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Centre for Policy Alternatives on 1 August, 2016
Soulbury Plus: Conceptual Foundations and Institutional Features of a Parliamentary-Constitutional State
The Centre for Policy Alternatives (CPA) is pleased to publish the fourth paper in the CPA Working Papers on Constitutional Reform series, on Soulbury Plus: Conceptual Foundations and Institutional Features of a Parliamentary-Constitutional State, by Dr Harshan Kumarasingham (Researcher, Max Planck Institute for European Legal History) and Dr Asanga Welikala (Research Fellow, CPA). Aside from […]
Categories: All DocumentsBackground paperCPA Working Papers on Constitutional ReformDocuments
Buddhism and the Regulation of Religion in the New Constitution: Past Debates, Present Challenges, and Future Options
The Centre for Policy Alternatives (CPA) is pleased to publish the third paper in the CPA Working Papers on Constitutional Reform series on Buddhism and the Regulation of Religion in the New Constitution: Past Debates, Present Challenges, and Future Options, by Dr Benjamin Schonthal (Senior Lecturer in Buddhism and Asian Religions, University of Otago) and […]
Centre for Policy Alternatives on 8 July, 2016
A Brief Guide on the Draft Legislation to Establish an Office on Missing Persons
In 2015, the United Nations Human Rights Council adopted the consensus Resolution tilted 'Promoting Reconciliation, Accountability and Human Rights in Sri Lanka' which provided a framework for transitional justice in Sri Lanka, including the establishment of four specific mechanisms. The Office on Missing Persons (OMP) is to be the first. The Government of Sri Lanka […]
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Centre for Policy Alternatives on 31 March, 2016
Land is a key issue for reconciliation in Sri Lanka. Reparations including the restitution of land, if implemented in the correct manner, can contribute to long-term peace building efforts and prevent further marginalisation of people who were affected by the war. With promises by the government of Sri Lanka (GOSL) to initiate reforms including with […]
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Centre for Policy Alternatives on 23 January, 2016
Listen to the submission, presented by the Executive Director of CPA Dr. Paikiasothy Saravanamuttu to the PRC on 22 January 2016 below. Download the submission as a MP3 here. The full text of the submission follows. Download it as a PDF here. The document can also be downloaded in Sinhala and Tamil. Preliminary Submission by […]
Categories: All DocumentsBackground paperConstitutionDocumentsPresentation
Centre for Policy Alternatives on 1 December, 2015
An Introduction to the New Constitution
This booklet contains a collection of suggestions that can be taken into consideration if Sri Lanka is to have a new Constitution in the near future. These suggestions are specifically derived upon analyzing South Africa's and Kenya's Constitutions. The booklet would be most useful as a source for the public for information on constitution-making. Download […]
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Centre for Policy Alternatives on 30 May, 2015
KEY ISSUES TO CONSIDER FOR TRUTH, JUSTICE AND REPARATIONS IN THE IMMEDIATE AND LONG TERM
Recent statements by the Government of Sri Lanka indicate some movement in the area of truth, justice and reparations in the coming months. The Minister for Foreign Affairs has earlier referred to a 'credible domestic mechanism'[1] with the President most recently stating that a domestic process is to be initiated in June 2015.[2] Furthermore, the […]
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Does green snot mean you need antibiotics?
Snot is one of the mundane realities of life you probably don't think much about, until you or someone you know gets sick.
Then suddenly it is everywhere — often in oozing, vibrant green abundance.
But does green or yellow snot mean you need antibiotics? Probably not, according to the experts.
Research has found that doctors are more likely to prescribe antibiotics to patients with green or yellow nasal discharge.
But the same study showed they were often doing so unnecessarily.
Dr Michael Tam, from the UNSW School of Public Health and Community Medicine, said colourful snot was not a good reason to go rushing to the family doctor.
"The presence of green snot … does not indicate that you need antibiotics," Dr Tam said. "Green nasal discharge is most commonly due to a viral infection of the nasal mucosa — basically, the common cold."
Antibiotics will not help treat a viral illness. So if your snot turns green as the result of a common cold (which is caused by a virus) there's no point taking them, Dr Tam said.
He said green or yellow nasal discharge could be caused by a bacterial infection, but even then, unless the infection is severe, you are better off without antibiotics.
Using antibiotics when you don't need them can contribute to antibiotic resistance in the microorganisms in your own body and within the broader community.
Dr Tam said it was important to remember antibiotics could also have unpleasant side effects, such as diarrhoea and allergic reactions.
What makes snot green?
It might gross you out, but snot has an important bodily function. Snot, or mucus, is a mixture of water, salt, and proteins from your own body called mucins, which give it its sticky, stretchy qualities.
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The role of mucus is to maintain the integrity of the lining of the nose, mouth, throat, and airways, Dr Tam said.
"It traps foreign material, it keeps the airways moist … it's quite a natural part of the body. The reason you produce more mucus when you get something like a cold, is because it is in part … flushing out some the foreign material," he said.
Dr David King, a general practitioner and senior lecturer from the UQ School of Medicine, said when you notice a change in the colour of your mucus, it is usually for a number of reasons.
"Once you get inflammation, it changes consistency," he said. "It will be picking up foreign things like viruses and bacteria along the way, as well as inflammatory white cells that have leaked out of the blood to fight infection."
Your body also produces more mucus when you have an infection or allergy, which causes it to clump in your nose and throat.
And if you have an infection, it will sit and gather the debris from the battle between your white blood cells — which fight disease — and the virus or bacteria.
While the mucus sits there, components of the white blood cells will oxidise in the presence of oxygen, and this is the primary reason for the colour change.
A similar chemical reaction occurs when you cut an apple and the white flesh goes brown when exposed to the air.
"The longer it hangs around, the more discoloured it might get," Dr King said. "It's a product of both infection of some sort, inflammation, and the time that it's there."
Dr King said brown snot colour usually meant there was actually blood present, as old blood goes brown. But he said this was not generally something to be worried about.
Image: iStock
This post originally appeared on ABC News.
© 2016 Australian Broadcasting Corporation. All rights reserved. Read the ABC Disclaimer here.


Search results for "UK"
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Stockport County vs AFC Fylde
Sat 23rd March 2019
AFC Fylde booked themselves into the FA Trophy final at Wembley Stadium on May 19th, and did so in dramatic fashion at Edgeley Park.
The Coasters made two changes from the first leg, with Alex Reid and Danny Philliskirk replacing Tom Crawford and Serhat Tasdemir, the latter unavailable on international duty.
The Hatters line-up was unchanged, with one change on the bench, where Frankie Mulhern returned to the bench following his suspension.
It was a fast start for the hosts, who won an early corner kick, which they were forced to defend without Jordan Tunnicliffe.
The corner was half cleared by Rowe, before being struck at close range at Neill Byrne – with the appeal for a penalty dismissed.
The Coasters continued the first five minutes with ten men whilst Fylde defender Tunnicliffe received treatment for a bloody nose, returning to the action with a new shirt.
Good work from Nyan Bell out wide saw him look to find Stephenson in the box, before Osborne's deep cross was met by Duxbury, but his header was easily held by Lynch.
The Coasters, buoyed by noisy travelling support, looked to take charge of the game, as Danny Rowe drove from deep, unleashing an effort over the bar from over 20 yards.
Despite Thomas and Duxbury finding joy on the right-hand side, the Coasters grew into the tie, with Hardy's early effort deflecting behind for a corner.
The conditions were vastly different from the first leg at Mill Farm, which allowed the Coasters to look to control the game with short, patient passing.
Despite this, the first goal went the way of The Hatters, 25 minutes in after a direct counter-attack saw Stephenson travel brilliantly with the ball.
He released Nyal Bell who, banishing the memory of his two misses last week, fired it low into the net beyond Jay Lynch.
The Coasters looked to get back into the game immediately, with Rowe earning a free-kick 25 yards from goal.
The number nine got up to take it himself, and couldn't have hit it much better, sending it crashing off of the underside of the bar, but somehow Hinchcliffe was able to claw it out.
The ensuing melee saw Fylde try to force the ball home, with Croasdale firing it back goalwards.
Two penalty decisions were denied in quick succession, as the initial handball appeal was quickly followed by what looked to be a foul on Philliskitk, but referee Sebastian Stockbridge wasn't interested.
Just after the half-hour mark, Minivan's presence continued to cause problems on the right, winning another corner.
The Hatters looked to have doubled their lead, as Ashley Palmer's towering header hit the back of the net, but he was judged to have climbed up onto his marker illegally.
Stockport were undeterred though, and the now confident Nyal Bell tried his luck from distance forcing Lynch into another low stop.
More patient build-up play followed for the Coasters, as Haughton nipped in and was bought clattering down, just over 20 yards from goal, but this time Rowe's effort went into the wall.
Haughton, who seemed to be struggling with an injury from the foul, was next to attack, catching an effort on the half volley, forcing Hinchliffe into a wonderful stop.
Haughton's final involvement was a tame shot goal wards, as he eventually succumbed to his injuries and was replaced by Tom Crawford, before the half-time whistle coming shortly after.
With Crawford introduced, the Coasters reshuffled the pack, and saw plenty of the ball in the second half's opening exchanges.
Rowe, dropping deep, looked to conduct proceedings, sliding in Hardy and Philliskirk either side of him.
The Coasters were hoping to find that killer pass to open up a Hatters side they hadn't found the net against in over two hours of football.
Hardy, who had started his third game of football in a week, looked sharp, running beyond the Hatters defence and remaining tidy in possession.
The chances continued to build-up for the Coasters, as James Hardy picked out Danny Philliskirk in the box, with his effort stopped well by Hinchcliffe.
Despite the early second-half dominance, it was very nearly 2-0, as Osborne was picked out at the back post unmarked, only for him to miss the target completely with an off-balance header.
This prompted another Stockport substitution, as Warburton replaced Darren Stephenson, who had a quieter afternoon compared to last weekend.
Warburton's introduction was almost made immediately known, as he and Osborne combined well, with the final effort from Warburton eventually saved by Lynch.
The Coasters persistence was eventually rewarded though, as James Hardy was bought down in the box following a corner, and the referee pointed to the spot.
Danny Rowe picked up the ball and looked his former teammate Ben Hinchcliffe in the eye, before sending him the wrong way, and levelling the tie against his former club.
The Coasters continued in the driving seat, with Hardy and Crawford combining well to unlock the back four, winning plenty of corners and free-kicks.
Stockport settled themselves, and looked to break down the left, with Osbourne winning a free-kick after getting the better of Birch.
The free-kick was well cleared, and Alex Reid was sent long on the counter – screened this time by Jamie Stott, who went into the book for the challenge.
It became an end-to-end encounter, as you'd expect with the prize at hand, with Stockport finding plenty of space on the left wing through Osborne, who moved into the wide channels.
However, with five minutes to go, it was advantage Fylde, as Rowe played in Francis-Angol, who slid it into Hardy.
Hardy wasn't able to control it though, and instead it fell into the path of Ryan Croasdale.
Croasdale was only too happy to lash it home from 10 yards, giving the Coasters a lead for the first time in the tie.
The euphoria was short lived however, as The Hatters found themselves level with just two minutes to go.
Osborne's in-swinging corner evaded everyone and ended up at the backpost, only to be awkwardly bundled in by Palmer, and Edgeley Park erupted.
If Stockport County thought they had forced extra-time however, they were mistaken as the Coasters restarted the game and, once again, went straight on the attack.
The ball fell to James Hardy on the edge of the box, who seemed to misjudge its path, only for it to fortunately fall to Alex Reid, who had worked tirelessly all day to create chances.
This time, he didn't need to think twice, as he curled the ball low inside the box, past Hinchcliffe and in off the post.
The travelling Coasters fans went crazy, as their team had managed to score with just one minute on the clock, and seemingly book their place at Wembley.
The game was far from over, and as the officials indicated a minimum of five minutes added time, Fylde had to dig in deep.
Deep into added time, Timi Odusina came on to replace Arlen Birch as Fylde looked to wind down the clock.
Finally, the referee blew his whistle and bought the game to an end, meaning AFC Fylde return to Wembley, and bid to be the first team in history to win the FA Vase and FA Trophy.
With interviews to follow, we'll leave you with the reaction from the full-time whistle from the players, fans and staff…
Stockport County: Hinchliffe, Minihan, Duxbury, Keane, Palmer (Capt.), Stott, Thomas, Walker, Bell, Osborne, Stephenson.
Subs: Cowan, Ormson, Turnbull, Warburton, Mulhern.
AFC Fylde: Lynch, Francis-Angol, Byrne, Tunnicliffe, Birch (Odusina 90'), Philliskirk, Croasdale, Haughton (Crawford 45'), Rowe, Hardy, Reid.
Subs: Griffiths, Brewitt, Sang.


Margaret Jane PRICE ANTLE
Jul. 17, 1837 Henderson, Kentucky
Jacob Fox Antle (1813 - 1895)
Sarah Steep Antle (1816 - 1896)
Nov. 10, 1841 Cleveland, Bradley County, Tennessee
Charles Price (1817 - 1865)
Catherine "Katie) T. Samples Price (1818 - 1888)
Sidney Antle
Sidney Antle of near Exeter, passed away on Wednesday, Dec 16, 1914. He had been in feeble health for several months and was unable to survive his dreaded pneumonia.
He was born in Henderson County, Kentucky, July 17, 1837, where he lived until 16 years of age. The family moved to North Missouri and a few years later to Southwest Missouri where the remainder of his life was spent.
He was converted in early manhood at the New Hope Baptist Church and became a member of that congregation.
He was married to Margaret J. Price, on Dec 23, 1880 and to this union five children were born, Mrs. W. M. Warren of Exeter, Charles of New Mexico, O. G. of Exeter, and Arthur and Clarence of Tulsa, Okla. The widow and children are left to mourn the departure of a faithful husband a worthy father.
In 1862 he enlisted in the Confederate army and served until the close of the Civil War.
He became a member of the Cumberland Presbyterian Church at Concord and was ordained a Ruling elder in which capacity he served for thirty-four years. He was as faithful to his church as to his family and often gave liberally of his money and his strength that the cause which he loved might prosper. In all his work he was quiet and unassuming and was characterized by a humility becoming a follower of the Man of Galilee. He was an ardent supporter of the Union of the Cumberland Presbyterian church with the mother church. Because of his views he was deprived of his time honored place of worship and fellowship in the old congregation where he worshiped for so long. He bore his loss with the courage of a good soldier and passed to his reward at the rape age of seventy-seven years, rich in loved ones and friends. Funeral services were conduct in the Concord Church in the presents of a large congregation while his body lay at he very alter where he was ordained a ruling elder 34 years ago. His body was laid to rest in the cemetery near by.
County Loses Excellent Citizen: Sidney Antle, a pioneer and well known citizen of near Exeter, passed into the sleep that knows no waking at this home Wednesday night, Dec 16, 1914, of pneumonia.
He was born in Kentucky, July 17, 1837, making him 77 years, 6 months and 29 days old. When 18 years old he moved with his parents to Barry County. The larger part of his remaining life was spent in this county. He was one of the citizens, most of whom have passed away, whose life history makes up the greater part of the history of this county. During the Civil War, he served as a soldier in the Confederate Army. His service was given to the company in charge of Captain James Montgomery.
He was the father of four children. They are C. F. Antle of New Mexico, O. G. of near Exeter, A. F. and D. F. of Tulsa, Okla. He also leaves two brothers and two sisters, Logan of Eureka Springs, Ark., Dallas of near Wheaton and Mrs. Jas. Goostree of near Exeter and Mrs. Schuyler of Monett.
Funeral service were conducted by Rev. E.W. Love Fridays at the Concord Church. Interment was made in the Concord Cemetery. The deceased had professed faith in Christ and was a member of the Presbyterian Church. In his death the county and community in which he had lived so long has lost one good citizens.
Cassville Republican, Cassville, Barry Co., MO
Additional PRICE ANTLE Surnames in CONCORD Cemetery
ANTLE, Sidney Veteran CSAANTLE, Margaret JanePRICE ANTLE, Margaret Jane


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The Frontiersman
In Silicon Valley's renegade days, a hardheaded Texan chased dreams of a flying car.
By Kenton G. Jaehnig, Jacob Roberts | October 10, 2016
Engineer and inventor Ken Shoulders holds a prototype of the Shadow, a flying drone marketed as a toy, 1993.
Kenneth R. Shoulders Papers, Science History Institute
In the summer of 2016 Steve Shoulders was getting by on odd jobs, doing everything from tree trimming to electrical repair around Freestone, California, a rural community of 50 people in Sonoma County. It was honest work but less rewarding than the years spent under the tutelage of his father, Ken Shoulders. Working mostly from backyard laboratories, the pair spent decades designing flying machines and challenging scientific assumptions.
After his father died of cancer in 2013, Steve was left with the remains of a life spent inventing: drone prototypes, dust-covered lab equipment, brittle research papers, even an old gyrocopter, a type of helicopter with small wings and an airplane propeller. But now those objects were in danger of being lost forever. Unable to pay the rising rent, he was being forced out of his home and was scrambling to find storage space for his father's legacy.
When we spoke with Steve, he was standing on a hilltop a couple of miles from his father's lab, straining to maintain cell reception as wind battered his phone's speaker. "Working with my father was an absolute joy," he said. "He was just a really good friend of mine, if nothing else."
Ken Shoulders would wake each morning between 3:00 and 3:30 to sit outside until sunrise. It was his private time to contemplate new ideas and experiments; no one was allowed to interrupt him. Each day he ate his breakfast from the same bowl and spoon; he would wash them and thereby extricate himself from the rest of the household chores. By simplifying tasks Shoulders hoped to save all his mental energy for his work.
"Anything added to simplicity was complexity," explained his son. "Complexity was going to confuse him or do something to his thought processes that he didn't need."
Shoulders's peculiar sense of pragmatism could alienate people who didn't know him, and it was part of a larger rejection of convention that started at a young age. Born in Texas in 1927, he barely finished high school, shrugging off homework he found tedious to pursue his interests in electronics and what he later called "frontier science." One of the few school subjects that captured his attention was aeronautics; his high marks in that class were an early indication of an enduring fondness for machines that could fly. Despite his mediocre grades young Shoulders was clearly bright. He had a remarkable ability to take a device apart and put it back together again to figure out exactly how it worked.
In following the ideas of 'frontier science' Shoulders made a life of taking the harder path.
Forgoing college, he spent the next decade bouncing among different electronics jobs at companies big (Magnavox, Texas Instruments) and small (radio station WKWF in the Florida Keys). By 1955 he settled into a research staff position at MIT's Computer Components and Systems Laboratory. Three years later Shoulders's self-taught knowledge in the booming field of microelectronics landed him a prestigious job at the Stanford Research Institute (SRI) in California.
Shoulders founded SRI's microelectronics program and directed the work of a team of engineers and technicians who made research machinery, such as mass spectrometers, ultra-high vacuum apparatuses, and electron-beam instruments. He would ride to work each day on a Vespa scooter, careening down twisting, redwood-lined roads into the congestion of Palo Alto. But he would have preferred to ditch the traffic of Bay Area streets for empty skies, and so he set his engineering mind to sorting out a solution.
Frontiersman_2
Promotional handout for the Gyrodyne Convertiplane, an aircraft Shoulders believed could change how people commuted to work.
After working at SRI for a few years he convinced his bosses to allow him to design a car capable of flight. He called it the Gyrodyne Convertiplane, essentially a cross between a car, a helicopter, and an airplane. Although designed to be flown primarily like a small airplane, a rotor on the vehicle's roof would allow it to take off and land from short stretches of road. Rigid wings and a rear propeller would let it travel farther and faster than most helicopters available at the time.
A 1965 proposal lays out Shoulders's vision for the Convertiplane, complete with preliminary sketches and specifications, and addresses operational and logistical concerns. He saw the vehicle as the answer for a "large and growing" population of long-distance commuters who lived 80 or more miles from work and who were tired of battling hours of traffic each day.
Shoulders had hit on an unusual solution to a real problem. Since the end of World War II more Americans were buying cars than ever before and moving into suburbs farther and farther from urban centers. Existing highway infrastructure couldn't handle the change. By 1960 there were more than 61 million registered passenger vehicles on American roads, double the amount of 10 years earlier. President Dwight Eisenhower foresaw the problem and convinced Congress to pass the Federal-Aid Highway Act in 1956.
By the time Shoulders was pitching his Convertiplane, a national system of interstate highways was slowly being built. But Shoulders saw a simpler fix; with his Convertiplane a person could bypass congested roads with the flip of a switch and launch into the sky. No more traffic, at least for the people lucky enough to own such a craft. (He never offered a solution, however, for managing the crowded airspace once everyone was flying.)
Why would SRI support such a far-fetched idea? In the decades following World War II it probably didn't seem all that outlandish. The era was flush with government grants and an eagerness to experiment, especially if the results might keep the United States ahead of the Soviet Union. SRI was at the heart of this scientific free-for-all. A decade after Shoulders pitched his flying car, Harold Puthoff, a friend and physicist at SRI, began a bizarre project funded by the CIA. Puthoff had become fascinated with illusionists, including talk-show staple Uri Geller, who professed psychic powers. Puthoff began investigating whether those powers were real and whether they might have military applications. Puthoff and his collaborators conducted a number of experiments and concluded that Geller could, in fact, read minds and move objects through telekinesis. Other researchers couldn't replicate the results.
Although many of these off-the-wall projects failed to produce anything tangible, the freedom given to employees at SRI paid off over time. Since the 1960s, SRI researchers have had a hand in innovations ranging from cancer drugs to Apple's Siri voice-recognition software. Unfortunately for Shoulders the Convertiplane was a project that never took off. Aside from technical and logistical problems, a gamut of legal obstacles blocked the way.
Sketch of the military-focused Helicopter Escape and Rescue Outfit (HERO), one of two solo aircraft Shoulders designed while at SRI, ca. mid-1960s.
Shoulders met with the California State Senate's Transportation Committee in 1963 to ask permission to use his invention. He argued that flying cars were technologically and economically viable and would not require extensive changes to California's existing transportation infrastructure. If he had to work within the bounds of government regulation, he suggested using a loophole: flying cars could be classified as motorcycles, which had fewer design restrictions when compared with cars. The Transportation Committee members said they would think about it.
No matter how outlandish, Shoulders never rejected a new theory before carefully thinking it over and, if appropriate, testing it. He wished others would extend him the same courtesy.
In early 1964 the California Highway Transportation Agency made a decision: his flying car would be allowed to drive on public roads. Shoulders was overjoyed, but he had only cleared the first of many bureaucratic obstacles. According to Steve Shoulders a number of nearby municipalities, including Palo Alto, forbade the Convertiplane from flying through their airspace, possibly because they were afraid that insurance companies wouldn't cover flying cars. Ken Shoulders was baffled. He later wrote, "There is nothing intrinsically different between flying a helicopter and driving a car, but a gulf has been created between the two methods by some quirk of social and economic manipulation."
In response Shoulders pulled back on research into manned aircraft and for the next few years concentrated on building mass spectrometers and drone aircraft. These setbacks coincided with a growing disillusionment at work. Shoulders believed that great inventions could only be conceived through the vision of an individual scientist, and that the boards and committees at SRI stifled his creativity. Late in 1968, and just shy of a decade spent at SRI, Shoulders decided he could no longer follow someone else's research agenda and left SRI to pursue his own interests: designing and building experimental aircraft. It was a rash decision even for him. According to his son had Shoulders stayed just two more months, he would have left with a generous retirement package, giving him plenty of cushion to strike out on his own. But Shoulders could think only of flying away.
Shoulders was still convinced that a vehicle like the Gyrodyne Convertiplane could revolutionize transportation. While he tried to identify a new source of funding for the idea, he set up a backyard laboratory and workshop for developing remote-controlled drones. While most drones being built at the time were designed for military applications, Shoulders envisioned machines that would be used for everything from toys to crop dusters. He incorporated his work into a company he named Vertitek. In place of graduate students and technicians, Shoulders enlisted the help of novices who like himself had little formal education, often hitchhikers he would come across. Even his young son, Steve, would lend a hand in the lab.
As with his hiring practices Shoulders's drone designs could be eccentric. The Boomerang looked like a giant maple seed, the kind that pinwheels down when thrown in the air. But the craft's odd appearance belied the cutting-edge technology onboard. It was able to avoid collisions by bouncing sound waves off obstacles, similar to the way a bat uses echolocation to navigate. The inventions were marvels of engineering, says Steve, but they could be dangerous too. If something was to go wrong, the Boomerang's large propeller could easily lop off the head of a bystander.
Shoulders and assistants wrangling the Boomerang, a self-navigating drone of his design, ca. 1970.
Shoulders built drones out of his backyard lab for many years, but eventually he realized that if he ever wanted to build a flying machine he could pilot himself, he needed a lot of money. He was also looking for a fresh area of research, something he'd later describe as "really nuts." Who better to ask for help in this pursuit than his old friend Puthoff?
Shoulders went to see Puthoff at SRI one in day in 1976. As luck would have it, Puthoff had just spoken with his wealthy friend George "Bill" Church, the owner and CEO of the Church's Fried Chicken fast-food chain. Church had told Puthoff about a recent dream in which a flying saucer landed before him, out of which walked a man with remarkably large shoulders. As soon as Puthoff hung up the phone, Shoulders walked into his office looking for money. To a man pursuing the paranormal it seemed prophetic. Puthoff called Church back immediately, exclaiming that he was face to face with a large-shouldered man named Ken Shoulders.
Church and Shoulders set up a meeting soon after. Although Shoulders distrusted businessmen in general, he was charmed by Church. Like many others living through the oil crisis of the 1970s, Church was interested in alternative sources of energy, and he was eager to fund research in that direction. Shoulders was game, and over the next few weeks the pair negotiated an arrangement in which Church would finance Shoulders's experiments and pay him a salary to run a lab; in return Church would share the profits from anything Shoulders invented.
After working in California for nearly a decade—first from his home in Woodside, then later in a lab Shoulders designed and built himself closer to the coast—Church asked Shoulders in 1984 to take charge of a state-of-the-art lab he was building in Austin, Texas, Church's home base. The promise of complete creative and financial freedom was too tempting to resist. They organized themselves as a new company, Jupiter Technologies, and hired a staff of scientists and technicians. Soon Shoulders had designed a number of microelectronics for market, including a millimeter-wave generator and a new type of digital display he pitched to the Defense Advanced Research Projects Agency (DARPA) without success.
Caricature of Ken Shoulders drawn during his time in Austin, Texas, 1988.
As time went on, the two men found they had a lot in common and became close friends. Both were Texans who loved science but harbored a disdain for the constraints of higher education. Church would often stay late at the lab to quiz Shoulders about his progress and research methods, phoning in to the local outlet of his restaurant chain to have a dinner of fried chicken delivered to keep the discussions rolling.
Funding and chicken in hand, Shoulders believed he finally had the stability he needed to build a personal aircraft. Using his experience with the Gyrodyne Convertiplane and the dozens of remote-controlled drones he had built over the previous decade, he created a prototype gyrocopter with a lightweight metal skeleton he intended to modify incrementally into a flying car. He designed and built a pair of rockets fueled by hydrogen peroxide that in theory would allow the gyrocopter to launch vertically from a city street. After launch the vehicle's propeller would provide stable flight. Shoulders often flew the prototype around his property for fun, though the rockets never got past the testing stage.
Shoulders suffered from extreme motion sickness, which led him to fly very low to avoid turbulence and the upset stomach that came with it. His motion sickness grew so debilitating he couldn't even look at a Ferris wheel without getting ill. Still, the freedom he felt while in the air, untethered from the snarl of traffic, made his trips worthwhile.
But Shoulders's belly wasn't the only obstacle to commuting by flying car. It turned out that actually building one of the things was harder than he thought. At the same time, the cheery façade presented by his friend and business partner Church was starting to flake away. In 1989 Church began delaying a promised $10,000 bonus and laid off part of Jupiter's staff. Church's enthusiasm for Shoulders's work endured, but he could no longer afford to finance Jupiter by himself, especially when none of the lab's projects were producing a profit.
Despite developing acute motion sickness, Ken Shoulders flew solo aircraft for much of his life. Here a young Shoulders sits in the cockpit of a Bensen B-8M Gyro-Copter in 1962.
For a time Church tried to hide the depth of his financial straits. When Shoulders discovered the truth, he was outraged, and the partnership soon dissolved. By 1990 he wasn't any closer to turning his gyrocopter into a full-fledged flying car, and he no longer had Church's financial support. Jupiter Technologies shut its doors. For four years Shoulders finished off contractual obligations and continued his alternative-energy research out of Jupiter's former lab before returning to California in 1994. In 1995 he found a new financier from Sonoma County, California, who would fund him for the next 10 years. According to Steve, "From a 30-minute meeting and a handshake agreement we moved to Freestone."
At some point Shoulders abandoned manned aircraft altogether. When he received a request from two young family friends seeking advice for breaking into the personal-aircraft industry, Shoulders shooed them away from the idea. He warned them of the political and legal hurdles they would encounter, while bitterly recounting his own experience. The young men heeded the weary inventor's warnings: one kept his job at Boeing, while the other, in Shoulders's words, "took off for Tahiti in a sailboat with a beautiful lady."
In the Freestone lab Shoulders returned to the experimental physics projects he had pursued early in his partnership with Church.
While working with his son sometime around 1980, Shoulders had replicated a phenomenon observed by William Bostick, an atomic physicist at the Stevens Institute of Technology. Shoulders would eventually dub his findings exotic vacuum objects, or EVOs. He described an EVO as a cluster of electrons that channels energy (though the source of that energy was uncertain). Shoulders believed he had used the electrons' energy to melt microscopic holes in various materials. Church had offered their research to dozens of companies and government agencies, including the Office of the Vice President, but no one was interested.
EVOs break the laws of physics as they are currently understood. Electrons shouldn't be able to cluster together, as Shoulders claimed, because an electron's negative charge will repel other electrons. Anyone trying to hold together the north poles of two magnets will get a sense of the problem. And so when Shoulders presented his findings to established scientists, such as Richard Feynman, a Nobel laureate physicist at Caltech, he was dismissed outright.
Shoulders's credibility was not helped by his maverick reputation, his lack of formal education, or the company he kept. Puthoff, his closest friend at SRI, was a former Scientologist who was still convinced that Uri Geller had psychic powers. Shoulders had also become close to John Hutchison, who promotes himself as a lovemaking guru and the inventor of levitation and life-extending devices. These relationships, and many others with more conventional scientists, were the result of Shoulders's openness to unusual ideas. No matter how outlandish, Shoulders never rejected a new theory before carefully thinking it over and, if appropriate, testing it. He wished others would extend him the same courtesy.
Photograph from Shoulders's testing of EVOs, which he hoped would be key to an alternative-energy source.
But was there any worthwhile science in Shoulders's EVO research? After dismissing the inventor's findings, Feynman became aware of the discovery of similar clusters of charged particles made at the National Bureau of Standards and the work of a professor at the University of California, San Diego, who had noticed the same thing 10 years earlier but had not conducted further research. On January 31, 1986, Feynman mailed an apology letter to Shoulders: "When you were in my office I could not see how 1010 or 1011 electrons could be kept as a ball in a vacuum without ions. . . . I must apologize for it has come to my attention that it is indeed possible." Feynman confirmed that the electron clusters Shoulders and his son witnessed were feasible, a small victory in the face of mass rejection. But the existence of a physical phenomenon is a far cry from an alternative energy source. Nonetheless, Shoulders declared in his self-published book, EV: A Tale of Discovery, "I believe this gateway will open into one of the greatest industries yet known." Despite years of filing patents and pitching the research to various companies and government agencies, Shoulders never found a taker.
In following the ideas of "frontier science" Shoulders made a life of taking the harder path. The difficulties he would create for himself, whether based on principle or temperament, are perhaps best exemplified by his decision to turn down a doctoral degree from MIT while he was working there in the 1950s, a formality that could have boosted his credibility with his EVO work. Steve remembers, "[His boss Arthur] von Hippel said, 'I will get you a PhD; it's assured.' [Shoulders] said, 'It's not a problem; I'm not interested. I'll bypass, thank you,' and continued his work and then left. That's typical. He just wasn't interested in following convention."
Steve (left) and Ken Shoulders in 1999. The father and son team spent decades designing flying machines and working on an alternative-energy project that even Ken described as "really nuts."
When we last spoke to Steve, he was still in the process of moving out of his father's house and laboratory, trying to figure out what to do with all the leftover prototypes and lab equipment. "Things are at risk right now, but I'm trying to do what I can to preserve everything," he said.
Once all the equipment and files are cleared out, traces of Ken Shoulders's quixotic pursuits will remain in the hills he called his home and his workplace, lying there perhaps for some sharp-eyed hiker to stumble across.
"The aircraft would, if it got away from him, end up in the woods some place," Steve said. "He'd usually go out there and find them, but there are plenty that could not be found. They're probably still there in some form or another."
The Kenneth R. Shoulders Papers were donated to CHF in 2015.
Kenton G. Jaehnig
is a senior archivist at the Institute.
Jacob Roberts
is a freelance writer in Portland, Oregon, and former staff writer for Distillations.
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Schubert Week 2023: Workshop Closing Concert LIVE from Pierre Boulez Saal
As part of the cooperation between the Lied Akademie of the @HeidelbergerFruehling, the Hampsong Foundation, and the Pierre Boulez Saal, young singers and pianists are given the opportunity to participate in multiple working periods in Heidelberg and Berlin over the course of several months or years. During the Schubert Week at the Pierre Boulez Saal in Berlin, they present their work with @thomashampson in two public workshops and a concluding performance.
SCHUBERT WEEK 2023
Franz Schubert, declared the English musicologist George Grove in 1883 in fervently Romantic tones, only had to "read the poem, and the appropriate tune, married to immortal verse (a marriage, in his case, truly made in heaven), rushed into his mind, and to the end of his pen." In a creative life spanning less than 20 years, Schubert wrote over 600 songs—a musical treasure trove that is as diverse as it is inexhaustible. The Pierre Boulez Saal's Schubert Week, curated by Thomas Hampson, once again unites a group of veteran and up-and-coming artists to explore a selection of these works, together with compositions by Schubert's contemporaries.
Two public workshops under the direction of Thomas Hampson offer rare insights into the training and development of young singers.
In Cooperation with the Lied Academy of Heidelberger Frühling Liedzentrum and the Hampsong Foundation.
More: www.boulezsaal.de/en/concerts/schubert-week
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As part of the cooperation between the Lied Akademie of the @HeidelbergerFruehling, the Hampsong Foundation, and the Pierre Boulez Saal, young singers...


sarahbbyy
About sarahbbyy
sarahbbyy posted a topic in Britney Spears
music Apparently, Britney wanted to start her own label in 2004
sarahbbyy replied to sarahbbyy's topic in Britney Spears
I actually don't agree with this. I think that Glory showed that she could gain it all back and it be even better than before. Fans say things about Britney's career now and talk about how she is as a performer but I think she is in a better place in her life than she was in her prime. She had a lot of issues she never worked through because she had a very childish, "**** you" attitude. I understand why because she was forced to follow rules yet still act like an adult when she was young. Now that she has matured, has kids, and also the conservatorship, I think she has more balance and a clear direction. Okay, so the conservatorship prevented a lot of things and still is but now she has the ability to gain control in a healthier way like she has been doing. Glory was all her. I feel we are going to get some of her best albums from now on. I know fans have been waiting patiently but I think these next ten years, she will make some of her best music, unless she retires(hopefully not). To think, her 40s will be her best decade of life musically(again, it's just a prediction of mine). Just wait!!!
In an article with Entertainment Weekly titled, Britney Spears: Nobody's Angel, she states she was hoping to start her own record label. AND That Japan conference she had during the In The Zone era is my favorite music interview of hers because she stated she wanted to produce the entire next album by herself. Obviously, after all of her struggles with Kevin, she decided to let the other producers just create the album without her input in a sense of being the main songwriter/producer but if that didn't happen, she would have taken over the production aspect and said she would have only worked with one other producer to teach her/for guidance. At 4:37 I just thought it was interesting. We might not get the same Britney as a performer but whatever amount of albums she decides to release from now until she maybe wants to retire, I am sure we will be getting it even better. I think we are safe in the general musical aspect of things.
music Did she really not sing Gimme More on her Circus Tour?
I might be a little late on this one but that was her first single from Blackout, her biggest hit of that era and she did not sing it? That's so weird!
music Does anyone actually like Britney'a management?
They are to me, a huge part of the problem. They seem to be behind in anything to do with modern music. They are basically just babysitters who make a boat load of money. Nothing more, nothing less. I wish Britney had a better management team and hopefully gets that EVER.
music Britney Jean was a probably a blessing in disguise
I know that it technically took her out of the GP's mind because it was way less successful than Femme Fatale but it definitely shook things up for her with her label and her team. She finally got to do the album she wanted. Both Britney Jean and Femme Fatale were supposedly originally different before her team or her label stepped in and made it into something she did not want. Glory gave her at least the control over her music back. I do hate that once Britney Jean came about, it gave her a first single off a new album that was not number one or even top 10 and did not get any radio play. I live in Southern California and listen to all the major pop stations, didn't hear about this album on radio or from anyone else until I became a major fan of hers in recent years. It seems that album faded and no one heard of it. There are definitely more things to worry about and more effort needed to be put towards every part of her career but I am at least glad we got some decent music out of it. I always felt she started her career over with Circus but in a worse place than her first album. Circus being Baby One More Time, Femme Fatale being Oops I did it Again, Britney Jean being Britney (though not as good), and we got Glory, which is reminiscent to In The Zone. Hopefully, whatever new album she releases whenever she releases it will be the modern day version of Blackout we always wanted. With Britney, it's hard because even with Circus and Femme Fatale, she had hits but she was not the star she once was. All she needed was one album for people to forget her because they already stopped thinking of her despite her still consistency having hits. I don't know if she could technically get it all back but I do think she can keep being moderately successful. The worst of it is she continues to be a legacy act for the rest of her life but I guess it doesn't matter as long as the GP will always be nostalgic and never let her completely fade. Hopefully though, we see something different in the next few years.
music Does anyone know how many albums she has left in her contract?
Also, do compilations and greatest hits count? Not that it matters anyways because those kinds of projects don't do well in today's market but I was just wondering. It's not yearly, it's number of albums, right?
exhale Even though people have complained about her singing since her prime...
She is just too special for words
exhale Who wishes Onyx Hotel Tour was on DVD?
I would love to see Britney's official design of everything though
music The main problem with pretty girls is Britney's really bad autotuned vocals
sarahbbyy replied to zone's topic in Britney Spears
The problem with the song is the song itself
In the Zone is a combo of my FAVORITE album/era, so I would also like a special bonus feature that includes tour of bus, backstage, and the whole design process for stage and costumes alike. Is that too much to ask?
I noticed all the stuff I love about her outside of her singing, other artists were not as great at to me. I am not going to call other artists out but just like how Britney was not the best singer, other singers did not have a lot of the things she had. Some had great dance skills and even better than Britney's but she had the mix of amazing stage presence and amazing dance skills(also routines). Her stage outfits were so on point that I don't feel that way about most artists. Britney's splash of her color and her diversity with the way she dresses makes me more entertained by her choices than anyone else. She always(in her prime) had super figure flattering clothes that were flawless stage costumes(which is why they were so damn iconic in the first place). I notice that maybe it's because other artists are so super glamorous that they don't get subtlety, whereas Britney had a mix of both that was perfect. I also love how Britney is a lot more natural in a sense that performing with her dancing and her passion for just that was enough to drive me wild. She did not have to make a statement. Britney's love of just doing just performing or interacting with the audience and just feeling the music was always enough for me. I always felt most artists are super calculated and when Britney was on stage most of the time, we sometimes forget how well marketed she is. Also, her music videos were always so consistent to a point where there was no one like her. Even if her execution has been sloppy for recent years, when we get the scoop of what could have been or we get surprised from some clever idea of hers(Slumber Party wasn't epic in execution but the concept behind it and Britney's vision always sounded super clever and outside of the box), she really excites me more than any other artist ever. Even though I wish she did still have most of her qualities in her prime, I will always remember the legacy she had built and the amazing influence she had on me not only as a performer but as an artist. Even if she is not the best singer, I care less about that anyway, especially when I listen to most artists I love(not as much as Britney). I care if she just sings her heart out with effort to be on key and of course live. However, if she never does that, she will always leave me in awe with her for what she has put out there. In her first few years of the industry, it was more than what most have done for 10-50 years, for me at least. No matter how many younger artists write their own songs or sing live, I find Britney far more influential. No one will I love as much as Britney Spears. Since In the Zone era was my favorite everything, let's enjoy some of her best, yeah?
exhale I keep the In The Zone album in my purse...
Is that weird... (Not just for the music but so I could look at that amazing booklet any time of the damn day)
exhale Britney might never be the artist and performer she was and that's okay...
Believe it or not, people will remember in her death bed(please God let her live a long life) her legacy. Almost all legends lost their reputations for a huge while before we lost them and are still only remembered for the good: Michael Jackson, Elvis Presley, Whitney Houston, etc. Her happiness and emotional stability is all that matters at this point. Even if we feel she has become hugely lazy as a performer, I doubt it will do anything bad to her in the long run. As long as people keep seeing her, they know what they are getting themselves into. People know what she is all about now and even though I wish things were different and she had the entire package, it's okay that she doesn't. She is stable, happy, and that is something those legends I listed did not have before their death. Even if she stays in a conservatorship forever, she is still not bound to strict rules as much anymore it seems like and everything is consistency good for her. I hope it keeps going this way. I don't follow Britney too much anymore but I check in to see if she still posts the same happy pictures because that is all that matters to me at this point.
She seems so different era to era!
sarahbbyy replied to HairFlipQueen's topic in Britney Spears
It's all age. It's not nearly as fascinating as people make it out to be. She became famous at age 17. She has always been known for being shy and her family had confirmed that as well.Of course by time, she would be more comfortable. She was also going through so many different phases that led to her acting so differently each era. She went through the rebellion after having enough of people talking crap about her and just standing by, saying nothing. Of course in 2011, she was going through some personal things we did not know about because her conservatorship keeps her at bay with the rest of the world. so that explains that. We probably will never know what actually happens behind closed doors unless she tells us.


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in Amnesty, anchor babies, birthright citizenship, terrorism
Immigration think tank sees birthright citizenship as threat to U.S. security
A new Center for Immigration Studies (CIS) report examined the consequences of America's liberal birthright (anchor baby) policy and found that the program may have national security implications.
The study Entitled "'Birthright Citizenship for the Children of Visitors: A National Security Problem in the Making?,' provides original estimates on the number of annual births to temporary visitors, whether birth tourists, students, guest workers, or Mexican citizens with border-crossing privileges. The report suggests that this policy is a national security vulnerability and discusses how U.S.-born, but raised-abroad terrorists can (and have) used their citizenship against us."
The Center for Immigration Studies key findings included;
* Nearly 200,000 children are estimated to have been born to women lawfully admitted as temporary visitors from all over the world in 2009. By comparison, according to other studies, more than 300,000 children are born each year to illegal aliens.
* Short-term visitors, including women who come as birth tourists expressly for the purpose of having a U.S.-citizen child, account for about 20 percent of these births (39,000). While most foreign tourists stay for two weeks or less, according to DHS statistics a large number of people who are admitted as tourists stay for periods of three months or more, including an estimated 780,000 women of child-bearing age.
* Another 20,000 annual births are estimated to young foreign women who are admitted as short-term residents, such as students, guest workers, exchange visitors, investors, and other categories that allow for multiple years of U.S. residence.
* The cohort that accounts for the largest number of births to foreign visitors is Mexican women who hold Border Crossing Cards (BCCs). An estimated 130,000 births are estimated from this group of women, who have virtually unrestricted access to U.S. cities and towns in the southwest border region. Because the identities of BCC holders are not checked upon entry and the exits are not tracked, the cards frequently are used fraudulently by imposters seeking illegal entry.
The report also concluded that these birth tourist children have become some of America's biggest adversaries.
The high-profile children include Anwar al Awlaki, a U.S.-born cleric who is now residing in Yemen and directing home-grown terrorist attacks against America; and Yaser Esam Hamdi, a U.S.-born enemy combatant captured in Afghanistan and released from Guantanamo to Saudi Arabia in 2004.
CIS points out the common denominator with Al Awlaki and Hamdi is the fact they were both born in the United States to parents admitted as temporary residents on non-immigrant visas.
These two men, however, were raised and radicalized in the Middle East.
The birthright or anchor baby issue should weigh heavily on lawmakers who are trying to reform America's immigration laws- failure to do so will only result in more home-grown terror attacks.
For more stories; http://www.examiner.com/county-political-buzz-in-san-diego/kimberly-dvorak
© Copyright 2011 Kimberly Dvorak All Rights Reserved.
Continue reading on Examiner.com: Immigration think tank sees birthright citizenship as threat to U.S. security – San Diego County Political Buzz | Examiner.com http://www.examiner.com/county-political-buzz-in-san-diego/immigration-think-tank-sees-birthright-citizenship-as-threat-to-u-s-security#ixzz1GhHS90yC


> News & Newbies > Prius, Hybrid, EV and Alt-Fuel News >
Oh the Irony of it All... The Pulitzer Prize Story that the LA Times DIDN'T Get
Discussion in 'Prius, Hybrid, EV and Alt-Fuel News' started by DeadPhish, Mar 7, 2014.
DeadPhish Senior Member
Outer Banks of NC.. Retired to play golf and poker
A trip back in time... to 2010. The witch hunt is just beginning. The LA Times ( and to a lesser extent ABC News ) is bound and determined to find out the truth about Toyota and how it's been hiding a major defect for years. SUA is just entering the mainstream vernacular. After the tragedy in San Diego county more and more reports are coming in about people not being able to control their Toyotas.
'AH HA' says the LA Times, 'we got'em. We'll get to the bottom of this, nail Toyota and get ourselves a Pulitzer Prize for our efforts.'
So they spread out - even on these pages ( I was contacted herein to see if I wanted to tell them how unhappy I was with my Prius...'Uh...F--- Off' ) - to gather horror stories to support their case and force Toyota to come clean. Then the writer went into full attack mode making accusations against Toyota in print. Accusations which were based on no fact only on 2nd hand reports and impressions.
To its credit if you will remember Toyota did not back down, it actually responded on its website and squashed each and every accusation. And in the end.... TM was vindicated by the facts or lack thereof.
But the irony of it all was - at the very time that the LA Times was going after Toyota there was in fact a very real corporate coverup of a very real automotive manufacturing defect that was actually injuring and killing people and which had been ongoing for at least 5 years.
DETROIT — General Motors' chief executive, Mary T. Barra, told employees on Tuesday that she had personally taken charge of the company's recall of 1.6 million vehicles to fix defective ignition switches.
Ms. Barra's comments, made on a corporate blog, were her first public acknowledgment of G.M.'s decade-long failure to address a safety problem that the automaker has linked to 13 deaths.
G.M. has acknowledged that it was aware of problems in the ignition switches of Chevrolet Cobalt cars as far back as 2004. But despite mounting evidence that faulty switches could shut off a car's engine and electrical system, disabling its air bags, the company did not start a recall until this Feb. 13.
NY Times March 4, 2014
http://www.nytimes.com/2014/03/05/business/gms-barra-promises-to-investigate-how-recall-was-handled.html?_r=0
And the LA Times missed the story completely. Damn. Well done LA Times.
#1 DeadPhish, Mar 7, 2014
Ashlem, bwilson4web and telmo744 like this.
SageBrush Senior Member
Southwest Colorado
That is not Karma.
I was hoping to read an expose of the Toyota witch hunt that did win a Pulitzer.
#2 SageBrush, Mar 7, 2014
bwilson4web BMW i3 and Model 3
Schadenfreude:
#3 bwilson4web, Mar 7, 2014
mrbigh likes this.
SageBrush said: ↑
You're correct of course.. post corrected.
mrbigh Prius Absolutum Dominium
Other Electric Vehicle
bwilson4web said: ↑
Beautiful depiction of stubbornness
#5 mrbigh, Mar 7, 2014
i guess none of the gm crashes were spectacular enough, or didn't involve a chip?
#6 bisco, Mar 7, 2014
Troy Heagy Member
LA Times was not trying very hard. But the NY Times picked up the story:
Toyota was involved a scandal that spanned ten years (circa 1998 to 2008). No customers died but they did get stuck with a $7000 engine replacement bill when Toyota voided warranty (even with proof oil was changed regularly). No brand-new car should have a dead engine after only 15-30,000 miles but it kept happening again-and-again affecting 1 million customers.
It took the action of several states and the federal government for Toyota to obey the law & reinstate those illegally-voided warranties.
"Toyota knew they had a defect and didn't want to admit," choosing to blame the customer instead, said the Better Business Bureau. (Extremely very Poor customer service.)
http://www.nytimes.com/2007/02/04/automobiles/04SLUDGE.html
#7 Troy Heagy, Mar 7, 2014
bitterness can ruin your life.
Roland1555 Senior Member
Not sure if the book is closed on this thing yet as far as the GM ignition issue goes. Really, there have been deaths and the company has known about the problem for years.... surely even in an unfair world there has to be a greater level of accountability and fairness in both reporting and legal consequences.
#9 Roland1555, Mar 7, 2014
telmo744 HSD fanatic
GM gets sued and has to pay...
A new bailout, more $$ from US citizens?
#10 telmo744, Mar 7, 2014
too big to fail...
#11 bisco, Mar 7, 2014
The Electric Me Go Speed Go!
Undisclosed Location
DeadPhish said: ↑
I think that is true if you are talking specifically about that report and those specific set of accusations. But that is NOT my memory of how Toyota initially responded through most of this time period.
I was frustrated by how passive and I don't want to offend anyone..."Japanese" Toyota seemed to be in their reaction during this entire period. There were daily apologies,-- Yes for offenses and accusations that IMO were not proved. Toyota's reaction was almost like they had been "dishonored" by the accusations themselves, and that somehow they had to show shame.
Infact during that time period I seem to remember The Prius winning a big award..."like" North American Car of the Year"...or something like that...and Toyota refusing to accept it, because of the publicity and problems.
Through that whole time period, I felt Toyota acted like a company based on it's Japanese ownership and culture. And sometimes, I wanted them to act more like an American Company...and fire back with more aggression.
#12 The Electric Me, Mar 8, 2014
telmo744 likes this.
The Electric Me said: ↑
I think that is exactly right.
I remember when a Toyota exec (I think the CEO) apologized to the US Congress. The American media interpreted the apology as admission that a braking defect existed when in fact the exec meant nothing of the sort. He was just apologizing for the fact that the accusation existed at all.
I would also point out that xenophobia in America is only a skin scratch away. Japanese car companies are very practical in being extremely diplomatic in this country. Had Toyota called out the involved UA drivers as fraudsters, knee-jerk patriotism would have kicked into high gear, driven in no small part by politicians and Detroit with invested interests.
#13 SageBrush, Mar 8, 2014
kbeck Active Member
All right. I got it: GM was having fun killing people with bad ignition switches. Right. The LA Times missed that one.
Next: Priuses never did run-away acceleration or had problems with brakes. If the LA Times went after that, then they were nuts, and/or taken by that con man who rode the brakes while trying to accelerate at the same time.. And failed.
However: There really was a cover-up by Toyota on Camrys and the like: Runaway cars, cars that wouldn't stop, and dead people all over.
Toyota vociferously claimed that it was driver error, idiots with floor mats, and pushed back.
NASA got involved and inspected the engine controllers. They didn't find any smoking guns, and said so.
The NHTSA stood up. Then they sat down, mumbling madly about old farts who couldn't tell the difference between an accelerator and a brake pedal. (They're right about that.. some of the time.)
The whole thing quieted down.
And then, last year, we find out from that lawsuit in middle America that:
There were runaway Toyotas. For real. Bad engine controller design and horrible engine controller software.
Toyota had lied to NASA about certain critical characteristics of the engine controller - then blacked out their lies in the final report. It wasn't inadvertent - the lawyers knew.
That whistleblower from Israel who had been translating Toyota documents showed proof that Toyota had seen unintended acceleration - on a Prince of Japan's car! Ahem - that didn't hit the news.
If the LA Times said, at that time, that Toyota was involved in a cover-up, they were right. It wasn't with Priuses, but with a whole bunch of their other cars, likely including that cop who got killed in LA.
So what are you going on about, anyway?
KBeck
#14 kbeck, Mar 8, 2014
the cop was from an aftermarket winter mats on top of summer mats, iirc.
I was referring to a specific situation when the LAT allowed the rogue reporter to make specific accusations against TMS in print. TMS responded to each accusation on its website showing that the reporter had no factual basis for his article. The LAT never again went into 'attack mode' against TMS and TM after that.
#16 DeadPhish, Mar 9, 2014
kbeck said: ↑
Oh really? This seems to be a statement from your own personal viewpoint with no factual basis. References from non-biased sources please - or it never happened.
The NHTSA stood up. Then they sat down, mumbling madly about old farts who couldn't tell the difference between an accelerator and a
Again no references, your opinions (1)(2) and a 2nd hand report without substantiation (3). IOW you got nuthin.
You can't be serious. The NHTSA fully investigated the SD County tragedy and determined that the aftermarket all-weather mats were the cause. It's public knowledge with the results published on the NHTSA website. Toyota had nothing to do with the deaths, it was the Lexus dealer that was primarily at fault. In fact 3 yrs prior to the crash Toyota had instituted a 'recall' where it specifically told drivers and dealers NOT to use All-Weather mats on top of the normal floor mats. The SD county Lexus dealer ignored that instruction.
But that's all ancient news. The GM ignition mess is the subject of this thread. Don't try to deflect the focus. GM knew what it was doing all along. CEO, Mary Barra admits as much. They knew that the ignitions were defective and they knew that people were dying from defective vehicles ... but they simply didn't know how to fix the problem. So they hoped it would go away... for 10 years they hoped.
Check out this new article in the NY Times today. The NHTSA is in seriously deep trouble according to their own data. The data also makes this a lot more serious for GM than even before...
http://www.nytimes.com/2014/03/09/business/auto-regulators-dismissed-defect-tied-to-13-deaths.html?hp&_r=0
Federal safety regulators received more than 260 complaints over the last 11 years about General Motors vehicles that suddenly turned off while being driven, but they declined to investigate the problem, which G.M. now says is linked to 13 deaths and requires the recall of more than 1.6 million cars worldwide.
A New York Times analysis of consumer complaints submitted to the National Highway Traffic Safety Administration found that since February 2003 it received an average of two complaints a month about potentially dangerous shutdowns, but it repeatedly responded that there was not enough evidence of a problem to warrant a safety investigation.
To the mounting complaints, the safety agency sometimes responded with polite but formulaic letters similar to one it sent in December 2010 to Barney Frank, then a congressman from Massachusetts, who had written on behalf of a distraught constituent whose 2006 Cobalt kept stalling. In the letter to Mr. Frank, the agency said it had reviewed its database of complaints to determine if a "safety defect trend" existed. "At this time, there is insufficient evidence to warrant opening a safety defect investigation," the letter concluded.
In the late 1990s, it was criticized for failing to detect a wave of highway rollovers in Ford Explorers with Firestone tires, a problem that was eventually linked to 271 deaths.
In response, Congress passed a law in 2000 requiring automakers to report to the safety agency any claims they received blaming defects for serious injuries or deaths, so the government would not have to rely only on consumer reports. Since 2003, G.M. has reported at least 78 deaths and 1,581 injuries involving the now-recalled cars, according to a review of agency records. Though the records mention potentially defective components, how many of these records were related to the ignition problem is unclear. Even with that additional information, regulators appear to have overlooked disturbing complaints of engine shutdowns.
Troy Heagy said: ↑
How can you possibly compare a technical dispute ( sludge vs proper engine maintenance ) which is only about money to a situation where a company deliberately covered up, delayed or couldn't fix a defect which was killing people....for 10 years!!!
Again like the other fanboi above, your post is a poor attempt to deflect focus away from GM.
But the reality is that GM's problem is several orders of magnitude more serious than 'sludge'. Puleeeze, "..knife to a gunfight.." seems apropos.
Besides I owned 4 TM vehicles from 1989 through 2004 putting well over 500.000 miles on them and never experienced any of the alleged sludge problems. AFAIK 'sludge' was like 'SUA', i.e. if not fabricated it was very very owner/driver-dependent. Since it never concerned me or my family IMO it never occurred. Easy.
^^ DeadPhish, spot on rebuttal
I disagree about the NYT article though. Low frequency defects are difficult to find amidst all the noise. That won't stop a witch hunt of course.
unfortunately, according to the wsj, gm's liability maybe somewhat limited by the bankruptsy agreement.
bisco said: ↑
unfortunately, according to the wsj, gm's liability maybe somewhat limited by the bankruptcy agreement.
Yep. No doubt the reason why GM is so quick to admit why the 'other' GM was such a turd.
I can only hope that the court of public opinion gets rid of that miserable company once and for all.
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Born in 1963 in the USA. B.A. in Psychology at the University of Southern California (1985), Ph.D. in Neuroscience at Princeton University (1990). Post-doctoral fellowship at the Stanford University. Assistant Professor at the California Institute of Technology (Caltech) (1993), Associate Professor (1999), Full Professor (2004). Appointed Investigator at the Howard Hughes Medical Institute (HHMI)(1997). Director of the Department of Synaptic Plasticity at the Max Planck Institute for Brain Research (since 2009).
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