time of exposure. The highest CO concentration which is discussed is 600 ppm (parts per million). 600 ppm is another way of saying 0.06%. The chart shows that after one hour of exposure to an average concentration of 600 ppm of GO, one would experience a headache but not a throbbing headache. Even after 100 hours of exposure, the worst that one would experience would be a coma but not death. However, after only half an hour of exposure to 600 ppm, no symptoms are indicated at all-not even a mild headache. We should keep "0.06%" in mind as another benchmark number to which we will refer.

The Diesel Engine
It would have been helpful if the Holocaust proponents had provided such data as the engine manufacturer's name or the model number, size and HP rating of the engines. Although similar information would be considered essential in the investigation of any ordinary murder, alas, when one is dealing with holocaust such details are too much to expect. The most frequent claim seems to have been that the engines were Diesels from Soviet tanks (most Soviet tanks during the war were Diesel-driven, including the famous T-34), but it has recently been claimed that at least one of the engines was from a Soviet submarine. Any submarine engine would certainly have been a Diesel also. Is In lieu of better information, one has to investigate the broader and more difficult question of whether or not any Diesel ever built could possibly have done the abominable deed.

I just copied and pasted the text of an archived board and all this shit generated on its own

If Gerstein had claimed that the carbon monoxide was generated by gasoline engines, his story might be more credible. Gasoline engines can, indeed, kill rather easily and with little or no warning because their exhaust is almost odorless. Although Diesel engines look very much like gasoline engines, at least to most people, they are actually quite different. Any mining engineer or mine surveyor should certainly have been able to easily distinguish between the two types of engines. For one thing, the sound of Diesels is so distinct that almost anyone can with a little experience recognize them with his eyes closed.

Another peculiarity of Diesels is that when in operation they usually give warning of their presence-their exhaust generally smells terrible. The intensity of the smell or stench has, no doubt, given rise to the thoroughly false impression that Diesel exhaust must therefore be very harmful.

Although Diesel exhaust is not totally harmless it is, in fact, one of the least harmful pollutants anywhere except for some possible long term, carcinogenic effects which are totally irrelevant for the operation of a gas chamber to commit mass-murder. Diesel emission levels have always been within the current air emission standards of the U.S. Environmental Protection Agency without requiring any modifications or accessories. Diesels have always produced less than 1% carbon monoxide which is the current standard for internal combustion engines. Gasoline engines have only met the same standard after many years of research and after the addition of many complex accessories and engine modifications. The Diesels of the 1930s and 1940s were as clean-burning as, if not more clean than, Diesels of today.

Figure 2 compares the carbon monoxide emissions from Diesel and gasoline engines. Gasoline engines are sometimes called spark ignition engines as in this figure. Clearly, the logical choice between the two types of engines as a source of carbon monoxide would always have been the gasoline engine. From spark ignition or gasoline engines, one can easily get 7% carbon monoxide, but from Diesel engines one can never get even as much as I% with liquid fuels.

Carbon monoxide emissions from internal combustion engines are commonly plotted as functions of air/fuel ratio or fuel/air ratio.

Fuel/air ratio is merely the reciprocal of air/fuel ratio. It has generally been accepted by the auto industry and by environmentalists that Diesel exhaust-gas composition is related chiefly to these ratios and not to other factors such as rpm. (fn. 17)

An air/fuel ratio of 100, for example, means that for every pound of fuel burned, 100 pounds of air are drawn into the engine. However, only about 15 pounds of air can ever react in any way chemically with each pound of fuel regardless of the air/fuel ratio or even the type of engine. This means that at an air/fuel ratio of 100, there are always about 85 pounds of air which do not react. These 85 pounds of excess air are blown out of the engine without undergoing any chemical change at all. As far as the excess air is concerned, the Diesel engine is nothing more than an unusual kind of blower or compressor.

Gasoline engines always operate with a deficiency of air. As a result of this deficiency, the reaction process in a gasoline engine can never go to completion, a relatively large proportion of carbon monoxide to carbon dioxide is always formed.

Diesels always operate with an excess of air. At idle, Diesels operate with air/fuel ratios as high as 200:1. At full load, the air/fuel ratio is only down to 18:1. Because of the abundance of air, there is always far greater opportunity for the fuel to burn to completion, thereby causing very little carbon monoxide to be produced as compared with gasoline engines. Also, what little carbon monoxide is produced in the cylinders of a Diesel is subsequently diluted by the excess air.

As soon as one acquires an understanding of the differences between Diesel and gasoline engines, it becomes obvious that the logical choice as a source of carbon monoxide would always have been the gasoline engine. The Diesel engine is, and always was, an inherently ludicrous choice as a source of carbon monoxide.

There are basically two types of Diesel engines: divided combustion chamber engines and undivided combustion chamber engines.

The divided chamber category of Diesel engines is generally subdivided into precombustion chamber designs and turbulent cell designs.

Figure 3 shows a pair of emission curves for Diesels with divided combustion chambers that were the result of exceptionally careful and extensive tests made in the early 1940s in the United States by the U.S. Bureau of Mines to determine whether or not Diesel engines could operate in underground mines without endangering miners. l) The conclusion of the- U.S. Bureau of Mines as stated in many reports throughout the intervening years has always been that Diesels may operate underground in non-coal mines subject to USBM approval of the engines and the mechanical arrangements in which the engines are employed.

The lower curve in Figure 3 is for a precombustion chamber Diesel. The upper curve is for a turbulent cell Diesel. The lowest fuel/air ratio always corresponds approximately to idle and also to a no-load condition. For the pre-combustion chamber Diesel at idle, the carbon monoxide level is less than 0.0211/o. For the turbulent cell Diesel at idle, its carbon monoxide level is barely 0.06%. What this means is that at idle both of these types of Diesels could not produce enough carbon monoxide to even give a headache after half an hour of continuous exposure.

As one starts to impose loads on these engines, thereby, in effect, increasing the fuel/air ratio's, the carbon monoxide levels actually decrease at first. Only as one approaches full load, represented by the solid heavy line in the figure, do the carbon monoxide levels rise significantly to a maximum of 0.1% at a fuel/air ratio of .055. A CO concentration of 0.1% is still well below the benchmark range of numbers, "0.4% to 0.8%." In other words, neither of these engines could possibly have produced enough carbon monoxide to kill anyone in half an hour regardless of the loads on the engines.

Diesel Smoke
One characteristic of Diesels is that they tend to smoke. This is not due to any inherent inefficiency of Diesels. On the contrary, Diesels are as a rule extremely efficient. The smoke is primarily the result of the nature of Diesel combustion and the heavier fuels which are used-as compared with gasoline engines.

The solid heavy line in Figure 3 represents the smoke limit that manufacturers have found necessary to protect their engines from excessive wear due to smoke and solids accumulations within the cylinders. As a practical matter, a Diesel cannot be operated to the right of the solid heavy line with liquid fuels. In Figure 3 as well as in Figure 5, the solid heavy line is at a fuel/air ratio of 0.055. Many manufacturers are more conservative and limit their engines to fuel/air ratios below 0.050.

Diesel engines can operate safely at fuel/air ratios greater than 0.055 only if they are burning a clean gaseous fuel; this is the only way to avoid the buildup of solid material within the cylinders. The data shown for fuel/air ratios above 0.055 were only gathered because the researchers at the U.S. Bureau of Mines chose to test the engines for theoretical reasons with gaseous fuel far beyond the normal, full load settings of the respective engines.

The data for clean gaseous fuel is irrelevant to our analysis because if the Germans had had a gaseous fuel for the Diesel, they could have sent that gas directly to the gas chamber. To have used a Diesel engine as some kind of intermediate step would have made no sense at all. Such an arrangement could only have made the gas far less toxic. Since carbon monoxide is highly combustible, any carbon monoxide going into the Diesel would have been largely consumed within the engine.

Absolutely subversive.

Diesel smoke contains a liquid phase and a solid phase. The liquid phase generally gets blown out of the engine with the exhaust and, therefore, does no harm to the engine. But if enough solid material is also produced, and rapidly enough, some of that material will accumulate in the cylinders where in just a few minutes it can severely damage the piston rings and valves and cause the engine to simply self-destruct and stop. As the graph shows, the amount of solids produced by the engines increases dramatically just beyond a fuel/air ratio of 0.055. For this reason, manufacturers as a rule equip the fuel injection pumps with stops so that the engines can only operate below 0.055 or 0.050.

Operating any Diesel under any substantial load, regardless of the particular design or engine type, would have led to the production of significant amounts of smoke. Smoke is generally also noticeable immediately after start-up, even at idle or under light load, when the engine has not yet had time to reach its normal operating temperature. It should be no great surprise that there is no mention of any smoke from the Diesel-black, white, dense or otherwise-anywhere in the Gerstein statement or in any of the postwar trial testimony.

Figure 4: Liquid and solid components of Diesel smoke. (fn. 20)

Undivided Chamber Diesels
Figure 5 shows that an undivided chamber Diesel still produces only about 0.03% carbon monoxide at idle, which is not enough to cause a headache after half an hour of exposure. However, as increasing loads are imposed on such an engine, the carbon monoxide levels do eventually rise rather sharply, and at full load, represented by the heavy vertical line, the carbon monoxide level is indeed about 0.4%. In other words, here we have a Diesel which looks as if it could have been used to commit mass-murder in half an hour.

Hitler was a Jew think about it logically.
A Austrian painter who has family links to the rothschilds / other Jewish elitists outve nowhere becomes a political leader and institutes economic policy's that dramatically reverses Germany's economy and turn it into a powerhouse almost overnight
Should have easily won the Second World War but makes continued stupid errors that cause Germany's defeat.
Irregardless of wether the holocaust was real or fake or exaggerated it makes nationalism abhorrent in the mainstream view for generations to come.
Out of defeat the globalist tools for world domination such as the UN and the EU are created.
Hitler's writings about creating a homeland for his people and having to die to achieve this show he knew he would have to loose and he knew that Israel would be created after the effects of the holocaust ( real or not ) were made public
Ultimate red pill Hitler created Israel Hitler was a illigatimate child of Jewish elitist bankers
Hitler fucked modern society by creating a perfect example of a modern society then fucking it up by doing the holocaust and then loosing the war so his illuminati buddies could take controll of the world and anything resembling how society should be run would be accreditied to leading to the holocaust

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Figure 5: Carbon monoxide emissions from undivided chamber Diesel engines. (fn. 21) The heavy vertical line at a fuel:air ratio of 0.055 has been added by the author.

The problem for this engine, and for au Diesels, is that to operate at full load continuously for long periods, such as half an hour at a time, would involve severe risks of fouling and damage from accumulated solids inside the cylinders. If operating at lower and safer fuel/air ratios than 0.055, which would also be lower loads, the carbon monoxide emission levels drop very dramatically. For example, at 80% of full -load, which is generally regarded as a safe maximum for continuous operation and which occurs at a fuel/air ratio of about 0.045, the carbon monoxide level is only 0.13%. According to Henderson's rule and index figures and some simple calculation, 0.13% carbon monoxide would not even be "dangerous" for half an hour of exposure.

That Figure 3 and Figure 5 are indeed typical of all Diesel engines over the last fifty years is attested to by the fact that these particular curves have been referred to and are still being referred to in countless journals and books on Diesel emissions to this very day. In other words, there are no better examples of Diesel emissions. To be sure, there are many other test results which one can find in reputable automotive journals such as the Society of Automotive Engineers Transactions. But if one takes the trouble to look through the SAE Transactions of the last forty years, as well as through other journals, he will not find any examples of worse carbon monoxide emissions than Figure 5. Our analysis of Figure 5 represents the worst case that can be found anywhere for any Diesel engine.

Engine Loading

Aside from the smoke problem, merely to impose a full load on any engine is far from easy. For example, if one has a truck, a full load can be imposed on the engine by first filling the truck with a heavy cargo and then racing the vehicle up a steep hill at maximum speed with the accelerator to the floor. Under that condition one would probably be putting out about 0.40/o from the exhaust pipe if the truck's engine were an undivided chamber Diesel. However, if the truck is parked in a driveway, it is far more difficult to impose a full load on the engine. Simply "racing" the engine with the transmission in neutral" will put no more than a few per cent of load on the engine. Letting the clutch slip and stepping on the accelerator may impose a somewhat greater load on the engine but the clutch will rapidly burn out, jacking up the rear end of the vehicle and applying the brakes while racing the engine will impose a somewhat greater load but the brake linings will rapidly burn out.

The only way to realistically impose a significant load on any engine is by attaching to the engine some kind of brake dynamometer or other loading device, such as a generator with an electrical load.

Brake dynamometers could have been available and the Germans must have had many, but they are hardly the kind of equipment that one finds in the typical auto repair shop. They are generally only available in well-equipped engineering testing laboratories. They cost much more than the engines to which they are attached, since they are not mass-produced.

A generator arrangement seems more plausible since places such as reblinka and Belzec would have needed electricity, even if only to keep the barbed wire charged and the lights burning. However, such an arrangement suggests a continuous operation of both the generator and the Diesel which is contrary to the Gerstein statement. According to that statement, the engine was unable even to start for almost three hours prior to the actual gassing. There is nothing in the statement to even remotely suggest that the engine served any other purpose than to kill Jews. If it had had a dual purpose, for example, to also drive a generator, one could have expected some comment about the lights going on as the Diesel started-but there is nothing of the sort.

The Golden Horde.

Aldehydes, Nitrous Oxides and Hydrocarbons
There are other pollutants in Diesel exhaust besides carbon monoxide. These are aldehydes, nitrous oxides, and hydrocarbons, which are indeed harmful. The smell or stench for which Diesels are notorious is not caused by carbon monoxide-carbon monoxide is completely odorless. The smell is caused by trace amounts of certain hydrocarbons and aldehydes which the most modern analytical instruments can just barely identify, let alone measure. The sensitivity of the human nose to these compounds is, however, extremely high and out of all proportion to the actual quantities present.

Nitrous oxides can form nitric acid by reacting with the moisture in the lungs which can, in turn, cause cancer after many months of exposure. One of the nitrous oxides formed by Diesels is tear gas, which is extremely irritating. The possible carcinogenic and mutagenic effects of nitrous oxides and certain other ingredients in Diesel exhaust may become the basis for special emission standards for Diesels in the not too distant future. All these effects are, however, long-term and totally irrelevant for mass-murder in a gas chamber.

Although Diesel exhaust is relatively harmless, inhaling it is not a pleasant experience. If Diesel exhaust were introduced into a large meeting room, it would not take very long before everyone present would feel driven by an overwhelming desire to get out, regardless of how safe he or she were convinced the exhaust really was. And yet, the Gerstein-statement makes no mention of any attempt to break out of the gas chamber or even to break the "window." We are told rather that the victims formed family groups and held hands.

Oxygen in Diesel Exhaust

Figure 6: Exhaust gas constituents of internal combustion engines. (fn. 22) The heavy vertical line at a fuel:air ratio of 0.055 has been added by the author.
If the Jews were not murdered with carbon monoxide from Diesel exhaust, could they have died instead from the effects of reduced oxygen in Diesel exhaust? Such a theory would at least be consistent with the claim that the corpses were "blue." A bluish coloring to certain parts of a corpse is indeed a symptom of death from lack of oxygen. This theory, however, does not hold up very well because of the fact that Diesels always operate with excess air.

Normal air contains 21% oxygen. In Figure 6 we see that the oxygen concentration corresponding to idle in the exhaust of any Diesel (divided or undivided chamber), shown near the top of the chart at a fuel/air ratio of 0.01, is 18%, which is just a few per cent less than one finds in normal air. At full load, which corresponds to a fuel/air ratio of 0.055, the oxygen concentration in the exhaust of any Diesel is 4%.

Probably the best discussion of the effects of reduced oxygen levels or asphyxia is provided by Henderson and Haggard:

Second Stage. When the oxygen is diminished to values between 14 and 10 per cent the higher values of the brain are affected. Consciousness continues, but judgment becomes faulty. Severe injuries, such as burns, bruises and even broken bones, may cause no pain. Emotions, particularly ill temper and pugnacity, and less often hilarity, or an alteration of moods, are aroused with abnormal readiness ...

Third Stage. When the oxygen is diminished to values between 10 and 6 per cent, nausea and vomiting may appear. The subject loses the ability to perform any vigorous muscular movements, or even to move at all. Bewilderment and loss of consciousness follow, either with fainting or a rigid, glassy-eyed coma. If revived, the subject may have no recollection of this state, or an entirely erroneous belief as to what has happened. Up to this stage, or even in it, he may be wholly unaware that anything is wrong ...

Fourth Stage. When the oxygen is diminished below 6 per cent, respiration consists of gasps separated by apneas of increasing duration. Convulsive movements may occur. Then the breathing stops, but the heart may continue to beat for a few minutes and then develop ventricular fibrillation, or stand still in extreme dilation. (fn. 23)

According to Haidane and Priestley, "air containing less than 9.5 per cent of oxygen would ordinarily cause disablement within half an hour." (fn. 24) Disablement is still not death.

It is clear that there is no magic number below which death would occur, or above which life would continue. However, for any gas chamber relying upon reduced oxygen as the killing method, one would have to reduce the oxygen to below 9.5% perhaps even below 6%.

From Figure 6 we see that to reduce the oxygen concentration in the exhaust to just 9%, any Diesel would have to operate at a fuel/air ratio of about 0.040, which corresponds to about 3/4 of full load. To reduce the oxygen concentration to as low as 6%, which would be the fourth stage according to Henderson and Haggard and would almost certainly be the condition needed to kill "all" members of any intended group of victims, any Diesel would have to operate at a fuel/air ratio of about 0.048, which is close to full load. In other words, any Diesel gas chamber relying on the reduction of oxygen as a killing method would have to operate at more than 3/4 of full load, but probably closer to full load.

From the above it should be obvious that over most of their operating ranges, Diesels discharge sufficient oxygen so that one can literally inhale pure Diesel exhaust and survive on the oxygen in the exhaust. From idle to at least 3/4 of full load, Diesel exhaust contains sufficient oxygen to sustain human life for at least half an hour.