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2009-10-04 HTML

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• Tags: Kangaroo_Inn Kangaroo_Inn_Area_School Rural_School South_Australia_Schools Kangaroo_Inn_School DECS

This is the school my kids currently attend. Located Aproximately 15 Klms away from Clovelly.

Kangaroo Inn Area School is a Child Parent Centre to Year 12 school with an enrolment of approximately 185 students. It is located at the intersection of the Penola-Beachport/Robe-Penola Road approximately 28 km from Beachport and 55km from Robe.

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Google Map

Ruins of Kangaroo Inn (2005)

Front Gates at KIAS

Google Map

Ruins of Kangaroo Inn (2009)

KIAS Links * Googlemap showing Kangaroo Inn Area School * Kangaroo Inn Area School Website * Wattle Range Council Website - Furner * KIAS man killed in shark attack - 2005 * Ash Wednesday Memories? * Tamworth Star * KIAS Facebook * SA Gov

Ruins of Kangaroo Inn (2009)

I know you were lagged for stealing ten-pennorth of hay; don't you mind you told us in the Kangaroo Inn, once when you were drunk, that you was lagged for stealing the hay.

Kangaroo Inn was built in the 1840’s. It became a licensed premises from 1861 till 1878. Located on what was the Old Overland Road to Melbourne. The Ruins lie opposite the Kangaroo Inn Area School.

In its heyday during the construction of the early drains, (1861-1878) the Inn serviced traffic from every direction, and was an important stopping point along the Mail Route and bullocky Route.

From 1840 till 1861 and again from 1878 till 1888, the Inn although unlicensed aparently conducted a popular liquor trade.

For building materials, stone was quarried with pick and shovel from the stony ridges on the site of the buildings. Once hewn into bricks with stone chippers, the stone was mortared together with a mixture of lime and sand.

The ceiling consisted of lathe and plaster; the roof slats and iron. The bar door (made of thick wood) was suspended on hinges at the top, so it could be quickly lowered to protect the men inside the event of trouble outside.

These old buildings (built entirely by local labour and none of our present-day machinery) were very strong and have withstood the test of time.

The history of the Inn is as varied as it is long. Originally it was a junction station built prior to the Victorian Gold Rush, and used as a resting place for mail coach drivers and the general public travelling between Adelaide, Penola and Mt Gambier. From 1854 William Rounsevell began mail-coach runs from Adelaide through to Mt Gambier. In 1867 Cobb and Co took over the mail-coach run.

Settlers from Guichen Bay and coaches would stop at Kangaroo Inn to refresh and rest both horses and people. Then it was a 30 mile journey (about 1 day) before the next inn was reached.

If going to Penola, this was Paynes Inn, Mount Gambier, the Mt Burr Hotel, or Adelaide, the Telegraph Inn.

Few Chinese en route for the Victorian Goldfields ever stopped at these Inns or stations, as they were illegal immigrants, and frightened of being apprehended by government officials. Rather, they would build wells well off the worn route. Some of these are still landmarks in the district today.

Although unlicensed, Kangaroo Inn had a popular liquor trade - bringing the district its share of troubles. Once, whilst the Reedy Creek Drain was being excavated by hand, a murder was committed.

After a drunken brawl at the Inn between a Furner resident and a navvy working on the drain, the navvy was found dead between “Kangaroo” and “Paynes” Inn. The case remained unsolved, and even today it is a matter of speculation as to who was the killer - The Furner resident or the local aborigines.

In 1878, the proprietors of the Inn were Mr and Mrs Grant, who later settled in Furner. During this time railways were taking over the business of mail coaches, so the Inn gradually lost trade.

It was finally closed in 1886, when the Kintore Hotel was opened at Furner by Mr A H Bellinger. Later, the Inn was converted to an overseers cottage for Gillap Station, then owned by Mr N M Donald (Senior).

The remains of the shearing shed and old sheep dip can be found nearby. In the years after this, Kangaroo Inn was mostly deserted - occasionally being used as a camp by woodcutters.

Now it hasn’t been used for a long time and is partially in ruins.

Thanks to South Australia Jubilee 150 Youth Grant, the ruins of Kangaroo Inn have been restored to their present state.

Plaque at Kangaroo Inn

Ruins of Kangaroo Inn (2009)

Digging the Drains (1910)

Mrs. W. J. Witt, was a pioneer of the district. She came here in the 1850’s, and was in business in different centres. She could relate many memories of the early history of the nortbern part of the South-East. She was born at Buith, in the county of Breeonshire, Wales, in 1826, and came to Australia in 1854,

Landing in Port Adelaide, accompanied by her husband, Mr. John McDonald?, They settled in the Kingston district shortly after, and Mrs. Witt’s first husband was in the employ of Mr. James Cooke, Whose name is closely identified with the early history of that place. Later Mr. McDonald? was employed by Mr. J. Brown, of Baker’s Range.

Subsequently Mr. and Mrs. McDonald? took charge of the Kangaroo Inn, which was then the house of call on the road between Penola and Robe. Travellers between Adelaide and Mount Gambier in those days had to pass the Kangaroo Inn, and many of the early colonists bave partaken of Mrs. Witt’s hospitality.

After conducting the Kangaroo Inn for six or seven years Mrs. Witt and her busband went on the land at Kalangadoo for a time.

About 1868 they came to Narracoorte and purchased the freehold of the Merino Inn, now the Narracoorte Hotel. Mrs Witt’s first husband died three weeks after they took over the business.

She carried on the hotel herself for about eight years, and effected several improvements to it during her occupancy. She erected an assembly hall beside the hotel, and this was opened by Sir James Fergusson, then Governor of the State.

Mrs. Witt sold tbe business of the Narracoorte Hotel to Mr. Savage and the freehold of the property to Mr. Beaglebole, of Adelaide, and bought the freehold of the Royal Mail Hotel, at Kingston in 1877.

She carried on the business successfully for a couple of years and then sold out. She then went to Tasmania, later returning to the scenes of her former days and settling at Kingston. She paid a visit to her native land, Wales, and on her return resided at Mount Gambier for a few years, after which she returned to Kingston. Mrs. Witt was married to her second husband in 1881, and he survives her.

• Ref: Advertiser Wednesday 25 April 1917
• See: Original Image: Digging the Drains (1910)

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• Tags: Water_Licences

I thought this stunk sooo much.. I had to post it here…

If I go into the bank in Australia.. and lets say I’m lucky enough to be able to withdraw.. lets say.. $5000 in cash.. The bank gets all nosy and wants to know what the money is for. Is it for a car?? Is it for a boat? They can get Quite insistant.. (I’m not that paranoid.. I dont think…)

The higher the amount that you withdraw in cash.. The more insistant they become to know where the money is going..

Fair enough you say? Ok then..

Quote “ONLY a tiny handful of water bureaucrats in each state has full knowledge of who owns the country’s permanent water rights, as water registries cannot be openly searched. Some foreign acquisitions of water that have emerged include:

Summit Global Management, founded by John Dickerson, of San Diego, owns $20 million worth of water through its Australian subsidiary Summit Water Holdings. The company wants to buy more.

The Singapore company Olam International acquired nearly 90,000 megalitres of permanent water along the Murray when it picked up the almond operations of the failed managed investment scheme Timbercorp last year. The land and water were valued at $288 million.

The British investment fund Ecofin owns 20 per cent of Eastern Australia Irrigation, a company with extensive land and water holdings in south-eastern Queensland.

Tandou Limited owns Tandou Farm, near Menindee Lakes, in far western NSW. A fierce takeover battle this year has left the company dominated by the New Zealand corporate raider Sir Ron Brierley’s Guinness Peat Group (28 per cent), battling it out with Ecofin (19.9 per cent) and the US company Water Asset Management ( 13 per cent). Tandou’s most valuable asset is $30 million worth of water rights.

A Japanese consortium led by Mitsubishi Corporation acquired the Australian water businesses of the British company United Utilities in May.

Causeway Asset Management, of Melbourne, wants to attract $100 million from foreign investors to a diversified portfolio of permanent water entitlements in Australia.”

And here is the big one right here….

Quote “The federal Treasury says it never looks specifically at foreign acquisition of water licences, and takes an interest only if a foreign player is buying an agribusiness worth more than $231 million.”

See: http://www.brisbanetimes.com.au/environment/water-issues/thirsty-foreigners-soak-up-scarce-water-rights-20100903-14uev.html

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• Tags: Political_Pensions Political_Corruption Corruption Australian_Politicians Political_Perks

Australian politicans who have been sucessfully elected to parliament (state and federal?) are awarded an endless pension. The amount of the pension is determined by the rate of payment they received as members of a parliament.

Quote: “In the 1997-98 fiscal year, Australian taxpayers shelled out $349,332 in retirement perks to Malcolm Fraser who served as our prime minister over 16 years ago. That’s not counting a large lump sum he received in superannuation. Fraser’s lifetime perks include a fully-staffed office, unlimited free first-class air travel round the country and access to a car and driver 24 hours a day. He spent $109,907 on limousine hire in 1997-98, including one 15-hour rental that cost taxpayers $1174. All former prime ministers who have served since 1966 are entitled to the same perks.

Former prime ministers are accorded special generosity. In two months following his elections loss in 1996, Paul Keating billed the taxpayer close to $94,000 for perks to aid his transition into private life. According to a government document released under the Freedom of Information Act, in the 68 days following his election defeat, Keating, a millionaire business consultant, spent $47,855 on travel along for himself, his wife and staff.

In his first year out of office, up until July 1997, Keating billed the taxpayer more than $620,000. This included $l56,602 for chauffeured limousines.

Serving prime ministers get other privileges. With the backing of their department, they can approve other MPs’ special requests.

On February 11, 1997, the federal Opposition asked John Howard in parliament whether he had supported an upgrade for one of Senator Mal Colston’s staff members shortly before Colston was to cast a crucial vote on the part-privatisation of communications giant Telstra. Acting on his department’s advice, Howard agreed to the upgrade. “Any suggestion of bought votes is absolute garbage,” he said. Nevertheless, he got Colston’s vote.

Ex-premiers also receive special perks. Victorian Premier Jeff Kennett introduced a deal to award long-serving ex-premiers, including himself when he retired, with lifetime use of a car and driver, an office, two full-time staff and 12 first-class domestic return air fares each year.

Particularly costly to taxpayers is the use of official cars by MPs. The most recent federal Department of Finance and Administration annual report shows that VIP transport for politicians, ex-politicians and High Court judges cost us well over $14 million in the 1997-98 fiscal year.”

See: http://www.multiline.com.au/~johnm/perks.htm

Back in 2006 some examples of South Australian political attitude towards their own perks.

Quote “South Australian state MPs elected in 2006 or later are now entitled to a 9 per cent super payout based on their parliamentary salaries of $129,000 a year.

Other jurisdictions, including NSW, Victoria, Tasmania and the Northern Territory also have a 9 per cent scheme for new MPs and, according to individual government spokespeople, none have any plans for change.

Senator Xenophon said the solution was to raise super to 15 per cent for everybody.

Premier Mike Rann said yesterday he supported the super increase, and was not worried about the backlash from public servants facing job cuts.

“Our system has always been linked but set at a lower rate than the federal MPs,” he said. “There was an anomaly.”

The planned changes in South Australia have bipartisan support, but have been met with outrage by the Public Sector Association and the South Australian Council of Social Service, who argue it is not the time for politicians’ to improve their benefits when the state is facing severe budget cutbacks.”

See: http://www.theaustralian.com.au/national-affairs/mps-need-to-feel-pain-on-super-xenophon/story-fn59niix-1225911610419

And just to really put it in perspective…

Quote “TAXPAYERS face an estimated $18 million pension bill to support nearly two dozen MPs bowing out at this election. There are 20 MPs retiring and another three Senators who are not recontesting their seats and whose terms expire next July.

While pensioners have to survive on about $640 a fortnight, politicians receive pensions worth about twice the average wage.

They include Liberal MP David Hawker, who recently enjoyed a taxpayer-funded trip to Mongolia and Bhutan, who’ll receive about $120,000 a year.

Outgoing Finance Minister and Member for Melbourne Lindsay Tanner, 54, will get $111,000 a year, while ACT Labor MP Bob McMullan? hits the jackpot with nearly $130,000 a year.

Victorian Liberal Fran Bailey walks away with an annual pension of about $116,000.

Another Victorian, the outgoing Member for Kooyong Petro Georgiou, will receive $91,000 a year.

MPs can opt to take half their entitlement in a lump sum, receiving 10 years’ worth in one hit. Those who do so continue to receive a half-pension until death.

Labor received a potentially explosive review of politicians’ entitlements prior to the election but failed to release it.”

See: http://www.perthnow.com.au/news/election2010/revealed-retiring-mps-hit-massive-18-million-pension-jackpot/story-fn616huc-1225894369570

I think its time to stop what I consider to be a blatent ripoff. Politicians tend to be fairly well off prior to their proposed representation. I’m quite happy to allow a generous income to any politician who is without their own means of income in their old age.

I just dont see why Australian taxpayers should foot the bill for endless pensions to those X politicians who are wealthy. What I am suggesting is a means test for retired politicans. I do not see why this shouldnt be done. The politicians have proposed and imposed similar legislation on the public.

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What do you get when you sign up for a VPS?

After payment.. You should receive an EMAIL similar to this:

Hello XXXXX,

First and foremost, congratulations on your brand-new Linux-powered vps server. Your server has been successfully provisioned and secured by us.

Without further delay, we are pleased to present you with the information you need to access your new server.

Important Links:

• Hostname: server.hostname.com
• Main IP Address: 71.33.44.22
• Username: root
• Password: XXXXXXXX
• SSH Port: 22

SolusVM? Management Software:

• Customer Core URL: https://machinename.hostingprovider.com:5252
• Username: nickname
• Password: dk7621Bej

If you are unsure about anything please feel free to open a support ticket and we will be happy to help you.

We recommend Putty as an SSH client to access your server using a command similar to: ssh root@71.33.44.22

Your Hosting Provider

	The first thing you will want to do is login to your VPS Control Panel. Follow the instructions provided in the email you received. It will probably look something like this. Take notice of the various functions. You can do quite a bit from your VPS Control panel.
	Next thing you will need the 'putty' client. You can download a copy of it for Windows HERE
	Insert the IP number that was supplied by your email into the box provided.
	Enter your username and password. ps -ael List of processing currently running on your VPS. Now your on your own. Hope you have Unix/Linux skills because your going to need em.

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Unmanaged OpenVZ VPS1 Monthly Bandwidth: 1,000GB Protected Disk Space: 20GB Monthly Fee: $5 CPU: 1.2GB Guaranteed RAM: 512MB Uplink/Downlink: 100Mbit

What can I say about Wayne & Katrenia at "Your Domain Goes Here" is that they really care about customer service. Nowadays I find myself being constantly dissappointed at how companys operate. It's really nice to see people with a focus on customer satisfaction. Anyone who knows me is aware that I have very little tolerance for poor customer service. But I will happily promote anyone who is prepared to go that extra step to make sure the customer is happy. In this modern fast paced world. We tend to expect everything to run perfectly. Mostly it does. But occassionally it doesn't. Thats when you need people like Wayne and Katrenia working on your side. So far they have saved me from lots of frustration on more than one occasion. The VPS itself feels quite responsive. It is very fast updating via the default CentOS via yum. Downtime so far has been almost unnoticable. Everything works as it should. I would recomend "Your Domain Goes Here" to anyone seeking VPS hosting. Especially to anyone doing an OpenVPS. Wayne has the TUN issue fully worked out. :)

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• Tags: Big_Wet_Fish_Hosting BigWetFish

I was on twitter and I mentioned that I needed a bargain priced VPS with low specifications. Next thing @BigWetFish? gets me to check this URL. Well, I checked the URL and saw some pretty good deals. In my case I was after the barest minimum nano tiny VPS I could operate with.

So I signed up for the VPS 1 deal (as instructed via email) and had it downgraded by the Big Wet Fish staff to:

VPS 1/2 (SuperMicro? VPS) * CPU - Equal Share

• Disk Space - 10GB
• RAM - 64MB
• Burstable RAM - 256MB
• Monthly Bandwidth - 150GB
• 100 Mbit Connection
• No Cpanel Option
• No setup fees
• Choice of Linux OS
• 1 Free IP address
• SolusVM? VPS Management Software

US $2.50 per month.

I think a great deal.. And get this.. Because I was only after an evaluation to determine my requirements. Big Wet Fish Hosting were so kind as to give me 1 months FREE trial!

(Don’t everyone expect that deal! I think it was a slow day or something.. You need to talk to them..)

I needed to setup OpenVPN?. As a result it soon became obvious that TUN needed to be turned on by the hosting provider. (This is a common issue with VM VPS) However, Big Wet Fish responded to my email request for TUN to be activated rapidly.

The VPS seemed nimble and always responded well compared to a few other VPS’s I have used. Downtime was un-noticable during the evaluation. :)

In my case.. I was able to evaluate the specifications of the VPS in comparision to my requirements in a very short amount of time. Because of this.. I have no hesitation recomending Big Wet Fish Hosting to anyone who requires an unmanned VPS.

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• Tags: VPS Xen VM

Trying to find good cheap unmanaged VPS hosting seems to be a difficult task. So far I haven’t had much luck. I have found a few fizzers that have wasted my time for various reasons.

So far, I have had a couple of refunds. Mainly because even tho I had paid money. I didn’t receive an email from the companies concerned. In the end. It somehow worked out faster to get the refund than it was to get a working VPS from them. (2 cases).

I will promote or demote (as required) various VPS suppliers here.

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• Tags: Yum Fedora

For anyone looking for fedora yum repositories that work.

See: Fedora Version 1-10 yum repositories information

Fedora Core 2 (Tettnang) This version of Fedora uses a file called /etc/yum.conf (as they all do) but the repository configuration is done in this file, unlike later versions of Fedora where there are separate .repo files in /etc/yum.repos.d. Edit the stock /etc/yum.conf ‘baseurls’ to look like this:

 [base]
 name=Fedora Core $releasever - $basearch - Base
 baseurl=http://archive.fedoraproject.org/pub/archive/fedora/linux/core/$releasever/$basearch/os/

 [updates-released]
 name=Fedora Core $releasever - $basearch - Released Updates
 baseurl=http://archive.fedoraproject.org/pub/archive/fedora/linux/core/updates/2/i386/

I obtained a yum list a few hours ago from my Fedora Core 2 after editing the yum.conf to the above baseurls.

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• Entry/Edit #: 451
• Tags: Linux Fedora Centro

Linux

The initiate Linux pupil suffers under the preasure of trying to learn. So that they may become a Linux Geek. The sheer mindnumbingly staggering amount of commands that you have on a Linux system compared to a windows system is quite daunting to most. Not to mention the 20 or so options or switches that can be set for each of those commands.

Most initiates think it will take them many years to master Linux. (And it does) No matter which way you cut it. Linux is still only an OS for the geeks. Normal PC users dont have the time or dedication to learn Linux. Even tho its the best internet tool available. Most people forget about the hundreds if not thousands of ISP’s that all use Linux to provide the internet to those thousands of windows users.

The Internet would not be the same had there not been a Linux. So although Linux is the best thing on the block. It will still unfortunately languish in almost obscurity, in the minds of most mainsteam PC users. (I bet Bill Gates is quietly happy that up until now, the Linux distro’s haven’t performed well against him in the OS marketplace.)

Vista recently took Bill away from any need to worry about Linux. hehe But them pesky Linux guys still get a brand new PC and stick Linux on it. And Windows XYZ will still get out performed. It’s called less bloatware Mr Gates. ;) hehe MicroSoft? HAS to keep making Windows bigger and better.

Because Linux is just sitting back there with just a slightly more intimidating environment. But it is an environment that gets a little more user friendly every day.

 [base]
 name=Fedora Core $releasever - $basearch - Base
 baseurl=http://archive.fedoraproject.org/pub/archive/fedora/linux/core/$releasever/$basearch/os/

 [updates-released]
 name=Fedora Core $releasever - $basearch - Released Updates
 baseurl=http://archive.fedoraproject.org/pub/archive/fedora/linux/core/updates/2/i386/

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• Tags Supressed_Inventions Hydrogen_Engines Electric_Engines Steam_Engines Air_Power Magnetic_Energy Petrolium_Additives Improving_Fuel_Efficiency New_Fuels Carburetors

Supressed Inventions

Hydrogen from Water

In 1978, Yull Brown of Sydney, Australia, developed a method of extracting hydrogen from water and utilizing it as car fuel and as fuel for welders. After much publicity (see Australia’s The Bulletin, August 22, 1989), he had managed to raise over $2 million, but has failed to fully develop his invention.

Francisco Pacheco, an inventor from Bolivia, created the “Pacheco Bi-Polar Autoelectric Hydrogen Generator” (U.S. Patent No. 5,089,107), which separates hydrogen from seawater. He has built successful prototypes that have fueled a car, a motorcycle, a lawnmower, a flashlight, and a boat. And most recently, in 1990, he energized an entire home in West Milford with the device. After many conferences (including at the United Nations) and public exhibitions proving the invention’s worth, the wider community is still unable to utilize this technology.

Edward Estevel of Spain developed a classic “water to auto engine” system in the late 1960s, extracting hydrogen out of water to use as fuel. This system was highly heralded — then, amid rumors of foul play, like many other “high hope” hydrogen systems.

During the mid-1970s, Sam Leach of Los Angeles developed a revolutionary hydrogen extraction process. The unit easily extracted free hydrogen from water and was small enough to fit under the hood of an automobile. In 1976, two independent labs in LA tested this generator with perfect results. M.J. Mirkin, who began the Budget car rental system, purchased the rights to the device from the inventor, who was said to be very concerned about his personal security.

Roger E. Billings of Provo, Utah, headed a group of inventors that developed a system converting ordinary cars to run on hydrogen. Instead of using heavy hydrogen tanks, he used metal alloys called hydrides to store vast amounts of hydrogen. When hot exhaust gases passed through these hydride containers they released the gas to burn in standard engines. Billings estimated the conversion would cost around $500 (US) and would provide greatly improved fuel consumption.

Archie Blue, an inventor from Christchurch, New Zealand, developed a car that runs purely on water by the extraction of hydrogen. An alleged offer of $500 million from “Arab interests” was not enough to convince him to sell, but nevertheless he has been unable to take his engine to the marketplace.

Electric Engines

In 1976, Wayne Henthron of Los Angeles built an Electromatic Auto that managed to regenerate its own electricity. In normal stop-and-go driving, it gave several hundred miles of service between recharges. The system worked by wiring the batteries to act as capacitors once the car was moving along, with four standard alternators acting to keep the batteries charged. With little official interest in his system, the inventor resolved to make the car available to the public. To do so, he is now involved with the World Federation of Science and Engineering, 15532 Computer Lane, Huntington Beach, CA 92649.

In 1969, Joseph R. Zubris developed an electric car circuit design (U.S. Patent No. 3,809,978) that he estimated cost him $100 a year to operate. Using an old 10-horsepower electric truck motor, he worked out a unique system to get peak performance from his old 1961 Mercury engine that he ran from this power plant. The device actually cut energy drain on the electricity, starting at 75 percent. And by weakening excitation after getting started, it produced a 100 percent mileage gain over conventional electric motors. The inventor was shocked to find the lack of reaction from larger business interests, and so, in the early 1970s, began selling licenses to interested smaller concerns for $500. His last known address was Zubris Electrical Company, 1320 Dorchester Ave, Boston, MA 02122.

At I.W. International, an inventor’s workshop, Richard Diggs developed a Liquid Electricity Engine that he believed could power a large truck for 25,000 miles from a single portable unit of his electrical fuel. The inventor pointed out that liquid electricity violated a number of the well-known physical laws. He also was aware of the profound impact the invention could have upon the world’s economy if it were developed.

B. Von Platen, a 65-year-old Swedish inventor, made a major breakthrough in the field of thermo-electric engines with his Hot and Cold Engine. The inventor’s secret breakthrough was based on the fact that wires of different metals produce electricity if they are joined and heated. This technique is said to give more than a percent increase of efficiency over regular motors, and with a radioactive isotope for power it could be operated completely without fossil fuels. Volvo of Sweden bought the rights to this in 1975.

Steam Engines

In 1970, Oliver Yunick developed a super-efficient steam engine (see Popular Science magazine, December 1970). It was able to compete admirably with combustion engines.

In 1971, DuPont ? Laboratories built an advanced steam engine utilizing a recyclable fluid of the Freon family. It is assumed to contain no need for an external condenser, valves, or tubes (Popular Science January 1972).

Also in 1971, William Bolon of Rialto, California, developed an unusual steam engine design that was said to get up to 50 miles to the gallon. The engine used only 17 moving parts, weighed less than 50 pounds, and in automatics eliminated the usual transmission and drive-train. After much publicity, the inventor’s factory was fire-bombed, with damages totaling $600,000. Letters to the White House were ignored. The inventor finally gave up and let Indonesian interests have the design.

Air Power

In 1931, Roy J. Meyers of Los Angeles built an air-powered car (air has been used for years to power localized underground mine engines). Myers, an engineer, built a 114-lb., 6-cylinder radial air engine that produced over 180 hp. Newspaper articles at the time reported that the vehicle could cruise several hundred miles at low speeds.

In the 1970s, Vittorio Sorgato of Milan, Italy, also created a very impressive air-powered vehicle, using compressed air stored as a liquid. After a great deal of initial interest from Italian sources, his invention is now all but forgotten.

Robert Alexander of Montebello, California, spent 45 days and around $500 to put together a car (U.S. Patent No. 3913004), using a small 7/8ths 12-volt motor to provide initial power. Once going, a hydraulic-and-air system took over and recharged the small electric energy drain. The inventor and his partner were determined that the auto industry would not bury their “super power” system. To no avail.

Joseph P Troyan designed an air-powered flywheel that could propel an automobile using the principle of “ratio amplification of motion in a closed system.” The Troyan motor (U.S. Patent No. 040011) was easily attached to electrical generators to create a pollution-free, variable-power system.

David Mc Clintock created a free energy device known as the Mc Clintock Air Motor (U.S. Patent No. 2,982,26100) which is a cross between a diesel engine with three cylinders and a compression ratio of 27-to-1, and a rotary engine with solar and plenary gears. It burns no fuel, but becomes self-running by driving its own air compressor.

Magnetic Energy

In the 1920s, John W. Keeley developed a car using principles similar to Nikola Tesla’s, drawing harmonic magnetic energies from the planet itself. The electric car ran from high-frequency electricity that was received when he simply broadcast the re-radiated atmospheric energy from a unit on his house roof. General Motors and the other Detroit oil powers offered the inventor $35 million, which he turned down when they would not guarantee to market the engine. Henry Ford later bought and successfully shelved the invention.

Harold Adams of Lake Isabella, California, worked out a motor thought to be similar to Keeley’s. It was demonstrated to many persons, including Naval scientists, around the late 1940s, before it, too, “disappeared” from history.

In the early 1970s, Dr. Keith E. Kenyon of Van Nuys, California, discovered a discrepancy in long-accepted laws relating to electrical motor magnets. Based upon this discovery, he built a radically different motor that could theoretically run a car on a very small amount of current. When this was demonstrated to scientists and engineers in 1976, those present admitted that it worked remarkably well. But because it defied the “accepted” laws of physics, they chose to ignore it.

Bob Teal of Madison, Florida, a retired electronics engineer, invented what he called a Magna-Pulsion Engine. It ran by means of six tiny electromagnets and a secret timing device. Requiring no fuel, the engine emitted no gases. It was so simple in design that it required very little maintenance. A small motorcycle battery provided enough power to get it started. The engine was met with little but skepticism.

In the late 1920s, Lester J. Hendershot built his Hendershot Generator, largely through simple trial and error. He wove together a number of flat coils of wire, and placed stainless steel rings and sticks of carbon, and experimented with permanent magnets in various positions. To his surprise, the device actually produced current. The generator raised considerable attention at the time. Lester J. Hendershot: Hendershot Magnetic Motor

Hendershot, while working on a new type of aviation compass, stumbled across a method of generating energy. The "Hendershot magnetic motor" made headlines and attracted such big name investors as Charles Lindberg. Hendershot, while attempting to establish a true magnetic north compass, found that by cutting the same line of magnetic force north and south, he had an indicator of the true north and that by cutting the magnetic field east and west, he could develop a rotary motion. He wove together a number of flat coils of wire and placed stainless steel rings, sticks of carbon and permanent magnets in various positions as an experiment. Based on this principle, after two years of trial and error, he built a magnetic motor that would self-rotate, to his surprise, at a constant speed of 1800 rpm while producing 45 horsepower.

Hendershot changed directions and decided to build a generator on the same principle, after deducing that a magnetically-powered motor was not as practical as a magnetically-powered generator. Hendershot had discovered that the Earth’s rotating magnetic field could be used to provide power to motors and generators, much like Nikola Tesla’s discovery that the Earth was a huge capacitor, capable of providing significant amounts of electrical power. Simplified, Hendershot believed that if one were to cut the lines of force of the Earth’s magnetic field, one could harness this to provide direct power to generators and motors. Nikola Tesla attempted to do just that, when he built his “magnifying transformer” at Shoreham, Long Island, NY.

To read the first hand accounts of Hendershot’s historical encounters, see the following research links:

http://www.time.com/time/magazine/article/0,9171,880984,00.html
https://secure.netsolhost.com/nuenergy.org/alt/RadonFuel.htm
http://www.clubusenet.com/thread/262719.html
http://www.borderlands.com/freeenergy.htm
http://www-tech.mit.edu/archives/VOL_048/TECH_V048_S0041_P004.pdf
http://www.clarabow.net/articles/ourreaderswrite.html
http://www.freepatentsonline.com/20070007844.html
http://www.rexresearch.com/feg/feg1.htm#hendershot


Hendershot ran into political difficulties in promoting his device, attempted to take his business to Mexico, and finally faded into obscurity having taken a "couldn't refuse" payoff to never work on his device again. (Source: http://www.ssrsi.org/sr2/Heat/fed.htm)

In 1961 Dr. Ed Skilling, from Columbia University, successfully replicated and tested a Hendershot free energy device, out of which he got 300 watts. Skilling had been associated with Hendershot and learned of the device through him. The generator was self-resonant at 500 kHz.

Howard Johnson developed a motor whose power was generated purely by magnetism. It took six years of legal hassles to patent his design (U.S. Patent No. 4,151,431). More information is available from the Permanent Magnet Research Institute, P.O. Box 199, Blacksburg, Virginia 24063. He is currently offering licensing rights.

In the early 1970s Edwin V. Gray developed an engine that uses no fuel and produces no waste. This engine that runs itself is U.S. Patent 3,890,548.

Petroleum Additives

In the mid-1970s, Guido Franch of Michigan began demonstrating in his “water-to-gas miracle” — a fuel he created by adding to water a small quantity of “conversion powder” which was easily processed from coal. He claimed it could be processed for a few cents per gallon if mass-produced. The fuel was tested by chemists at Havoline Chemical of Michigan and at the local university, and both concluded that the new substance worked more efficiently than gasoline. Franch continued to put on demonstrations for years, but said the auto manufacturers, government, and private companies just weren’t interested in his revolutionary fuel.

Around the mid-1970s, Dr. Alfred R. Globus, working for United International Research, developed a hydro-fuel mixture of 45 percent gasoline, 50 percent or more of water, and small percentages of United’s “Hydrelate,” which acted as a bonding agent. It was estimated that a hundred million gallons of fuel could be saved per day if this fuel were utilized. But, alas, nobody seemed interested.

In 1974, John Andrews, a Portuguese chemist, developed a fuel additive that enabled ordinary gasoline to be mixed with water, reducing fuel costs to 2 cents per gallon. After he had successfully demonstrated the substance, impressed Navy officials went to negotiate for the formula and found the inventor missing and his lab ransacked.

Jean Chambrin, a mechanical engineer in Paris, developed a water-and-alcohol motor, which he used to run his own private cars on denatured alcohol and water. The inventor claimed that his motor’s design could be mass-produced at a fraction of the cost of present engines. He received nothing but publicity — of the type that forced him to take great precautions in regard to his personal safety.

In 1977, Marvin D. Martin of the University of Arizona developed a “fuel reformer” catalytic reactor that was estimated to double mileage. The device was designed to cut exhaust emissions by mixing water with hydrocarbon fuels to produce an efficient hydrogen-methane-carbon monoxide fuel.

Improving Fuel Efficiency

In the early 1970s, Edward La Force of Vermont and his brother, Robert, designed a highly efficient engine that utilized the usually wasted heavier gasoline molecules. The Los Angeles Examiner on December 29, 1974, reported that efficiency was produced by altering the cams, timing, and so on, of stock Detroit engines. These modifications not only eliminated most of the pollution from the motor, but — by completely burning all the fuel — produced double the usual mileage. After much publicity, the Environmental Protection Agency examined the cars and found that the motor designs were not good enough. Few people believed the EPA, including a number of senators, who brought the matter up in a Congressional hearing in March 1975. The result was still silence.

Eric Cottell was one of the pioneers of ultrasonic fuel systems. These involve using sonic transducers to “vibrate” existing fuels down to much smaller particles, making them burn with up to 20 percent more efficiency. Cottell then went on to discover that superfine S-ionized water could be mixed perfectly with up to 70 percent oil or gas in these systems. This discovery was followed by much publicity (e.g. Newsweek, June 17, 1974). Then, once again — silence.

L. Mills Beam had his super-mileage carburetor bought out in the 1920s. In the late 1960s, he worked out a catalytic vegetable compound that produced the same super-mileage results. In principle, it was nothing more than a method of using the hot exhaust gases of an engine to vaporize the liquid gas being burned. By rearranging the molecules of gas and diesel, he was able to triple mileage rates, while obtaining better combustion, mileage and emission control. He was refused and rejected by state and federal air pollution and environmental pollution agencies, and was finally forced to sell his formula abroad in the mid-1970s just to survive.

John W. Gulley, of Gratz, Kentucky, managed 115 mpg from his 8-cylinder Buick by using a similar vaporizing method as that employed by L.M. Beam. “Detroit interests” bought and suppressed the device in 1950.

Shell Research of London produced a “Vapipe” unit in the early 1970s that also vaporized petroleum at around 40 degrees centigrade, and used a sophisticated pressure-loss reduction system. But, alas, it was not marketed because it allegedly did not meet Federal emission standards.

In 1932, Russell Bourke designed an engine with only two moving parts. He connected two pistons to a refined “Scotch Yoke” crankshaft and came up with an engine that was superior in most respects to any competitive engine. His design burned any cheap carbon-based fuel, and delivered great mileage and performance. Article after article was published acclaiming his engine, but once again, to no avail. The Bourke Engine Documentary is the revealing book the inventor assembled just before his death.

New Fuels

Clayton J. Querles of Lucerne Valley, California, took a 10,000-mile trip across the country in his 1949 Buick on $10 worth of carbide by building a simple carbide generator which worked somewhat like a miner’s lamp. He claimed that half a pound of acetylene pressure was sufficient to keep his car running. But because acetylene was dangerous, he put a safety valve on his generator and ran the outlet gas through water to ensure there would be no “blow back.” The inventor also toyed successfully with methods of fuel vaporization (see Sun-Telegram, November 2, 1974).

In the 1960s, Joseph Papp built the highly regarded Papp engine. It could run on a 15-cents-an-hour secret combination of expandable gases. Instead of burning fuel, this engine used electricity to expand the gas in hermetically sealed cylinders. The first prototype was a simple ninety-horsepower Volvo engine with upper end modifications, with Volvo pistons attached to pistons fitting the sealed cylinders.

The engine worked perfectly, with an output of three-hundred horsepower. The inventor claimed it would cost about $25 to charge each cylinder every sixty thousand miles. Amid his accusations of media suppression, the idea has gotten nowhere.

Carburetors

G.A. Moore, one of the most productive inventors of carburetors, held some 17,000 patents, of which 250 were related to the automobile and its carburation. Industry today relies on his air brakes and fuel injection systems, but continues to completely ignore his systems for reducing pollution, gaining more mileage, and improving overall engine efficiency. More information is available from The Works of George Arlington Moore, published by the Madison Company (see U.S. Patents Nos. 1,633,791 to 2,123,485 for 17 more interesting developments).

In the mid-1950s, Joseph Bascle created the Bascle carburetor. The carburetor raised mileage by 25 percent and reduced pollution by 45 percent. Its inventor, a well-known Baton Rouge researcher, modified every carburetor in the local Yellow Cab fleet shortly after his arrival there.

In the early 1970s, Kendig Carburetors, under the title of Variable Venture Carburetors, were hand-made for racing cars by a small group of mechanics in Los Angeles. Eventually, a young college student bought one of their less sophisticated prototypes for his old Mercury “gas hog.” When he entered his Mercury in a California air pollution run, he won easily. Not only did the carburetor reduce pollution, but also it gave almost twice the mileage of a comparable unmodified engine. Within a week, the student was told to remove the carburetor, as it was not approved by the Air Resources Board. The simpler Kendig model was due for production in 1975, but has yet to be produced.

In the late 1930s, C.N. Pogue of Winnipeg, Canada, developed a carburetor (U.S. Patent No. 2,026,789) that used superheated steam in its system and managed at least 200 miles per gallon. Much local interest, including threats from professional thieves, was not enough publicity to see this invention through to the marketplace.

In the 1940s, John R. Fish developed his “Fish” carburetor. It was tested by Ford, who admitted that the invention was a third more efficient than theirs. The design also could be easily switched to alcohol. Nevertheless, the inventor was hindered from manufacture and distribution in almost every possible way. He once even resorted to selling it by mail order, only to be stopped by the Post Office. The device can currently be purchased from Fuel Systems of America, Box 9333, Tacoma, Washington 98401, phone 206-922-2228 (U.S. Patents Nos. 2,214,273, 2,236,595, 2,775,818)

The Dresserator was created around the early 1970s in Santa Ana, California, by Lester Berriman. It was based on a super-accurate mixture control using greatly enhanced airflow, and could run a car on up to a 22-to-1-fuel mixture. Test cars passed the pollution control standards with ease and managed up to an 18 percent mileage gain. Although Holley Carburetor and Ford signed agreements to manufacture the design in 1974, nothing has been heard of it since.

On March 11, 1969, Mark J. Meierbachtol of San Bernardino, California, obtained the patent (U.S. Patent No. 3,432,281) for a carburetor that managed significantly greater mileage than usual.

See: http://freeenergynews.com/Directory/Essays/suppression_bird.htm

Rory Johnson

In the late 70’s a brilliant inventor, Rory Johnson of Elgin Illinois, invented a cold fusion, laser activated, magnetic motor that produced 525 HP, weighed 475 lbs, and would propel a large truck or bus 100,000 miles on about 2 lbs of deuterium and gallium. This was years before Pons $\& Flieschman or Dr. James Patterson entered the scene with their cold fusion technology. Rory Johnson was in the process of negotiation with the Greyhound Bus Company to install this revolutionary motor into a few buses to demonstrate the fuel savings, maintenance reduction, and hence a more profitable balance sheet for Greyhound. The mistake Rory Johnson made (little did he know that OPEC was keeping close track of any future competition to their oil business and that he was number one on the hit list) was to actively publicize hi advanced fusion-magnetic motor in many magazines, telling of his plans to manufacture and distribute this revolutionary motor nationwide. ( I have even talked to a few people who had signed up for a distributorship).

Coincidentally, after agents of Greyhound tried to get in touch with Rory Johnson after a year of no contact, they were notified that Rory had passed away unexpectedly. A man of robust health in his early fifties dying?! It was later learned that for some threatening reason, Rory moved out of his laboratory unexpectedly in the middle of the night with all his motors and technology and moved to California before he died. Another astounding development that surfaced was a restraining order, or gag order, by the U.S. Energy Department had been placed on Rory’s Company, Magnatron, Inc., prohibiting him from producing the Magnatron engine. A letter from Minnesota State Senator Marion Manning to U.S. Senator from Minnesota Dave Donenberger inquiring as to why our government would place such a gag order on Mr. Johnson. Isn’t this the land of the free market economy? Apparently not. Something seems a little strange about this whole incident. Are the oil cartels dictating energy policy to the U.S. Government? Read on.

See: http://www.broandrew.com/suppression.html

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SSRI Medication

http://en.wikipedia.org/wiki/File:Cipralex.jpg

In my opinion, in relation to anti-depression or anti-psychotic medication, otherwise known as SSRI drugs. The drug manufacturers, via the Governments and the Doctors who participate, are happily feeding the public little better than poison.

Around 10% - 15% of people perscribed this type of medication report effective relief of their major symptoms. But, I believe a considerable percentage of that result would have also been achieved with a placibo. Most Drug Company SSRI testing seem to indicate only a slight statistical improvement over a placibo.

Conspiracy?

Some SSRI Side Effects

SSRI as Antipsychotic

SSRI as Antidepressant

SSRI Syndrome: Tardive Dyskinesia

Conclusion