A British Victorian-era painter and poet, Dante Gabriel Rossetti formed the pre-Raphaelite Brotherhood seeking to recapture the naïve approach to art of the time before Raphael. The above painting shows a woman raising a golden “loving cup”. Behind her are four brass plates, supposedly depicting scenes from the Bible and ivy leaves. Ivy was dedicated to the Greek god Dionysus – the God of Intoxication who is often depicted wearing a wreath of ivy and grapevines. He is also depicted holding a chalice and carrying a wand which was also entwined with ivy and vine leaves.
The Pre-Raphaelite Brotherhood was a group of English painters, poets, and critics, founded in 1848 by William Holman Hunt OM, Sir John Everett Millais and Dante Gabriel Rossetti. The three founders were joined by William Michael Rossetti, James Collinson, Frederic George Stephens and Thomas Woolner to form the seven-member “brotherhood”. There was a myth common to peoples across the ancient world that an ascent to the heavens was possible using a ladder of seven stars, a process running parallel to the alchemical idea of the perfection of metals and the perfectibility of the soul. This concept was enshrined in the rituals of the Western secret societies of the 19th and 20th centuries such as the Golden Dawn and the Hermetic Brotherhood of Luxor, and influenced the development of new age occultism. Analysis of Rossetti’s paintings and poetry, shows that the artist widely employed themes and motifs drawn from the Hermetic magical system which later developed into Rosicrucianism and Freemasonry.
This painting, The Loving Cup, was sold at auction by F. R. Leyland; Auction: Christie’s, 28 May 1892, lot 58; T. H. Ismay.
Frederick Richards Leyland was one of the largest British shipowners, running 25 steamships in the transatlantic trade. He was also a major art collector, who commissioned works from several of the Pre-Raphaelite painters.In 1892, John Ellerman purchased the Leyland Line of the late Frederick Richards Leyland. In 1901, Ellerman sold this business to JPMorgan for £1.2 million, which was immediately folded into the International Mercantile Marine Co.
In 1902,T.H. Ismay’s son, Bruce Ismay negotiated the sale of the White Star Line to J.P. Morgan & Co., which was organizing the formation of International Mercantile Marine Company, an Atlantic shipping combine which absorbed several major American and British lines. IMM was a holding company that controlled subsidiary operating corporations. Morgan hoped to dominate transatlantic shipping through interlocking directorates and contractual arrangements with the railroads, but that proved impossible because of the unscheduled nature of sea transport and American antitrust legislation. White Star Lines became one of the IMM operating companies and, in February 1904, Ismay became president of the IMM, with the support of Morgan. Today White Star is most famous for their innovative vessel Oceanic of 1870, and the Olympic class ocean liners, including the RMS Titanic.
“RR Auction Titanic Auction April 2014 Molly Brown’s silver loving cup is already on board. A golden opportunity for Titanic consignors and collectors. Seeking consignments for our April 2014 Titanic sale to be featured alongside the sterling silver loving cup presented to Captain Arthur Rostron of the Carpathia,(the “rescue ship”) by Titanic survivor Molly Brown in a ceremony on May 29, 1912. Record-breaking results and highlights from RR Auction’s past sales of museum-quality Titanic artifacts include: Photo of the Iceberg that Sunk Titanic — $25,200 Taken by the captain of the Leyland Line steamer S. S. Etonian two days before the disaster. Lady Duff-Gordon’s kimono — $75,205.20 Silk kimono worn on the Titanic and Carpathia.
The SS Californian was a British Leyland Line steamship that is best known for being in the vicinity of the RMS Titanic when it sank on April 15, 1912, and for failing to come to its aid. The United States Senate inquiry and British Wreck Commissioner’s inquiry into the sinking both concluded that the Californian could have saved many or all of the lives that were lost, had a prompt response been mounted to the Titanic’s distress rockets. The U.S. Senate inquiry was particularly critical of the vessel’s Captain, Stanley Lord, calling his inaction during the disaster “reprehensible”. After seeing the distress rockets, he said, he turned off his wireless and went to bed. He was not prosecuted, by either, the United States Senate inquiry or the British Wreck Commissioner’s inquiry. Californian was designed primarily to transport cotton, but also had the capacity to carry 47 passengers, but there were apparently no passengers on board. There is no information available on the ship’s manifest. Wikipedia: ‘She left Liverpool, England on April 5, 1912 on her way to Boston, Massachusetts. She was not carrying any passengers on this voyage.’
However there was a national coal strike in England. It was the first national strike by coal miners in Britain. After 37 days the government intervened and ended the strike by passing a minimum wage law. Nearly one million miners took part. It ended on 6 April, after 37 days, so there would have been a shortage of coal. If Californian left Liverpool one day before the strike ended, where did she get her coal? Would coal have been expensive? Then why would she set sail with no passengers and why is there no record of the ship’s manifest?
According to the BBC, “Lord wasn’t allowed to present his case at either the British or American inquiries. In the aftermath, he became, in the public’s eyes, the villain of the hour. Meanwhile, Rostron was feted on both sides of the Atlantic. He was given a Congressional Medal of Honour and was knighted by George V. He rose to become Commodore of the White Star Line.” Titanic disaster: How history has judged Bolton’s sea captains By Jim Clarke BBC North West Tonight 11 April 2012. Coincidentally both Lord and Rostron came from the same town called Bolton near Manchester.
Summary: Dante Gabriel Rossetti was an occultist who painted The Loving Cup, a painting with esoteric symbols relating to the Greek God Dionysus. F.R.Leyland owned the painting and sold it to T.H. Ismay at a Christie’s auction . Both Leyland and Ismay’s White Star were sold to IMM, JP Morgan’s shipping company, in a failed attempt by Morgan to monopolize the trans Atlantic shipping trade. When Titanic sank April 15 1912, the Californian, a Leyland Line ship, was treading water 5 miles away but failed to respond to the distress signals. Two days before the “accident” a Leyland Line ship, S.S. Etonian took a photo of an iceberg that Titanic allegedly struck. Forty Four days after the disaster the “Unsinkable Molly Brown” presented a “loving cup” to Captain Arthur H. Rostron, who was placed in command of Carpathia in January 1912, just 3 months before the disaster, and who came to the rescue of the Titanic survivors on his ship. Roston also supposedly “rescued” 13 of the White Star lifeboats, which he loaded onto the deck of his 541 ft long by 64 ft wide ship. Each lifeboat was 30 ft long by 9.1 ft wide. When Rostron arrived in New York instead of going straight to Pier 54 at Little West 12th st, he sailed past Pier 54 to West 18 st first to unload the lifeboats at the White Star Pier – Pier 59. Looking at the photo of Carpathia, one might ask, how was that possible? And if so, why? And if not, why invent a story like that? There is a video of Carpathia arriving in New York, but only the 5 lifeboats, on the viewable side of the ship, are visible hanging on their davits, and presumably they are Carpathia’s lifeboats. There is no sign of extra lifeboats on deck. If there were 13 lifeboats on deck they would be visible. The video does not show lifeboats being unloaded. Below is a photo of Carpathia and under that is a photo of the lifeboats in New York Harbor. If they were not carried on Carpathia, how did they get there?
Titanic’s wooden lifeboats in New York Harbor following the disaster. This particular image has been doctored to add the words “R.M.S. Titanic”. In fact the lifeboats bore the name “S.S. Titanic” on a plaque mounted at the other end of the boat: Wikipedia.
Why was the image doctored? Why do none of the boat’s, fore or aft, bear any name “S.S. Titanic”on a plaque. Where were the lifeboat numbers marked on these lifeboats?
On day 11 of the United States Senate Inquiry Archibald Gracie, who survived the Titanic disaster was questioned by Senator Smith. He, nor any witness, was under oath:
Is that all?
I have here some pictures that were taken by a cousin of mine on the Carpathia, who had a very good camera, which will show you the lifeboats, or some of them, as they arrived on the Carpathia. I hand these to you, with the distinct understanding that they are to be returned to me immediately, if that is agreeable to you.
Archibald Gracie, was coincidentally the great grandson of yet another shipping magnate, of the same name, who built Gracie Mansion in New York. Gracie, Charles Lightholler,(second officer)Harold Bride(wireless operator) Jack Thayer(first class passenger, was 17 when he survived the Titanic, allegedly killed himself in 1945 by slitting his wrists and throat in his car. A cut throat is not the commonly preferred method for committing suicide, therefore slitting both wrists and cutting his throat would seem a tad over zealous and begs the question, which artery was slashed first?). All claim that along with about 25 others that they went down with the ship as it sank and then swam to an upside down collapsible canvas, kapok and cork lifeboat, which measured 27 feet 5 inches long by 8 feet wide. They climbed on and remained sitting on the bottom of the upside down boat for hours, soaking wet with their legs in the water. The water temperature was about 31 – 34°F, according to Charles Lightholler and 27° according to Captain Lord. The air temperature was about 32°. Gracie said at the hearing that he was one of the first to get to the lifeboat, but then he said there were already 15 survivors sitting on the boat when get got there. If it took one minute for each person to climb on the lifeboat then Gracie was in the water for at least 20 minutes. It should be noted that there was no moon light, so it was dark and Gracie suffered from diabetes. It is a strange coincidence that Gracie’s cousin an amateur photographer, was on the rescue ship Carpathia, and he took all the photos of the lifeboats as they approached the ship. Why would he say to Senator Smith, “I hand these to you, with the distinct understanding that they are to be returned to me immediately, if that is agreeable to you”? Isn’t the first half of the sentence discordant with the second part?
Gracie died December 1912 allegedly from complications due to diabetes just before he was to publish a book about his experience on Titanic. This is reminiscent of the story of William Morgan who in 1826 ignited a powerful movement against the Freemasons. After Morgan announced his intention to publish a book exposing Freemasonry’s secrets, he was arrested on trumped-up charges. On September 11 1826,he disappeared, and was believed to have been kidnapped and killed by Masons from western New York.
The Titanic hearings were conducted at the Waldorf Astoria. The Waldorf at that time was at 33rd and 5th ave. The room was only large enough to hold about 100 people. Two thousand people showed up at Pier 54 when the rescue ship arrived. Most of those that perished were steerage, 3rd class passengers. How many relatives and friends of these victims were allowed into the Waldorf? The final report was presented to the United States Senate on 28 May 1912 one of the report’s key findings was: “Third-class passengers had not been prevented from reaching the lifeboats, but had in many cases not realized until it was too late that the ship was sinking.” That implies that no member of the crew sounded the alarm, people in steerage didn’t hear lifeboats being launched or any other noise that a sinking ship is certain to make or the few steerage passengers who allegedly escaped never told their fellow passengers of the impending disaster, or the doors were locked to prevent steerage passengers from going on deck and remained locked contrary to what 2nd officer Lightholler said at the hearing. (The Titanic inquiry in Britain interviewed only three passengers and they were all from first class.) The New York hearing began the day after Carpathia docked in New York, Friday April 19 1912. Therefore there was no discovery, no investigation, prior to the hearing. It was called the United States Senate Inquiry, but there was no inquiry. An inquiry without investigation is called a review. Charles Lightholler gave his statement on day 1 of the hearing at 3pm. Below are just a few “questions”, that confirm that this was in fact a review.
How long were you in the sea with a lifebelt on?
Between half an hour and an hour.
Can you tell us how cold that water was?
I know what it was when I was in it.
I should like to have your judgment about it.
I should say it was not much over freezing; how much, I could not say. It might be 33 or 34.
Not much over freezing?
What did the tests show?
I do not know, sir.
How cold was it? (air temperature)
Thirty-one degrees above zero, yes, sir.
Do you know any of the men who were in the water as you were and who boarded this lifeboat?
Give their names.
Mr. Thayer, a first class passenger; the second Marconi operator – I can tell you his name in a minute – Bride.
Was that the boat that Col. Gracie —
Oh, yes; and Col. Gracie.
Col. Gracie of the United States Army?
I think I have his card.
Titanic sank with over 1500 passengers and crew still on board. Almost all those who jumped or fell into the water drowned within minutes due to the effects of hypothermia: Wikipedia
Clearly nobody could remain in freezing water for half an hour to an hour, swim in the dark and climb onto the bottom of an upside down canvas boat. Harold Bride, the Marconi Wireless operator that Lightholer pretended he did not know, claimed he got trapped under the lifeboat. We will return to his story later.
The below paragraph is taken from the United States Search and Rescue Task Force website.
The first hazards to contend with are panic and shock. The initial shock can place severe strain on the body, producing instant cardiac arrest. Survivors of cold water accidents have reported the breath driven from them on first impact with the water. Should your face be in the water during that first involuntary gasp for breath, it may well be water rather than air. Total disorientation may occur after cold water immersion. Physical exercise such as swimming causes the body to lose heat at a much faster rate than remaining still in the water. Blood is pumped to the extremities and quickly cooled. Few people can swim a mile in fifty degree water. Should you find yourself in cold water and are not able to get out, you will be faced with a critical choice – to adopt a defensive posture in the water to conserve heat and wait for rescue, or attempt to swim to safety. Immersion in cold water can quickly numb the extremities to the point of uselessness. Cold hands cannot fasten the straps of a life-jacket, grasp a thrown rescue line, or hold onto an over-turned boat. Within minutes, severe pain clouds rational thought. And, finally, hypothermia (exposure) sets in, and without rescue and proper first aid treatment, unconsciousness and death.
Senator Smith did not question Lighthollers statement that he had Gracies card in his pocket. They were both in the water. This was day 1 of the “inquiry”, the day after the rescue ship arrived in New York. When exactly did Gracie give Lightholler his card? Either he is lying about the card or he is lying about being in the water.
Arthur Rostron, the captain of Carpathia was very meticulous about documenting who was on each lifeboat. But none of the photos of the boats, either on Titanic or at Pier 59 show any number markings or S.S. Titanic, therefore how would he know which passengers were on which lifeboat? Why would registering who was on which lifeboat be considered important when there is an emergency of this proportion unfolding, unless a storyline was being created.
Quartermaster George Thomas Rowe was stationed at the extreme aft end of the ship on the poop deck. His duties were to read the log, from which the ship’s traversed distance could be computed, and to assist and passengers who might have fallen overboard. He was a solitary sentinel, pacing up and down, when he felt the extreme vibrations as the Titanic’s engines were run astern and saw a glistening white ‘windjammer’ gliding down the starboard side and disappear astern. It was 11.40pm.
He remained on the After Bridge waiting for orders when, at about 12.25, he noticed a lifeboat in the water; which boat, he was not too sure, but thought it was either 13 or 15. He telephoned the forward bridge and told them of his observation. Surprised, the voice on the other end asked if he was speaking to the third officer. Rowe replied “no” and that he was the Quartermaster. He was told to bring rockets and their detonators to the forward bridge, where he assisted in firing rockets from 12.45 to 1.25.
Therefore 20 minutes before the official launching of any lifeboat quartermaster Rowe allegedly saw what was probably lifeboat 13, since 15 would have blocked his view of 13 and he would surely have noticed people getting on boat 15 since this boat was the furthest aft on the starboard side, near where Rowe was stationed. We can assume that Rowe spoke to Joseph Boxhall, the fourth officer, since it corresponds to what Boxhall said at the London inquiry when questioned by Raymond Asquith. However there seems to be little interest in finding out who was on this lifeboat or if Rowe saw a windjammer or an iceberg.
Boxhall – Yes. I knew one of the boats had gone away, because I happened to be putting the firing lanyard inside the well-house after sending off a rocket, and the telephone bell rang. Somebody telephoned to say that one of the starboard boats had left the ship, and I was rather surprised.
15594. At their doing it so quickly?
Boxhall- No; I was rather surprised. I did not know the order had been given even to fill the boats. I reported it to the Commander.
15595. You had only heard the order, “Clear away,” and the next thing was a telephone message that the starboard boat had left the ship?
Boxhall- Yes; the starboard after boat.
Nothing more was said about this conversation between Boxhall and Rowe and according to both of them, neither of them knew each other….. “somebody called…” However, immediately after this conversation Rowe carried flairs to the bridge where they both worked together firing rockets for almost one hour. There is endless dialogue woven throughout the story, at the hearings, in books, on the internet and in movies about icebergs and lifeboats but this comment that Rowe made to Boxhall went largely ignored?
The authorities lie, remember weapons of mass destruction? And people can keep secrets. One hundred thousand people worked on the Manhattan Project and it remained secret. Ordinary people are capable of extraordinary cruelty, one example is the Milgram experiment. Authority is evil, but we obey authority. We condemn the Nazis and the carnage in Germany from 1933-1945 but let’s not forget, Dresden, Hiroshima, and just 3 days later Nagasaki the genocide of the American Indian, slavery, My Lai, Abu Ghraib or what the British Empire did in Australia, China,Ireland, India, or what Cecil Rhodes did in South Africa. Remember the inquisition because if we forget we will repeat it, and we are affirming that as war continues unabated. If people will obey authority as they did in the Milgram experiment for no reason other than obeying a scientist in a white lab coat then what will they do to protect their jobs? If you think you are dealing with an organization that killed 1500 people and if you, a survivor who has been traumatized, is asked to to lie, to conceal, would you obey the authority and capitulate?
The story of Titanic was written in 1898, 14 years before the ship sank. The author’s name was Morgan Robertson and perhaps that is just a coincidence, but the name of the book was The Wreck of the Titan and the story features the fictional ocean liner Titan on it’s maiden voyage, which sinks in the North Atlantic after striking an iceberg.
Rupert Sheldrake, a biologist and author, is best known for his hypothesis of morphic fields and morphic resonance, where each individual inherits a collective memory from past members of the species, and also contributes to the collective memory, affecting other members of the species in the future. First a word of warning to Mr Sheldrake: From the final months of 2001 to mid-2005, numerous people employed in the elite field of microbiology – which is defined as the study of organisms that are too small to be seen with the naked eye, such as bacteria and viruses – died under circumstances that some within the media and government came to view as highly suspicious and deeply disturbing. But perhaps Mr Sheldrake does not pose any threat to those who may or may not be controlling the direction of this research.
The reason to introduce Sheldrake into this study is due to his research on collective memory. Sheldrake has shown that when a certain number of a species are aware of something, not necessarily through thought but also via instinct, then the entire species is aware of it either consciously or unconsciously. If the idea of a ship hitting an iceberg and sinking can be introduced via a novel 14 years before it happens, then even if an individual has never heard of the story, that person may inherit, or absorb the memory through what Sheldrake calls the morphic field. There is no new thought, thought is always second hand, Sheldrake’s research may appear to be new but according to his own theory he inherited memory, therefore he is simply digging up recent or archaic knowledge. If the story is sleeping, dreaming in the subconscious, when the disaster takes place, people are ready to accept the story. The author has not studied the details of what Sheldrake has written about and only has a very rudimentary outline of his research, therefore it is not suggested that the reader accept or deny this proposition. Below is a summary of the novel, The Wreck of the Titan as compared to the story of Titanic. Is it possible that Morgan Robertson could have made this prediction so accurately or is it much more likely he was asked to write this story so that people would readily accept it when the event unfolded?
In the story, Titan was the largest ship afloat, 800 feet, displacing 45,000 tons. Titanic was the largest ship afloat, 882 feet, displacing 46,000 tons, Titan carried 24 lifeboats, enough for less than half of her total complement of 3000. Titanic carried 20 lifeboats,enough for less than one third of her total complement of 3547. Moving at 25 knots, Titan struck an iceberg on the starboard side on an April night, 400 nautical miles from Newfoundland. Moving at 22½ knots, Titanic struck an iceberg on the starboard side on an April night 400 nautical miles from Newfoundland. The total number of people on board Titan(passengers and crew) was 2500. The total number of people on board Titanic (passengers and crew) was 2,228. When Titan sank, all of her passengers were lost except 13. When Titanic sank more than two thirds of her passengers and crew were lost. Carpathia allegedly returned to New York harbor with 13 of Titanic’s lifeboats. Both ships were on their maiden voyage, both had 3 propellers, both sank around midnight and both were deemed ” unsinkable”.
Titanic was never deemed unsinkable until she actually sank. Obviously if I want to sell a car or a plane ticket or a cruise, I am not going to introduce a negative idea, like uncrashable or unsinkable. “Come take a cruise with us, our ships are unsinkable!” Obviously this is not a marketing strategy that has ever been used, because that would be ridiculous, and there are no Titanic posters advertizing that Titanic was unsinkable. What is incredible is that Orwell’s observation of doublethink, holding two opposing thoughts in our heads and believing both of them, is not just possible we do it all the time. An aluminum wing cannot cut through a steel beam. The maximum flame temperature increase for burning hydrocarbons (jet fuel) in air is about 1,000°C- steel melts at 1,500°C. Many people may not be aware of this but most know that steel is melted in a furnace and cannot be melted in an open fire, yet most of us, including structural engineers, so called experts, believed the 9/11 fantasy story. Astrophysicists believe the thermosphere is 2000°C, and know that aluminum melts at 660° but they believe in the space program with all the satellites and the Hubble Telescope and the International Space Station. Why, because NASA says heat will not transfer in a vacuum! Will a rocket work in a vacuum?
NASA’s fiscal year budget in 2011 was $18.4 billion which represents about 35% of total spending on academic scientific research in the United States. In 2012 astrophysicist Neil deGrasse Tyson testified that “Right now, NASA’s annual budget is half a penny on your tax dollar. For twice that—a penny on a dollar—we can transform the country from a sullen, dispirited nation, weary of economic struggle, to one where it has reclaimed its 20th century birthright to dream of tomorrow.” Is Tyson selling the American public the tired old promise of a dream, the American dream? Maybe now is the time to wake up.
There are some bizarre anomalies and coincidences in this story but that does not prove anything, so the reader must not believe anything that has been written here, but obviously do not believe anything JPMorgan was saying, or not saying. He was not at either the hearings in New York or in London. However we do know that witnesses lied, because what they said happened is impossible. If you are treading water above a sinking ship you are in trouble. Most people, even seamen, think you get sucked down, but that is not what happens. All the water from the ship enters the hull and all the air inside rises to the surface and you cannot swim in froth, even with a life jacket. You don’t get sucked down you fall down. Let’s return to the testimony of Joseph Boxhall at the Wreck Commission hearings in London after he boarded one of the lifeboats.
15451. How long did you remain there; did you remain there until the ship sank?
– Oh, no, I did not. I did not remain there very long. I got the crew squared up and the oars out properly and the boat squared when I heard somebody singing out from the ship, I do not know who it was, with a megaphone, for some of the boats to come back again, and to the best of my recollection they said “Come round the starboard side,” so I pulled round the starboard side to the stern and had a little difficulty in getting round there.
15463. Where were you at this time?
– Just a little, probably 200 feet, on the starboard beam of the ship, or probably a little abaft the starboard beam of the ship.
15464. Would there be any suction there?
– Well, I felt it; I saw it by the work we had pulling it round the ship’s stern; seeing she was only a small boat, I judged there was quite a lot of suction.
15465. (Mr. Raymond Asquith.) Did you remain in that position, about 200 feet away from the ship, until she sank?
– No, I did not; I turned the boat away and pulled in a Northeasterly direction.
15466. You mean, you pulled further away from the ship?
15467. How far were you from the ship when she did sink?
– Approximately, half-a-mile.
If Boxhall felt his boat being drawn into Titanic’s displacement it is not likely that he could have rowed his way out of that. He may not have understood the technical difference between suction and treading water in froth but he would have known to keep well away from a sinking ship.
Most of us do not know of any other ship that sank after hitting an iceberg and Titanic had 16 watertight compartments. However we know that other ships have sunk after being rammed by another ship. In 1914, RMS Empress of Ireland was rammed by SS Storstad in the St Lawrence River and sank in 15 minutes. Edward Smith captain of Titanic was exonerated on the grounds that most other ships at that time also sped through the ice at full speed with no serious consequences. The British Wreck commissioner’s inquiry report found that although Smith was at fault for not changing course or slowing down, he had not been negligent because he had followed long-standing practice which had not previously been shown to be unsafe (the inquiry noted that British ships alone had carried 3.5 million passengers over the previous decade with the loss of just 10 lives. It concluded that Smith had merely done “only that which other skilled men would have done in the same position.”
Olympic, Titanic’s sister ship was rammed by S.S Hawke. The collision took place as Olympic and Hawke were running parallel to each other through the Solent. As Olympic turned to starboard, the wide radius of her turn took the commander of the Hawke by surprise, and he was unable to take sufficient avoiding action. Hawke’s bow, which had been designed with a battering ram on it’s stern to sink ships by ramming them, collided with Olympic’s starboard side near the stern, tearing two large holes in Olympic’s hull, above and below the waterline, resulting in the flooding of two of her watertight compartments and a twisted propeller shaft. The same Captain Edward Smith, that allegedly ploughed Titanic into the iceberg was at the helm. Olympic was towed back to Southampton where she was patched up and then sailed to Belfast to be repaired at the Harland and Wolff shipyard where she was built and docked next to Titanic, which was in the final stages of construction. To speed up the repairs, Harland and Wolff was forced to delay Titanic’s completion in order to use her propeller shaft for Olympic. It has been suggested that since the two ships were identical that the name tags were switched, therefore it was in fact Olympic that sunk, not Titanic, but that is a long complicated story, that has already been covered in great detail by Robin Gardiner.
According to Fireman Dilly, who was on Titanic’s maiden voyage, there were fires smoldering in coal bunker 6. Photographs taken by the Titanic’s chief electrical engineer before it left Belfast shipyard allegedly identify 30ft-long black marks along the front starboard side of the hull. At the exact area where she was stuck there is a weakness or damage to the hull in that specific place, before she even left Belfast. There is a rumor that the ship was reversed into its berth in Southampton to prevent passengers from seeing damage made to the side of the ship by the ongoing fire. Dilly said the fire was so hot that the steel wall between bunker 5 and six was red hot.Twelve men battled to bring the resulting conflagration under control, but it was still raging days later. Temperatures were between 500 and 1000 degrees Celsius. When steel gets to that temperature it becomes brittle, and reduces its strength by up to 75 per cent. Ship’s officers were reportedly under strict instruction from J Bruce Ismay, president of the company that built the ship, not to mention the situation to any of the Titanic’s passengers. Ismay was on the ship and sneaked onto a lifeboat, allegedly Collapsible C, with 44 other persons, mostly women and children. What kind of mad person would set sail on a ship with coal fires raging in the bunker and hide the fact from the other passengers? According to Wikipedia, “He later testified that as the ship was in her final moments, he turned away, unable to watch his creation sink beneath the waters of the North Atlantic.”. Ismay was savaged by both the American and the British press for deserting the ship while women and children were still on board.
However he was treated with the utmost cordiality and respect by Senator Smith. Apart from the fact that Ismay shows no empathy for the passengers going down with the ship, and seemed more concerned about his ship, he did not say that he turned away, this is what he said:
You did not see her go down?
How far were you from the ship?
I do not know how far we were away. I was sitting with my back to the ship. I was rowing all the time I was in the boat. We were pulling away.
You were rowing?
Yes; I did not wish to see her go down.
You did not care to see her go down?
No. I am glad I did not.
When rowing a boat, one is always facing the back of the boat. A boat cannot be rowed facing the front of the boat. When questioned about this later in the hearing, he said he was facing the front. This is impossible or at best ridiculous. Therefore he was facing Titanic. Oars are pulled, not pushed, he said he was pulling and he said that he was rowing away from the ship not towards it. “I was sitting with my back to the ship. I was rowing all the time I was in the boat. We were pulling away.” Therefore he lied when he said he was rowing the boat, because if he was facing forward he would be pushing the oars and nobody pushes oars. If he was rowing the boat just a few days before he would remember which way he was facing, and he would have to turn his head around not to see the ship sink. We can therefore assume he was lying about rowing, perhaps he was lying about even being on this boat.
According to a United Press Association story April 17 that appeared in the Oswego Daily Times,White Star Line, the owner of the Titanic, withheld information. The following day, the Times reported J. Bruce Ismay, head of White Star, refused transmission of the Titanic story and censored the wireless operators on the Carpathia.
Lets return to another clip from the hearing:
What were the circumstances of your departure from the ship? I ask merely that –
The boat was there. There was a certain number of men in the boat, and the officer called out asking if there were any more women, and there was no response, and there were no passengers left on the deck.
1500 passengers and crew perished on Titanic, but there were no passengers on the deck? Where were they? Second officer Charles Lightholler stated that 3rd class, steerage, passengers were not allowed on deck but that this restriction was lifted when it became apparent that the ship was sinking. Clearly Ismay’s statement that there were no passengers on deck conflicts with Lightholler’s statement. If passengers were on a ship that was sinking they would be on the deck looking for a space on a lifeboat, not hiding downstairs under the blankets! Obviously there would have been mass panic on deck but Senator Smith does not seem too concerned by this paradox.
There were no passengers on the deck?
No, sir; and as the boat was in the act of being lowered away, I got into it.
At that time the Titanic was sinking?
She was sinking.
Naturally, you would remember that if you saw it? When you entered the lifeboat yourself, you say there were no passengers on that part of the ship?
Did you, at any time, see any struggle among the men to get into these boats?
Was there any attempt, as this boat was being lowered past the other decks, to have you take on more passengers?
None, sir. There were no passengers there to take on.
Before you boarded the lifeboat, did you see any of the passengers jump into the sea?
I did not.
When you reached the Carpathia, was your lifeboat taken aboard the Carpathia?
That I do not know.
Did you see any other lifeboats taken aboard the Carpathia?
I did not.
Not only were 13 of the lifeboats supposedly loaded onto Carpathia, they were allegedly unloaded near 23rd st at Pier 59 ½ a mile north of Pier 54 where the survivors were later disembarked. Surely everyone on the ship would have been aware of this. Not only would this action have taken hours to perform, to load and unload, it would have made a significant amount of noise. If Ismay knew that the lifeboats were going to be photographed at New York Harbor then he would probably have said yes, but when a conspiracy is being planned, everything is compartmentalized so the co-conspirators only know the part of the role that they are playing, that is why there are so many inconsistencies in the story. Ismay was the managing director of White Star but that does not mean that he was in control. The controller is the controlled- even J.P.Morgan, who was allegedly a Jesuit agent.
Here is another segment from the hearing. This is what Captain Lord said about the lifeboats:
I talked to the Carpathia until 9 o’clock. Then he left. Then we went full speed in circles over a radius – that is, I took a big circle and then came around and around and got back to the boats again, where I had left them.
These boats that he is referring to, have to be the lifeboats. There were 14 lifeboats, 2 emergency lifeboats and 4 collapsibles. 13 were allegedly taken aboard Carpathia and the plugs were pulled on the rest to sink them, all except Collapsible B, which was allegedly floating upside down, and was allegedly picked up by the cable repair ship Mackay-Bennett. We will return to that later. Therefore what boats did he see? Before we continue with the lifeboat charade, there is one more short but interesting question/answer.
Where did you sail from on that voyage?
“Stanley Lord, who had commanded Californian since 1911, was her captain when she left Liverpool, England on April 5, 1912 on her way to Boston, Massachusetts.” Liverpool is the accepted port of departure for Californian. However at both hearings Lord said he departed from London. He did not forget the port he left from so why would he lie about that? Both Senator Smith and Captain Lord accepted this incorrect answer.
Photo above: This is allegedly a photo of the infamous Collapsible B being observed by five Mackay-Bennett crew. This ship was sent to pick up the dead bodies. However this is clearly a wooden lifeboat not a canvas boat. The same type as the boat with the five crew members pulling alongside it. However Titanic’s wooden boats allegedly had rudders and there is no rudder on this boat. The wooden slats on both boats are clearly visible. The photo also looks like it has been doctored. This upside down boat is very bright especially on the left side. It looks like it was whited out on the middle left and the fore of the Mackay-Bennett boat seems much brighter than the aft. Surely if this was due to sunlight the aft should have been brighter since the aft is on the same side as the brighter side of the upside down boat?
It was stated that the photo above was Collapsible A after being recovered by the Oceanic, a month after the disaster: Type Engelhardt collapsible. But this is a wooden lifeboat not a canvas Engelhardt. These lifeboats were completely different.
Above is the photo of Collapsible Boat D as it approaches Carpathia at 7:15 am. There is a huge difference between these the canvas boats and the wooden boats.
The above photo shows what was reported to have been lifeboat 14, front right, a wooden boat, allegedly approaching Carpathia. Behind on the left is Collapsible D, a canvas boat. In all the photos of the collapsible boats the canvas is darker than the wooden boats. The difference is easily identifiable.
The most obvious question is, “why do these photos have X’s marked on the bows of these boats?” These X’s were marked on the photos not the boats. Why does this wooden life boat have it’s mast up but no sail attached? This is the only photo of a lifeboat approaching Carpathia with its’ mast up. The man at the aft of this boat appears to have his jacket open at the top. Is he is posing for a photo shoot? Is this photo reminiscent of the photo below?
The air temperature was 30°F. Lifeboat 14 was lowered away from Titanic at around 1.25am and reached the Carpathia, after 7 o’clock in the morning, so he had been on an open boat for 5½ hours. Does he look freezing or distressed in anyway? He does not appear to be wearing any gloves. It appears that he is holding a short oar with his right hand and his left hand is behind his back holding the other end of the oar. If he was using this oar as a rudder shouldn’t the oar be in front of him, not behind? Why is he not just sitting down and using the rudder that the wooden lifeboats were equipped with? (14 clinker-built wooden lifeboats. Each had a capacity of 655.2 cubic feet and was designed to carry 65 people. The rudders were made of elm: Wikipedia) Follow the second oar on the starboard side of the wooden boat. This oar appears to pass by the back of the person’s head holding the first oar, and someone seems to be holding it further into the boat. This is an impossible position from which to row a boat and he appears to be standing. What is that loop at the end? Is that in fact a piece of rope? Whatever it is, it stretches much further out into the water than the first oar. Notice that on the canvas boat there are no oars being used on the starboard side. If a boat is rowed just on one side, the boat will go around in a circle. There is another photo available on the internet but there is a copyright on it so it cannot be shown here. It is the same shot but the contrast is much brighter and there are no X’s on the boats. This shot, that shows more of the ocean on the starboard side of the canvas boat, has 2 oars protruding from the starboard side. Was this brighter photo been doctored? At the top of the brighter photo there is a handwritten note: TITANIC LIFE BOATS ON WAY TO CARPATHIA. Do those X’s on the darker photo mean that this shot was not to be shown to the public immediately after the sinking? Is a chunk of the ocean missing from the left side of the photo in order to obfuscate the missing oars, just in case, or is it just planned like that in order to confuse the public?
It should be noted that these lifeboats mysteriously disappeared from New York harbor and nobody has been able to trace what happened to them.
Here is the same photo zoomed out or more likely the other photo was zoomed in. Survivors reported that over half a dozen icebergs were visible around Carpathia the morning of the rescue. However, icebergs do not appear in any of the photographs of the lifeboats rowing towards the ship. No photos were taken of lifeboats with icebergs in the background.. This conflicts with what survivors and Carpathia passengers allegedly said, about how magnificent the icebergs looked. This also conflicts with Captain Lord’s statement that the reason he was treading water in the Atlantic was that there was an icefield that he could not pass through. It also conflicts with Captain James Henry Moore, the master of Mount Temple,, who claimed he was unable to reach Titanic because his ship was blocked by an icefield and he was under strict orders not to sail through any icefields. If there was an icefield nearby surely there would be at least a few pieces ice floating in the water.
The above map shows the alleged positions of the 4 ships, Almerian and Californian, (both Leyland ships), Mount Temple (Canadian Pacific Lines) and Titanic (White Star). Most likely “Black Funnel” refers to a steamer that Captain Moore reported seeing from Mount Temple. The icefield stretches from above Almerian at 3am, up to above Californian’s alleged position, overnight. The scale in the lower left hand corner shows the distance 43 kilometers about 26 miles. Therefore according to this map Californian was 26 miles away, but Lord Mersey’s conclusion at the Wreck Commission’s Hearings stated that Californian was 5 miles away. It also appears from this map that the Titanic wreckage was found 26 miles away from the last CQD distress communication. If the positioning was off by 26 miles how did Carpathia find the lifeboats so easily? A steel ship would not drift 26 miles as it sinks. Let’s return to Joseph Boxhall at the London hearings:
15638. And as I understand, the position had been ascertained and marked on the Captain’s chart at 7.30?
– At 7.30 the position, yes.
15639. So that what you had to do after the disaster had occurred would be to take the position on the chart at 7.30, take your course, take your speed and calculate where you would be?
– Yes, from the 7.30 position I allowed a course and distance which gave the position. I worked it out for 11.46 as a matter of fact.
15640. You worked out what the position ought to have been at 11.46?
– That is right.
15641. And it was that position that was sent out with the C.Q.D. messages, which we know about?
15642. And that is the position, 41º 46′ N., 50º 14′ W.?
15643. Can you tell me what speed you assumed as between the 7.30 position and the time you struck?
– Twenty-two knots.
15644. Twenty-two knots?
15645. (The Solicitor-General.) I will ask him, My Lord. (To the witness.) Why did you take 22 knots?
– I thought the ship was doing 22 knots.
15646. Was it an estimate you formed on any materials as to revolutions or as to the patent log?
– No, I never depend on the patent log at all. It was an estimate that I had arrived at from the revolutions, although I had had no revolutions that watch; but, taking into consideration that it was smooth water and that there ought to have been a minimum of slip, I allowed 22 knots.
15647. As far as you remember, was there any discussion as to whether 22 knots would be right, or did you do it on your own?
– I did it on my own; there was no discussion at all.
15648. And do you think now that you formed a proper estimate?
15649. (The Commissioner.) Did you ask the Captain as to the speed?
– No, I did not.
Boxhall determined the coordinates of the ship by calculating how far it would have traveled since 7.30 but he did not consult the Captain nor did he depend on the log instead he guessed the speed. “It was an estimate that I had arrived at from the revolutions, although I had had no revolutions that watch;” Therefore we can surmise that while Titanic was sinking, Boxhall, the 4th officer, just made a random guess on the coordinates without consulting the captain or the log or checking on the revolutions. Perhaps this is an appropriate moment to enquire about the whereabouts of the Captain? Was he in the saloon on the D deck drinking moon shine?
The three main myths that hold the Titanic story together are, the unsinkable ship, the iceberg and the lifeboats. The most important of the three is the iceberg. If you say to someone the two words iceberg and ship, the image of Titanic comes immediately to mind. Why? Because there are no other stories of passenger ships hitting icebergs and sinking. The most important part of telling a lie is to repeat it over and over, verbatim. Just because people said they saw an iceberg or planes flying into buildings is not proof that it happened. There is no evidence that titanic hit an iceberg, there is no evidence that there were any planes on 9/11. Pieces of wreckage is evidence not hearsay or an unconvincing video. There is a similarity between the two stories, passenger ship, passenger planes, only time a passenger ship hit an iceberg and sank, only time planes hit buildings and the buildings fell down. No proper investigation was done for either disaster . Mathematical formulas do not prove anything, but if a physicist starts with the answer and works the formula backwards, that’s called cheating, even by their standards. The investigations began with the iceberg theory and the airplane theory, and the investigations worked backwards to prove those theories. If that is science, then it is no different from religion, since both begin with the belief in an idea and obviously belief is just an extension of our own conditioning. But let us return to Boxhall who in 1958, “acted as a technical advisor for the film adaptation of Walter Lord’s documentary-style novel, A Night to Remember. The production team, supervised by producer William MacQuitty, used blueprints of the ship to create the sets accurately, while Boxhall and ex-Cunard Commodore Harry Grattidge both worked as technical advisors on the film.”-Wikipedia. Again here is Boxhall at the London hearings:
15530. You do not recollect having put down any positions for ice on the Captain’s chart on the Sunday?
– I do not remember that.
You were asked at the American Enquiry [April 22nd, page 223] with regard to this: – “(Senator Smith.) Did you know you were in the vicinity of icebergs that night? – (Mr. Boxhall.) I did not know we were in the vicinity of icebergs. (Senator Smith.) Did not the second or First Officer apprise you of the fact that they had information that they were in the vicinity of icebergs? (Mr. Boxhall.) I knew we had had information. They did not apprise me that evening of it. (Senator Smith.) When did they apprise you? (Mr. Boxhall.) As a matter of fact they did not mention it to me. (Senator Smith.) Has it never been mentioned to you? – (Mr. Boxhall.) Oh, yes, the Captain mentioned it. (Senator Smith.) The Captain mentioned it to you? (Mr. Boxhall.) Yes. (Senator Smith.) When? – (Mr. Boxhall.) I do not know whether it was the day before or two days before. He gave me some positions of icebergs, which I put on the chart. (Senator Smith.) Which you put on the chart? (Mr. Boxhall.) On his chart. (Senator Smith.) Did the Captain tell you that the ‘Californian’ had wired the “Titanic” that they were in the vicinity of icebergs? (Mr. Boxhall.) No. The Captain gave me some wireless messages from Southampton, I think that we had had before we had sailed, and asked me to put these positions on the chart. (Senator Smith.) Did you know whether a wireless had been received from the ‘Amerika’ that the ‘Titanic’ was in the vicinity of icebergs?”
From the “Amerika”?
Yes, My Lord. I think the information is that it was sent from the “Amerika.”
I am putting it together; I am going into that question.
15531. (Mr. Scanlan.) “(Mr. Boxhall.) No, I could not say. (Senator Smith.) Do you want us to understand that you had no knowledge of the proximity of this ship to icebergs immediately preceding the – (Mr. Boxhall.) I had no knowledge. (Senator Smith.) One moment (Continuing.) Immediately preceding the collision, or during the hours of your watch from eight o’clock until the collision occurred. (Mr. Boxhall.) I did not realise the ship was so near the ice-field.” When you refer to the ice-field, you just mean the general ice-field marked down on all charts?
– No, the region covering these wireless messages.
15534. A week later, on the 29th April, you were examined by Senator Burton. He said [29th April, p. 930]: “I understand you have testified before the full Committee about the radiograms relating to ice? (Mr. Boxhall.) Yes, Sir. I have stated upstairs, or in Senator Smith’s presence, this afternoon that I did not hear of any ice reports the day of the accident. (Senator Burton.) None were reported to you? (Mr. Boxhall.) I did not hear any. There were none reported to me. I do not think any were reported during my watch on deck, or I should have heard it.
15356. Did the Captain and the first Officer go to the starboard side of the bridge to see if they could see the iceberg?
15357. Did you see it yourself?
– I was not too sure of seeing it. I had just come out of the light, and my eyes were not accustomed to the darkness.
As can be seen from a few small clips of the hearings both in New York and London, ice and icebergs are repeated verbatim. It does not matter that Boxhall never saw or heard about any icebergs in the area, his eyes were just not accustomed to the darkness. However 30 survivors were able to see the much smaller upside down Collapsible B shortly afterwards when they were in the water.
We return briefly to Mr. Ismay to analyze an esoteric comment made by him:
What was the method of getting you aboard the Carpathia?
We simply walked up a Jacob’s ladder.
“The introduction of Jacob’s ladder into the symbolism of Speculative Freemasonry can be traced to the vision of Jacob, which is recorded in the Book of Genesis. In Freemasonry the ladder with its seven rungs represents the four cardinal and three theological virtues which in symbolism answers to the seven grades of Hermetic symbolism. For thousands of years the ladder has been a symbol of ascent, in many mysteries and religions. The ladder sometimes becomes steps, a stairway, a succession of gates or degrees, from darkness to light, from ignorance to knowledge and from materially to spiritually. In the Scottish Rite the initiate encounters the Ladder of Kadosh, and most of the early Craft Degrees tracing boards, the painted or engraved illustrations used in Lodges to illustrate Masonic symbols and allegories during degree ceremonies and lectures, show a ladder of seven rounds, representing the four cardinal and three theological virtues. Albert Pike, who was allegedly founder of the Ku Klux Klan, wrote in Morals and Dogma: “The Ladder, by which it re-ascends, has seven degrees or steps; and in the Mysteries of Mithras carried to Rome under the Emperors, the ladder with its seven rounds was a symbol referring to this ascent through the spheres of the seven planets.”
We return to lifeboat 13 or 15 that Quartermaster Rowe claimed he saw in the water. As stated previously, Californian was treading water 5 miles away. All the people who claimed to be on the upside down Collapsible B had to be lying, since what they claimed is impossible. Were they all on the lifeboat 13 that Quartermaster Rowe saw in the water? Was the central heroic symbol of the disaster, “the captain who went down with the ship”, on that boat too? Were they taken on board Californian? Californian actually passed the Carpathia to the east, in the morning, then turned, and headed northeast back towards the rescue ship, arriving at 08:30. Carpathia was just finishing picking up the last of Titanic’s survivors. Was lifeboat 13 then lowered into the water with those who said they were on Collapsible B, along with Bruce Ismay, leaving Captain Smith and other survivors on board Californian. After communicating with Californian, Carpathia left the area, leaving Californian to search for any other survivors. Allegedly Californian only found scattered wreckage and empty lifeboats. But there were no bodies floating in the water? If he saw empty lifeboats this implies that the lifeboats were not picked up by Carpathia. If there were no bodies in the water that would imply that passengers were locked in the lower deck of the ship. 1500 bodies cannot float away in a few hours. The water was calm. The story that some bodies were allegedly found later on, by the Mackay-Bennett does not prove anything, unless one continues to believe their story that is already dubious. The alleged photo of Collapsible B taken from from the Mackay-Bennett clearly shows it was not a collapsible canvas boat. The photo clearly shows a wooden boat. A stage magician does not actually make things appear and disappear he deceives you into thinking it has.
“It is much easier to fool someone than to convince them they have been fooled” Mark Twain.
Quartermaster Rowe was supposedly on Collapsible C with Ismay, which implies that he may have lied too, so maybe he lied about the windjammer and about seeing a lifeboat in the water, but several other people claimed they saw tramp steamers, some said they saw three, cruising around the area. What were they doing there?
The Evening World was the first newspaper to publish the Titanic story about the disaster using witness accounts after the rescue ship arrived in New York. Carlos F Hurd, was a journalist traveling on Carpathia when it was redirected to rescue the survivors. For some unknown reason Captain Rostron allegedly ordered his crew to keep Hurd away from the passengers and refused to supply him with paper and banned him from contacting America by wireless and had his cabin routinely searched for notes and transcripts. Hurd took notes on toilet paper and kept the material on him. That doesn’t sound very heroic, Captain Rostron! The story is that, the newspaper, The New York World sent a tug boat out to meet Carpathia and Hurd put the notes in a cigar box and threw it onto the deck of the passing tug boat. The notes were rushed to The New York World downtown where they were condensed. That implies that the story was edited. Rostron must have known that Hurd had got his story onto the tug boat, since he would certainly have seen it. If he was preventing Hurd from writing the story then he was probably following orders and he could have used the wireless to let his contact in New York know. Rostron had to be involved in this plot, in order to pull this off. After he picked up the passengers and the lifeboats, or so it is claimed, he said at the New York hearing that he set sail for Halifax because it was closer. After 12 hours he got orders to turn around and sail to New York.
Below is the first headline of the story by Carlos Hurd as heard from the survivors. It was probably edited, the paper was owned by Joseph Pulitzer. But the first headline is probably the most accurate.
Notice the first four words of the headline. “Titanic Boilers Blew Up”. This part of the story has largely been forgotten. It was generally believed that ice posed little danger to large vessels. Collisions with ice were not uncommon, but had never been disastrous. Why then did Titanic receive multiple warnings from other ships including the sister ship Olympic that was 500 miles away. Jack Phillips the Titanic operator told the Californian wireless operator Cyril Evans to stop transmitting ice warnings. “Shut up. Shut up. I am busy. I am working Cape Race.” Would not warning a ship about crashing into an iceberg be comparable to warning the Captain not to crash into the harbor as he entered New York? The Captain of a ship is supposed to look where he is going! Edward Smith was a seasoned Captain. His first command was aboard the SS Celtic in 1887. He served as commanding officer of numerous White Star Line vessels, including the Majestic (which he commanded for nine years). In 1904, Smith became the commodore of the White Star Line, and was responsible for controlling its flagships. Were people being set up to believe that Titanic hit an iceberg, and conjuring up the plot inventing stories about ice warnings? Did Titanic in fact hit something else? Was Titanic rammed by another ship?
If another ship, steam ship or windjammer rammed Titanic right where the bunker fires were burning and the cold sea water entered into bunker six that would create a steam explosion. A steam explosion is extremely powerful.
Photo above: Oceanic (1871) – The first White Star liner. 3,707 GRT; iron construction; single screw, two 2-cylinder compound steam engines arranged in tandem, 1,990 ihp, 14½ knots service speed; 160 saloon and 1,000 third class passengers; 166 crew. Liverpool – Queenstown – New York service until 1875, thereafter chartered to Occidental & Oriental SS Co for their Pacific services until 1895. Allegedly scrapped 1896.
Windjammers were mainly built from the 1870s to 1900, when steamships began to outpace them economically, due to their ability to keep a schedule regardless of the wind. Steel hulls also replaced iron hulls at around the same time. Sailing ships could hold their own on long voyages such as Australia to Europe. Since they were faster than steamers, did not require bunkerage for coal nor fresh water for steam, they were able to compete with steam ships, which usually could barely do 8 kn.
Oceanic was not a windjammer, she was an auxiliary steam ship. However quartermaster Rowe may not have seen the funnel if his vision was blocked by the sails.
At 12:08 AM, 15 April 1912, Californian’s Second Officer, Herbert Stone and James Gibson came on the bridge to stand the middle watch until 4 AM. Directly off their starboard beam were the lights of a steamer that had apparently stopped for the night about ½ hour before. Both Capt. Lord and 3rd Officer Groves had seen the lights of this steamer come up from the east and then stop for the night. Capt. Lord said she had a pink funnel with a black top, while Third Officer Groves described her as having a black funnel. Californian’s second officer, Herbert Stone, also testified about seeing “three steamers the next morning.” However, he was not asked to identify what three steamers he saw. Additional evidence about there being a small steamer with a single funnel comes from another ship in the vicinity, Mount Temple. James Henry Moore was the Captain. On May 14, 1912, day 7 into the British Wreck Commissioner’s investigation into the Titanic disaster,in London, Capt. Moore stated, “I had seen the lights of a vessel proceeding the same way, but steering a little more to the southward than mine; I could see a stern light.”
On June 4, 1912, Carpathia’s Captain Rostron signed an affidavit in New York which said: “It was daylight at about 4.20 a.m. At 5 o’clock it was light enough to see all round the horizon. We then saw two steamships to the northwards, perhaps seven or eight miles distant. Neither of them was the ‘Californian.’ One of them was a four-masted steamer with one funnel, and the other a two-masted steamer with one funnel.”
During his watch on the bridge of the SS Californian, second officer Herbert Stone also insisted that around 12.30 am that he saw was a tramp steamer, similar to the Californian; that the rockets he saw were low-lying, reaching no more than half the height of the ship’s mast light; and that the other ship steamed off and disappeared after 2.00am.
Therefore multiple eyewitnesses specifically mentioned seeing one or more steamers in the vicinity of the Titanic disaster on the morning of April 15, 1912. Capt. Lord said she was a 2-masted vessel with a pink funnel with a black top, Charles Groves, third officer on Californian said she was a small steamer with a black funnel, Capt. Moore said she was a small steamer with a black funnel with some white banded device upon it, and Capt. Rostron said he saw a 2-masted vessel with a single funnel near a 4-masted vessel with a single funnel at 5am, but did not mention any funnel colors or other distinguishing markings. However quartermaster Rowe’s sighting of a windjammer was ignored. If the sails of a ship like Oceanic were removed, would she then look like a steam ship? Therefore there were several eyewitnesses but perhaps they were all lying. This is the statement made by Captain Lord to Senator Smith in regards to the steamer that he saw.
When I came off the bridge, at half-past 10, I pointed out to the officer that I thought I saw a light coming along, and it was a most peculiar light, and we had been making mistakes all along with the stars, thinking they were signals. We could not distinguish where the sky ended and where the water commenced. You understand, it was a flat calm. He said he thought it was a star, and I did not say anything more. I went down below. I was talking with the engineer about keeping the steam ready, and we saw these signals coming along, and I said “There is a steamer passing. Let us go to the wireless and see what the news is.” But on our way down I met the operator coming, and I said, “Do you know anything?” He said, “The Titanic.”
So, then, I gave him instructions to let the Titanic know. I said, “This is not the Titanic; there is no doubt about it.” She came and lay at half-past 11, alongside of us until, I suppose, a quarter past, within 4 miles of us. We could see everything on her quite distinctly, see her lights. We signaled her, at half-past 11, with the Morse lamp. She did not take the slightest notice of it. That was between half-past 11 and 20 minutes to 12. We signaled her again at 10 minutes past 12, half-past 12, a quarter to 1 o’clock. We have a very powerful Morse lamp. I suppose you can see that about 10 miles, and she was about 4 miles off, and she did not take the slightest notice of it. When the second officer came on the bridge, at 12 o’clock ,or 10 minutes past 12, I told him to watch that steamer, which was stopped, and I pointed out the ice to him; told him we were surrounded by ice; to watch the steamer that she did not get any closer to her. At 20 minutes to 1 I whistled up the speaking tube and asked him if she was getting any nearer. He said, “No; she is not taking any notice of us.” So, I said “I will go and lie down a bit.” At a quarter past he said, “I think she has fired a rocket.” He said, “She did not answer the Morse lamp and she has commenced to go away from us.” I said, “Call her up and let me know at once what her name is. So, he put the whistle back, and, apparently, he was calling. I could hear him ticking over my head. Then l went to sleep.
On reading Captain Lord’s testimony it is possible that he is lying but then the statements coming from 4 other ships confirm that there were steamers in the area and it seems that these steamers were not going anywhere in particular just lingering around as if waiting for something to happen. We could call it loitering. Another ship in the area was Mount Temple. Captain Lord got most of the blame But Captain Moore the master of Mount Temple was also vilified by the press. Let’s continue with the questioning of Captain Lord in New York by Senator Fletcher.
Let me ask you a question with reference to that steamer you saw 4 miles away. What was her position in reference to your ship –
Pretty near south of us, 4 miles to the south.
Senator FLETCHER. (continuing)
As to being on the starboard or port side.
Well, on our ordinary course, our ordinary course was about west, true; but on seeing the ice, we were so close we had to reverse the engine and put her full speed astern, and the action of reversing turned the ship to starboard, and we were heading about northeast true. When this man was coming along he was showing his green light on our starboard side, before midnight. After we slowly blew around and showed him our red light.
And he passed southwest?
He was stopped until 1 o’clock, and then he started going ahead again; and the second reported he changed from south-southeast to west-southwest, 6 1/2 points; and if he was 4 miles off, the distance he traveled I estimated to be 7 or 7 1/2 miles in that hour.
Was he ever any closer to you?
Were you able to tell what kind of a ship it was?
The officer on watch, and the apprentice , and myself – I saw it before 1 o’clock, before I went to the watch room – were of the opinion that it was an ordinary cargo steamer.
Did you see the funnels?
No, sir. It had one masthead light and a green light, which I saw first.
You could not hear any escaping steam, or the siren, or the whistle?
In this segment Captain Lord said the steamer had no funnel? Or he meant he could not see any funnel? His statement is slightly ambiguous. Obviously if it was a steamer it had a funnel. There are reports that he saw a steamer with a pink funnel. Pink does seem like a strange color to paint a funnel! However Senator Smith addresses this steamer episode later:
Senator Fletcher asked you regarding this ship that stopped you on Sunday night?
Have you any idea what steamer that was?
Not the faintest. At daylight we saw a yellow-funnel steamer on the southwest of us, beyond where this man had left, about 8 miles away.
Do you suppose that was the same one?
I should not like to say. I don’t think so, because this one had only one masthead light that we saw at half-past 11.
Why does Fletcher or Smith not question Lord about this tramp steamer that was also seen from Mount Temple and the Almerian? It has been described as a schooner, a steam ship with a black funnel, with a pink funnel, and a black funnel with a white device on it. How many ships were out there cruising around in the ice and waiting for Titanic to sink? James Henry Moore Captain of Mount Temple also claimed he saw a green light (that of a schooner travelling at a few knots, he thought), between him and his intended location. The “schooner” was about a mile or a mile and a half away, Moore thought, in the direction that he was heading for; he even reported hearing the foghorn on the other ship. There are schooners, clippers, windjammers and auxiliary steam ships and they look similar and one could be deceived when identifying one a mile away at night. However there was no fog therefore it is unlikely that he heard a foghorn, unless a signal was being sent. Joseph Boxhall was questioned in London about visibility that night:
15338. We have heard it was a fine, clear cold night. Is that your recollection?
– Yes, it was perfectly clear.
15339. Did you see anything in the nature of haze?
– No, none whatever.
15340. Neither at 8 o’clock nor at any time during the night?
– Whenever I was on the deck or at the compass I never saw any haze whatever.
However Boxhall did see a streamer and he did claim to have used binoculars (glasses) to see it. More on binoculars later.
15400. Did you watch the lights of this steamer while you were sending the rockets up?
15401. Did they seem to be stationary?
– I was paying most of my attention to this steamer then, and she was approaching us; and then I saw her sidelights. I saw her green light and the red. She was end-on to us. Later I saw her red light. This is all with the aid of a pair of glasses up to now. Afterwards I saw the ship’s red light with my naked eye, and the two masthead lights. The only description of the ship that I could give is that she was, or I judged her to be, a four-masted steamer.
15402. Why did you judge that?
– By the position of her masthead lights; they were close together.
15403. Did the ship make any sort of answer, as far as you could see, to your rockets?
– I did not see it. Some people say she did, and others say she did not. There were a lot of men on the bridge. I had a Quartermaster with me, and the Captain was standing by, at different times, watching this steamer.
15404. Do you mean you heard someone say she was answering your signals?
– Yes, I did, and then she got close enough, and I Morsed to her – used our Morse lamp.
15405. You began Morsing to her?
15406. When people said to you that your signals were being answered, did they say how they were being answered?
– I think I heard somebody say that she showed a light.
15407. Do you mean that she would be using a Morse lamp?
– Quite probably.
15408. Then you thought she was near enough to Morse her from the “Titanic”?
– Yes, I do think so; I think so yet.
15409. (The Commissioner.) What distance did you suppose her to be away?
– I judged her to be between 5 and 6 miles when I Morsed to her, and then she turned round – she was turning very, very slowly – until at last I only saw her stern light, and that was just before I went away in the boat.
15410. (Mr. Raymond Asquith.) Did she make any sort of answer to your Morse signals?
– I did not see any answer whatever.
15411. Did anyone else, so far as you know, see an answer?
– Some people say they saw lights, but I did not.
15412. Did they think they saw them Morsing in answer to your Morse signals; did anyone say that?
– They did not say she morsed, but they said she showed a light. Then I got the Quartermaster who was with me to call her up with our lamps, so that I could use the glasses to see if I could see signs of any answer; but I could not see any.
15413. You could not see any with the glasses?
– No; and Captain Smith also looked, and he could not see any answer.
15414. He also looked at her through the glasses?
15415. After a time you saw what you took to be the stern light of a ship?
– It was the stern light of the ship.
15416. Did you infer from that that the ship was turned round, and was going in the opposite direction?
15417. When you first saw her, I understand you to say she was approaching you?
– She was approaching us, yes.
15418. For about how long did you signal before it seemed to you that she turned round?
– I cannot say; I cannot judge any of the times at all.
15419. Do you know at all whether the “Titanic” was swinging at this time?
– No, I do not see how it was possible for the “Titanic” to be swinging after the engines were stopped. I forget when it was I noticed the engines were stopped, but I did notice it; and there was absolutely nothing to cause the “Titanic” to swing.
15420. After sending up those signals for some time did you turn your attention to the boats?
– I was sending the rockets up right to the very last minute when I was sent away in the boat.
According to Samuel Halpern, who wrote, The Almerian and the Mount Temple – A Tale of Two Ships, Robertson Dunlop, a Leyland company representative, questioned Captain Lord at the inquiry. The following is the transcript of the London Hearings:
On May 14, 1912, day 7 into the British Wreck Commissioner’s investigation into the Titanic disaster, Captain Stanley Lord of the SS Californian was questioned by Mr. Robertson Dunlop, representative of the Leyland Line, about the movements of his vessel on the morning of April 15, 1912:
7399. (Mr. Dunlop.) Your Lordship will see they first of all cut through three miles of field ice. (To the Witness.) Then at 6.30 you steered a southerly course and passed the “Mount Temple” and stopped at about 7.30? –
[Capt. Lord] Yes.
7400. Was there another vessel near the “Mount Temple”? –
There was a two-masted steamer, pink funnel, black top, steering north down to the north-west.
7401. (Mr. Dunlop.) After 7.30 had you to navigate through the field ice again? –
Yes, I ran along till I got to the “Carpathia” bearing north-east and then I cut straight through the ice at full speed
7402. From 7.30 to 8.30? – We were not going through ice the whole of that time. We were running [along the western edge of the ice] till it must have been about eight.
Before we comment on what was said, one may sarcastically ask “was conflict of interest not part of the English lexicon at that time?” A Leyland company representative, questioned the captain of a Leyland ship at the inquiry? Do the animals, fox and chicken come to mind? Or is that the wrong analogy? Perhaps there is no analogy since not even Aesop could anticipate anything quite so ridiculous. The captain of a Leyland ship, stood by, treading water, allegedly 5 miles away from a sinking ship, ignored multiple distress flares, that it should be noted, also emitted an extremely loud noise, turned off the wireless and went to bed allowing 1500 people to perish in freezing water and a representative of Leyland questioned him at the hearing?
The conclusion of the investigation mounted by the British Board of Trade was that Californian had ignored the cry for help from 1,500 people “in peril on the sea”. Lord Mersey, head of the British probe wrote: “These circumstances convince me that the ship seen by the Californian was the Titanic and if so, according to Captain Lord, the two vessels were about five miles apart at the time of the disaster….When she first saw the rockets the Californian could have pushed through the ice to the open water without any serious risk and so have come to the assistance of the Titanic. Had she done so she might have saved many if not all of the lives that were lost.”
This is not a suitable conclusion. Captain Moore, Master of Mount Temple could also have pushed through the ice, if in fact there was any. Captain Lord did lie, he gave two different statements at the New York and London hearings, about the color of the funnel on the steamer he claimed to see, but Lord Mersey never confronted Lord for for changing his story and as a judge he should know what Lord said at the hearing in New York. Captain Lord claimed he saw a tramp steamer in the area. Boxhall claimed he saw a steamer, and three other ships also claimed they saw one, two or three steamers cruising around, including Captain Rostron, who was the heroic figure in the story, and was awarded a Congressional Medal of Honour and a knighthood. Mersey denied the reports that stated that there were tramp steamers in the immediate area but condemned Lord while commending Rostron. Stories always sell better when there is a hero and a villain.
Quartermaster Rowe saw what he thought was a windjammer at the time of the impact and many others claimed they saw tramp steamers in the area that nobody was able to identify. A windjammer looks nothing like an iceberg. Since the air temperature was about 32° and it was late, there were probably few people on the deck. Frederick Fleet and Reginald Lee were in the crow’s nest but Frederick Fleet claims the reason that Titanic hit the “iceberg” was that there was no moon light, it was dark and they were travelling at full steam, 23 knots through an ice field supposedly peppered with icebergs that they had been warned about by several ships in the area and there were allegedly no binoculars in the crow’s nest. The reason for this is that there were some last minute changes to Titanic’s crew. Second officer David Blair was replaced by Charles Lightholler. Allegedly Blair took a key when he disembarked. Without this key, his shipmates were unable to open a locker in the crow’s nest containing a pair of binoculars for the designated lookout. The binoculars were to look out for dangers in the distance including signs of bad weather, buoys, other ships etc. – and icebergs. Lookout Fred Fleet, later stated at both inquiries that if they had binoculars they would have seen the iceberg sooner. When asked by a US senator how much sooner it might have been spotted, Mr Fleet replied: “Enough to get out of the way.”
In 1965 Frederick Fleet after a tragic life, hung himself from a clothesline in his garden. At least 10 other survivors of the disaster committed suicide.
It is not believable that a ship the size of Titanic left Southampton without binoculars in the crowsnest. The Solent is an estuary that is heavily trafficked, with a complex of channels changing tides, and weather patterns. At the bottom of the estuary there is a sandbank called the Brambles that cannot be seen at high tide, and ships must navigate around the Isle of Wight and out into the English Channel. Titanic was 882 feet long and 46,328 tons. In fact when Titanic left Southampton it passed a moored liner SS City of New York. Her huge displacement caused the smaller ship to be lifted by a bulge of water and then drop into a trough. New York’s mooring cables could not take the sudden strain and snapped. The two ships avoided a collision by a matter of about 4 feet. The incident delayed Titanic’s departure for about an hour, while the drifting New York was brought under control. And nobody suggested that having binoculars in the crowsnest would be prudent?
However Captain Smith was not the only master of his ship that believed glasses were not necessary in the crowsnest. The following is a segment of Captain Lord’s statement from the hearings in New York:
Would glasses in the hands of the lookout be of any assistance in determining proximity to ice? –
No, I should not think so. I would never think of giving a man in the lookout a pair of glasses.
And have never done so?
I did once. I do not think I will ever again.
When did you do it?
The morning I was looking for the Titanic, I gave a pair to the lookout. I pulled a man up to the main truck in a coal basket when I heard of it, so he would have a good view around, and gave him a pair of glasses.
Let us understand each other. That was at the time when you were increasing your vigilance?
And when you had sent an additional lookout to the crow’s nest?
No; I pulled him up to the main truck, which is about 30 feet higher than the crow’s nest; pulled him up in a coal basket.
When you did that, you gave him glasses?
Gave him glasses.
Of course, that was in daylight?
And that is the only time you ever used glasses in the crow’s nest?
The first time I ever heard of it.
Let me ask, where did you get these glasses that you gave to that extra lookout that morning?
I took them off the bridge; a spare pair that were on the bridge.
You have glasses on the bridge for your own use?
And yet you have no glasses in the crow’s nest for the use of the lookout?
This is a very odd conversation considering most people perceptions about the need for glasses or binoculars, in the crow’s nest. Captain Lord has them on the bridge, and he even has a spare pair on the bridge, but he says he would never think of giving a man in the lookout a pair of glasses. Then in the next statement he says “I pulled a man up to the main truck in a coal basket when I heard of it, so he would have a good view around, and gave him a pair of glasses.” The main truck is at the top of the foremast above the crow’s nest, so why would anyone need glasses above the crow’s nest, on the bridge, below the crow’s nest but according to Stanley Lord he would never think of giving a man in the lookout a pair of glasses. At one point Senator Smith seems completely bewildered and says “And that is the only time you ever used glasses in the crow’s nest?”
After leaving Southampton, Titanic continued on her voyage to Cherbourg France where she picked up more passengers including Dorothy Gibson. “Silent screen star Dorothy Gibson burst to superstardom in 1911. Her film The Lucky Hold Up was released on April 11, 1912 while she was on the Titanic. Surviving the disaster on the first lifeboat launched, Lifeboat No. 7, she convinced her manager to appear in a film based on the sinking. She went on to write the script and star in the one-reel drama, Saved from the Titanic, wearing the same clothes she wore on the night of the tragedy. The movie was hugely successful on both sides of the Atlantic, but the only known prints were destroyed in a 1914 fire at the Éclair Studios. Many film historians consider this the greatest loss of the silent era. Gibson abruptly ended her film career soon after the movie’s release. At the time, she was the highest paid movie actress in the world.”
In the movie, Saved from the Titanic, Dorothy recounts the events of the disaster in a long flashback, illustrated with newsreel footage of Titanic and a mockup of the collision itself. Titanic sinks but Dorothy is saved. When she concludes her story, her mother urges Dorothy’s fiancé to leave the navy as it is too dangerous a career. Jack ultimately rejects the mother’s advice, deciding that he must do his duty to flag and country. Dorothy’s father is moved by his patriotism and the film ends with him blessing the marriage.
The description of the movie shows that it was more than a movie about the disaster. At the conclusion the audience was subjected to war propaganda and patriotism as if being prepared for an approaching confrontation. The film promoted its story’s authenticity and credibility through the integration of newsreel footage and the presence of a genuine survivor as the narrator. Audiences had previously seen survivors of disasters only as images and reported by someone else. Gibson, was the survivor and the narrator of what was ostensibly her own personal story. However, unlike Molly Brown she is almost completely forgotten and all the copies of her Titanic movie, the first of many to be made, were destroyed. Was there something in this movie that did not conform to the storyline and questions were being asked?
If the movie was hugely successful then presumably there would have been multiple prints. It seems ludicrous that all the prints were in the one studio that just happened to burn down. Why would Dorothy Gibson, the highest paid movie actress in the world, abruptly end her career soon after the release of this hugely successful movie?
Another well known personality on Titanic was Lucy Duff-Gordon. “She was the first British-based fashion designer to achieve international acclaim. She traveled on Titanic on business in connection with her New York branch of Lucile Ltd. She and her husband, Sir Cosmo, and her secretary booked first class on Titanic under the alias Mr. and Mrs. Morgan”.
But surely if the reservation was booked using the name Morgan, would they not have to identify themselves as Morgan, before embarking on the ship.
“When Titanic began to sink the Duff-Gordons and their secretary allegedly escaped in Lifeboat No. 1. Although the boat was designed to hold 40 people, it was lowered with only 2 other first class passengers and 7 crew members.”
This not surprisingly caused a media outrage in England during the hearings in London, but it was a huge distraction from the actual content of the hearings and this is an example of how the masses are manipulated. It may be understandable that they wanted to travel under an alias but why did they choose the name Morgan?
Another well known survivor was Madeleine Astor married to John Jacob Astor died on 27 March 1940 at the age of 47. While the official cause of death was heart failure, it was rumoured that she had taken an overdose of sleeping pills.
“One of the ten Titanic survivors that later committed suicide was Titanic stewardess Annie Robinson.
In 1914 she was sailing across the Atlantic when the ship became shrouded in thick fog. Allegedly the booming sound of the foghorn outside New York triggered memories of that fateful night in 1912. She ran out of the dining saloon and up on to the deck and jumped over the rail.”
However there was no fog when Titanic sank, it was a clear night, therefore there would have been no memories of a foghorn. If she ran out onto the deck and jumped overboard how would anyone know what she was thinking. Did anyone see her jump off the ship? It is not recorded if her body was found but the entry in the register of deaths at sea simply states she was presumed drowned.
We now return to the story of the upside down Collapsible B lifeboat. Harold Bride also claimed to be with Gracie, and Lightholler on this lifeboat. He was the Marconi wireless operator on Titanic, and coincidently knew the wireless operator on Carpathia, Harold Cottam!
New York Herald, April 21, 1912, page 1:
‘Keep Your Mouth Shut; Big Money for You,’ Was Message to Hide News
Hold Story for ‘Four Figures,’ Marconi Official Also Warned the Carpathia Operator, While Anxious World Waited Details of Disaster.
While the world was waiting three days for information concerning the fate of the Titanic, for part of the time at least, details concerning the disaster were being withheld by the wireless operator of the steamship Carpathia under specific orders from T. W. Sammis, chief engineer of the Marconi Wireless Company of America, who had arranged the sale of the story.
This was admitted yesterday by Mr. Sammis, who defended his action. He said he was justified for getting for the wireless operators the largest amount he could for the details of the sinking of the ship, the rescue of the passengers and the other information the world had waited for.
“Did you send such a message?”
“Maybe. What of it?” he replied.
“It would be interesting to know if you actually sent such a message.”
“Yes, I sent the message, but whose business is it?” Mr. Sammis asked with some heat.
“Perhaps it was no one’s business,” he was told, “but it is interesting to know that when the world was horror stricken over the disaster and waiting for the news, that there were persons preparing to capitalize the suspense and had arranged for ‘four figures.’ “
“Do you blame me for this,” retorted Mr. Sammis, as he backed up against the wall. “Do you blame me for getting the highest price I could for the operator for the story he had to tell about the collision and the rescue. I thought I was doing a good turn for him, and I can’t see how it is the business of anyone.”
It is most unlikely that Mr. Sammis would care about his wireless operator Harold Cottam. Certainly his boss would not be concerned. The Marconi wireless operators on all ships worked for Marconi, not for the company that owned the ship that they were sailing on. Marconi held the patent on wireless, therefore if Harold Cottam or Harold Bride wished for further employment they had to follow Marconi’s orders. If these operators received any money, it was probably in the form of a bribe or they were threatened with blackmail. Harold Bride was not on Collapsible B, as he claimed. We have already established that that would be impossible.
Here are some facts about Guglielmo Marconi:- Marconi was born into the Italian nobility. In 1900, the Marconi Wireless Telegraph Company, began thriving in the stock markets, due to Marconi’s family connections with English aristocracy. British Marconi stock soared from $3 to $22 per share. Both Edison and Andrew Carnegie invested in Marconi and Edison became a consulting engineer of American Marconi. In 1923 Marconi joined Mussolini’s Fascist party and became a member of the Fascist Grand Council – Mussolini was Marconi’s best man at his second wedding, after he’d annulled his first marriage, with help from the Roman Catholic Ecclesiastical Commission at Archbishop’s House in Westminster Cathedral. When Carpathia docked in New York, Marconi was the first to go on board with a reporter from The New York Times to talk with Harold Cottam. His assistant Mr. Sammis was allegedly not allowed to go on board. Marconi was offered free passage on Titanic but had taken theLusitania three days earlier. According to his daughter, he had paperwork to do and preferred the public stenographer aboard that vessel! “Although Marconi was later grilled by a Senate committee over allegations that his company’s wireless operators had withheld news from the public in order to sell information to the New York Times, he emerged from the disaster as one of its heroes, his invention credited with saving more than 700 lives.” The author would suggest that the reader page through any of the Senate Hearings. Was Marconi “grilled”, was anyone “grilled”?
Nicola Tesla filed a basic radio patent application in 1897. They were granted in 1900. Marconi’s first patent application in America, filed on November 10, 1900, was turned down. Marconi’s revised applications over the next three years were repeatedly rejected because of the priority of Tesla and other inventors. In 1904 the U.S. Patent Office suddenly reversed its previous decisions and gave Marconi a patent for the invention of radio. The reasons for this have never been fully explained, but Marconi had powerful financial backing in the United States. Marconi won the Nobel Prize in 1911. Tesla sued the Marconi Company for infringement in 1915, but was in no financial condition to litigate a case against a major corporation. It wasn’t until 1943—a few months after Tesla’s death— that the U.S. Supreme Court upheld Tesla’s radio patent number 645,576. However this was because the Marconi Company was suing the United States Government for use of its patents in World War I. The Court avoided the action by restoring the priority of Tesla’s patent over Marconi.
In the 1980’s over two dozen science graduates and experts working for Marconi or Plessey Defence Systems died in mysterious circumstances, most appearing to be suicides., The Ministry of Defense denied these scientists had been involved in classified Star Wars Projects and that the deaths were in any way connected.
Most of the passengers who went down with the ship were steerage, but John Jacob Astor, Benjamin Guggenheim and Isidor Straus did not board a lifeboat. In today’s money they had a combined wealth of $7b. All three were staunch opponents of the Federal Reserve Act. Astor and Straus were both Congressmen lobbying against the bill in Congress, while Benjamin Guggenheim was represented by his brother Simon.
In 1910, Nelson Aldrich and executives representing the banks of J.P. Morgan, Rockefeller, and Kuhn, Loeb & Co., met in secret for ten days at Jekyll Island, Georgia. The executives included Frank A. Vanderlip, president of the National City Bank of New York, associated with the Rockefellers; Henry Davison, senior partner of J.P. Morgan Company; Charles D. Norton, president of the First National Bank of New York; and Col. Edward M. House, who later become President Woodrow Wilson’s closest adviser and founder of the Council on Foreign Relations. There, Paul Warburg of Kuhn, Loeb, & Co. directed the proceedings and wrote the primary features of what would be called the Aldrich Plan. Although Congress did not pass the reform bill submitted by Senator Aldrich, it did approve a similar proposal in 1913 called the Federal Reserve Act. The Federal Reserve System of today mirrors in essence the plan developed on Jekyll Island in 1910.
“The Four Horsemen of Banking (Bank of America, JP Morgan Chase, Citigroup and Wells Fargo) own the Four Horsemen of Oil (Exxon Mobil, Royal Dutch/Shell, BP and Chevron Texaco); in tandem with Deutsche Bank, BNP, Barclays and other European old money behemoths. But their monopoly over the global economy does not end at the edge of the oil patch. According to company 10K filings to the SEC, the Four Horsemen of Banking are among the top ten stock holders of virtually every Fortune 500 corporation. So who then are the stockholders in these money center banks? This information is guarded much more closely. My queries to bank regulatory agencies regarding stock ownership in the top 25 US bank holding companies were given Freedom of Information Act status, before being denied on “national security” grounds. This is rather ironic, since many of the bank’s stockholders reside in Europe.
One important repository for the wealth of the global oligarchy that owns these bank holding companies is US Trust Corporation – founded in 1853 and now owned by Bank of America. A recent US Trust Corporate Director and Honorary Trustee was Walter Rothschild. Other directors included Daniel Davison of JP Morgan Chase, Richard Tucker of Exxon Mobil, Daniel Roberts of Citigroup and Marshall Schwartz of Morgan Stanley. J. W. McCallister, an oil industry insider with House of Saud connections, wrote in The Grim Reaper that information he acquired from Saudi bankers cited 80% ownership of the New York Federal Reserve Bank- by far the most powerful Fed branch- by just eight families, four of which reside in the US. They are the Goldman Sachs, Rockefellers, Lehmans and Kuhn Loebs of New York; the Rothschilds of Paris and London; the Warburgs of Hamburg; the Lazards of Paris; and the Israel Moses Seifs of Rome.” Dean Henderson: Global Research June 1, 2011.
“But there’s a reason. There’s a reason. There’s a reason for this, there’s a reason education sucks, and it’s the same reason that it will never, ever, ever be fixed. It’s never gonna get any better. Don’t look for it. Be happy with what you got. Because the owners of this country don’t want that. I’m talking about the real owners now, the real owners, the big wealthy business interests that control things and make all the important decisions. Forget the politicians. The politicians are put there to give you the idea that you have freedom of choice. You don’t. You have no choice. You have owners. They own you. They own everything. They own all the important land. They own and control the corporations. They’ve long since bought and paid for the senate, the congress, the state houses, the city halls, they got the judges in their back pockets and they own all the big media companies so they control just about all of the news and information you get to hear. They got you by the balls. They spend billions of dollars every year lobbying, lobbying, to get what they want. Well, we know what they want. They want more for themselves and less for everybody else, but I’ll tell you what they don’t want: They don’t want a population of citizens capable of critical thinking. They don’t want well informed, well educated people capable of critical thinking. They’re not interested in that. That doesn’t help them. That’s against their interests. Thats right. They don’t want people who are smart enough to sit around a kitchen table to figure out how badly they’re getting fucked by a system that threw them overboard 30 fucking years ago. They don’t want that. You know what they want? They want obedient workers. Obedient workers. People who are just smart enough to run the machines and do the paperwork, and just dumb enough to passively accept all these increasingly shittier jobs with the lower pay, the longer hours, the reduced benefits, the end of overtime and the vanishing pension that disappears the minute you go to collect it, and now they’re coming for your Social Security money. They want your retirement money. They want it back so they can give it to their criminal friends on Wall Street, and you know something? They’ll get it……..” George Carlin.
J. P. Morgan, allegedly had a reservation on Titanic and cancelled at the last minute. Henry Clay Frick, the Pittsburgh steel baron was a business associate of J.P. Morgan. He canceled his passage on Titanic when his wife allegedly sprained her ankle and had to be hospitalized in Italy. (Being hospitalized for a sprained ankle sounds excessive, fabricated and improbable!)
Lord Pirrie was chairman of the Harland and Wolff shipyard. Pirrie was elected Lord Mayor of Belfast in 1896, and was re-elected to the office as well as made an Irish Privy Counsellor the following year. In the 1906 at the height of Harland and Wolff’s success, he was raised to the peerage as Baron Pirrie, of the City of Belfast. The following year he was appointed Comptroller of the Household to the Lord-Lieutenant of Ireland, and in 1908 he was appointed Knight of St Patrick. Lord Pirrie was jeered in the streets after chairing a famous meeting of the Ulster Liberal Association addressed by Winston Churchill. He was to travel aboard the Titanic, but due to an alleged and unnamed illness he cancelled his passage.
“A secret archive containing the names of two million Freemasons has been made public for the first time on the genealogy site Ancestry which reveals extensive Masonic involvement in the controversial British investigation into the Titanic catastrophe. It confirms that not only the judge who oversaw the British Wreck Commissioner’s inquiry into the disaster and leading investigators, but also even some of those who escaped censure were all Freemasons. While a US Senate inquiry into the sinking savaged the White Star Line and singled out the British Board of Trade for blame for lax regulations which allowed the scandalously small number of lifeboats fitted on the ship, the UK investigation overseen by Lord Mersey avoided blaming the Board of Trade. Lord Mersey himself was, the records show, a Freemason, initiated in 1881 at the Northern Bar Lodge in London. Crucially, so too appears to have been the President of the Board of Trade Sydney Buxton, initiated at Limehouse in East London in 1888 where he was the local MP at the time.” Daily Telegraph By John Bingham, and Victoria Ward 8:58AM GMT 23 Nov 2015.
Similar articles were published in the Daily Mail, the Daily Express, The Mirror and The Independent around the same time. But all this information that is now coming to light is about 100 years too late. Being open to the discussion now reveals that the media covered it up and the thousands of independent media outlets made little difference to the outcome. The British inquiry was headed by the Board of Trade who had approved the ship, and some believed it had little interest in finding itself or White Star negligent. Presided over by Lord Mersey it concluded that Captain Smith had done “only that which other skilled men would have done in the same position” and neither White Star or its parent company, the International Mercantile Marine Company (IMM) was found negligent.
The US Senate inquiry into the sinking savaged the White Star Line? The author has read the testimonies including the so called “questioning” of Bruce Ismay as well as the testimony of Captain Lord, the two villains in the story. Here is another segment of Captain Lord’s hearing:
I do not want to seem to be impertinent, Captain, and hope you will not so regard it, but the question arose this morning as to whether there had been any attempt on the part of anyone to prevent you from responding to the Senate’s request?
This seems to be an extremely cordial way to question someone who ignored distress signals turned off his wireless and went to bed allowing 1500 people to perish!
There was no discovery, therefore there was no inquiry and definitely no savaging. This could only be called a review, a conspiracy to cement the story in the minds of the public; the unsinkable ship, the iceberg, and the lack of lifeboats. The ship was only deemed unsinkable after it sank, it probably never hit an iceberg and those lifeboats that miraculously got to New York Harbor disappeared without any trace. On the final report of the Committee on Commerce, it states under the paragraph titled “THE COLLISION” The impact, while not violent enough to disturb the passengers or crew or to arrest the ship’s progress, rolled the vessel slightly and tore the steel plating above the turn of the bilge.” Therefore the collision tore the steel plating on the side of the ship but nobody, not even the steerage passengers sleeping in the lower deck of the ship, or the crew in the engine room heard a sound?
Within the 33rd degree of Masonry there is a ritual called “Kill King 33.” This ritual was adopted by the Masonic Lodge from the ancient cultures of Babylon and Egypt. The rules to this ritual are that the sacrifice must take place at a certain time and place, in order for the Gods to accept the offering. The alignment of the stars and numbers surrounding the events of the targets life have to match up, in order for their offering to be accepted. In the early morning of April 15 1912, (4+15+19+12=50: 5+0=5), there was an occultation of the Moon over Venus.The pentagram of Venus is the path that Venus makes as observed from Earth over an 8 year period. In the occult the number 5 represents death. The planet Venus was known to the ancients as the “Light Bearer”. The goddess Venus, the “Light Bearer” was called Lucifer.The secret society known as The Hermetic Order of the Golden Dawn founded in 1888, believed itself to be ruled by Venus. The Golden Dawn was created by Masons as a vehicle for the study of Kabbalah and ceremonial magic.
Carlos Hurd wrote, in The Evening World, April 20 edition. “To relate that as the last boats moved away the ship’s string band gathered in the saloon and played ‘Nearer, My God, to Thee‘ sounds like an attempt to give added color to a scene which was in itself the climax of solemnity, but various passengers and survivors of the crew agree in declaring they heard this music.”
Yes it does sound like an attempt to give added color to the scene, and just because a few traumatized survivors “agreed” that they heard the music is not very convincing. “Do you want to get another job on one of our ships or do you want to disappear along with those life boats moored at Pier 59?” And by the way there are conflicting reports regarding the last song played as the Titanic was sinking. Was it “Autumn” or “Nearer My God to Thee?”. It was neither! Where would you find 8 fools ready to stand on deck or in the saloon playing a sad dirge as they plunge into freezing water, while the ship breaks apart around them, presumably making so much noise nobody could hear them anyway!
The plotters either got to Carlos Hurd or he was in on the conspiracy from the start. Hurd’s story was the first to spin the yarn to the world about this “Night at the Opera”. In the Evening World he wrote: “The ship’s string band gathered in the saloon, near the end, and played ‘Nearer, My God, to Thee.'” The fuller version published in the next day’s papers, and later syndicated by the Associated Press, read: “As the screams in the water multiplied, another sound was heard, strong and clear at first, then fainter in the distance. It was the melody of the hymn ‘Nearer, My God, to Thee,’ played by the string orchestra in the dining saloon. Some of those on the water started to sing the words, but grew silent as they realized that for the men who played, the music was a sacrament soon to be consummated by death. The serene strains of the hymn and the frantic cries of the dying blended in a symphony of sorrow.”
Does this sound like a ritual sacrifice if believed? Click the above link to hear this sappy music!
“At the heart of many western religious and occult mysteries there is a scene of violent death. The biblical story of Cain and Abel records the first murder; Abraham is ordered to sacrifice his son, Isaac; Moses kills a man in Egypt; and warfare and bloodshed stain the pages of the Old Testament until it’s literal apotheosis in the Crucifixion of the New Testament.
The mystical murder of a king and his entourage is the centerpiece of the 17th century Rosicrucian tale The Chymical Wedding of Christian Rosenkreutz. In the ancient Egyptian religion, Osiris is slain by his brother Set. Murder is sacralized in the Western mystery traditions, and the third degree initiation ceremony of Freemasonry is no different.” Peter Levenda.
How to tell a lie to the public:
Tell the story with authority and then switch to something emotional and dramatic.
Repeat the lie over and over.
Pepper and embed the story with the most ridiculous lies so the original tale does not sound quite so absurd.
Morgan was the Jesuit Order‘s financial agent,via Rothschild. Captain Edward Smith was a ‘Jesuit tempore co-adjator.’ He was not a priest, but he was a Jesuit of the short robe. Jesuits who are not priests serve the order through their profession. Edward Smith served the Jesuit Order in his profession as a sea captain. Father Francis Browne, an amature photographer and a Jesuit priest, boarded Titanic in Southampton.Allegedly he was the most powerful Jesuit in all of Ireland and answered directly to the general of the Jesuit Order in Rome. He sailed to Cherbourg and then to the last stop Queenstown Ireland where he disembarked, allegedly due to orders from his superiors in Ireland, apparently he wanted to remain on the ship, but that would imply that he was not the most powerful Jesuit in all of Ireland. He took the only photos on the ship during the first part of the voyage from Southampton to Queenstown, now called Cobh, that survived and allegedly spent time with Captain Smith. Any conspiracy to sink Titanic could not be achieved without the complicity of the Captain and it would seem unlikely that Smith would agree to go down with the ship as part of the plot, and if Father Francis knew the ship was going to sink it is doubtful that he would have any desire to remain on board therefore his alleged request to stay on board was a ploy. A lifeboat drill was planned for the Titanic on April 14, 1912 – the day it allegedly struck the iceberg. For reasons that remain murky, Captain Edward John Smith canceled the drill.
Titanic used 825 tons of coal per day. The launching of Titanic made newspaper headlines all over the world in 1912, but with all this publicity she was only ⅔ full despite the fact that a coal strike ended 4 days earlier and therefore one might assume transatlantic shipping had been restricted and there were plenty of passengers waiting to cross the Atlantic. Titanic therefore might have seemed like a questionable investment by Morgan and he may have realized this long before she set sail. Or perhaps he intended to sink Titanic before he even built it.
Did Morgan lure Astor, Guggenheim and Straus on board Titanic? Morgan was the sponsor of the Federal Reserve Act via the Aldrich Commission. It was enacted December 23 1913 and officially took the power to create the money to run United States away from the Congress, and gave it over to the private bankers who own the Fed. Is that the same cartel that owns the Bank of England? The IRS is the collection agency for the Fed. The last day to file taxes in the U.S is April 15, coincidently the same day Titanic sank.
Are those who are capable of tyranny, capable of perjury to sustain it?
If it had been revealed that Titanic was intentionally sunk, White Star would have been made insolvent. Olympic Class liners commissioned by the White Star Line, Harland and Wolff employed 15,000 people. More than 4,000 of them worked on the construction of Olympic and Titanic. If White Star had been made insolvent then Harland and Wolff may well have been declared bankrupt, which would have left 15,000 people unemployed. Herbert Henry Asquith was Prime Minister in England at that time. If he knew there was a conspiracy to sink Titanic would he be tempted to cover it up? There was a great deal of tension at this time in Ireland. Harland and Wolff only employed Protestants many of them members of the Orange Order. Even today the Orange Order does not accept non-Protestants as members unless they convert and adhere to the principles of Orangeism, nor does it accept Protestants married to Catholics.
J.P.Morgan died in 1913. J.P.Morgan Jr. inherited the family fortune and took over the business interests after his father died. J.P.Morgan Jr. brokered a deal that positioned his company as the sole munitions and supplies purchaser during World War I for the British and French governments. The results produced a one percent commission on $3,000,000,000 or $30,000,000 to the company. Morgan was also a banking broker for financing to foreign governments both during and after the war. Therefore if Britain was planning for war in 1912 then it would need Harland and Wolff to build war ships when war broke out in 1914.
Raymond Asquith, the Prime Minister’s son and Winston Churchill’s best friend, was a junior counsel for the Board of Trade at its Inquiry into the sinking of Titanic. Lord Mersey presided.
Here are a few paragraphs from a letter Raymond Asquith wrote to the editor of The Times.
Suppose that for a period of two years, from the day on which the keel of the Titanic was laid down in the shipyards of Belfast to the day of her completion, the largest single party in the House of Commons, backed by more than half the population of the British Isles, had not merely continuously insisted but irrefutably demonstrated that there was not a plate nor a rivet in her hull which was not utterly rotten, that her boilers were full of holes, that her engines were full of flaws, that her screws were incapable of propelling her and her rudder incapable of guiding her, that the watertight compartments, so far from being safeguards, were specious shams devised with devilish cunning to lull the unwary passenger into an illusive security, and that the architect, the owner, and the Captain were partners in an infamous conspiracy to repair their desperate fortunes by sinking the ship and sharing the insurance money;
Suppose that these resolute men, through the mouth of their resolute leader, a Privy Councillor, and an ex-Law Officer of the Crown, had announced precisely how they intended to make good their oath, videlicet [namely] by causing an exceptionally large iceberg to be placed across the bows of the ship on an exceptionally dark night, and in order to guarantee the result had for many months practised every detail of the contemplated manoeuvre by manipulating dummy icebergs on the waters of Lough Neagh with the assistance of Mr F. E. Smith, K.C., M.P.;
Suppose that the democracy of Ireland had subscribed a million pounds or so to finance this project, that the project itself was warmly applauded by the greater part of the British press, and that such sober and respected organs of opinion as The Spectator and The Times itself had repeatedly insisted that if the ship should ever be launched colossal bergs might be expected automatically to detach themselves from the surrounding mass and instinctively to block her way, and that, but for the restraining influence of Sir Edward Carson, the premature and spontaneous disruption of the Polar ice would already have filled the harbour of Belfast with invading fragments from the Loyal North;
Suppose, further, that Lord Roberts had publicly declared that it was unthinkable that the crew should be called upon to assist in manning the lifeboats or saving the passengers, and that if they were so called upon, it would mean the ruin of the Mercantile Marine:
And, finally, suppose that Mr Joynson-Hicks M.P., had stated with a full sense of his responsibility that the stars in their courses were fighting for those who desired the Titanic to sink, and that the God of Battles entirely shared their views.
Upon these presuppositions, all of which appear necessary to make the suggested analogy legitimate, I cannot but think that public opinion would have been adverse rather than indifferent to the projected voyage and would have missed no opportunity of manifesting its opposition.
“Lord Mersey achieved his greatest fame in 1912 when he was appointed to head the inquiry commission into the sinking of the RMS Titanic. There was criticism of his handling of the inquiry because he displayed obvious biased towards the Board of Trade and White Star and cared little about those who perished and had little interest in finding out why the ship sank. In 1913, Mersey presided over the International Convention for the Safety of Life at Sea and added three more maritime inquiries to his résumé with his heading of the inquiries into the sinkings of the RMS Empress of Ireland (held in Canada in 1914) and the Falaba and RMS Lusitania in 1915. Mersey is suspected of a coverup in the sinking of Lusitania along with Sir Edward Carson the Attorney General, the most senior legal advisor to the government, and Mr F E Smith the Solicitor General, the second most senior legal advisor in England. All three presided over both the Wreck Commissioner’s Inquiry into the sinking of Titanic and The Lusitania Wreck Inquiry. Mersey was raised in the peerage from baron to viscount in 1916.”
“The sinking of the RMS Lusitania in 1915 involved two conspiracies. The first alleges that Admiralty Lord, Winston Churchill wanted the Germans to torpedo the passenger liner in order to outrage opinion in the United States and Ireland, to bring the United States into the First World War, and to lure the Irish into joining a military campaign in what was then called The Great War. The desire of the British to encourage German submarines to attack neutral shipping is indisputable. Churchill said so in a report that was not made public. There is evidence that the British intentionally allowed the German U-20 to sink Lusitania. The British admiralty knew the precise location of the U-20, but failed to bring that information to the attention of the Lusitania’s captain, and failed to dispatch a destroyer, as promised to the captain before Lusitania left New York, to escort the liner to Liverpool. The day before the sinking, King George V asked the American ambassador what would be the reaction in the United States if the Lusitania were sunk by a German submarine. The British denied this then and continue to deny it today. This evidence is circumstantial and unproven. However the second plot was indisputably a cover-up of the known facts about the actual sinking. The core of the cover-up was the claim that two torpedoes struck the Lusitania. The British knew that only one torpedo had been fired because they read the German submarine commander’s coded report to his base. Nonetheless, they claimed publicly that the U-20 fired two torpedoes and President Woodrow Wilson administration accepted that claim. This made a huge difference because there had been two explosions one minute apart, and the second was larger than the first. If two torpedoes were fired, the Germans bore exclusive responsibility for sinking a civilian liner. If only one torpedo was fired, then something aboard Lusitania exploded after the torpedo struck. If that were so, public attention would turn to the war materiel that Lusitania was known to be carrying. If war materiel exploded in the cargo hold, then Lusitania had been a legitimate military target all along and the British had used the civilian passengers as human shields. In that case, the British bore equal responsibility with the Germans for sinking Lusitania. The British did not want to have an open public discussion about the second explosion. It suited them to load all responsibility for this horrifying war crime upon the Germans. That way the United States would focus its indignation upon Germany, weakening public sentiment in favor of neutrality.
If a free and open discussion of the second explosion had been allowed, the United States would not have entered the First World War and the Irish who were not conscripted would not have signed up to fight for Britain, an empire that had been suppressing the Irish for centuries. It would make no sense to avenge Lusitania by siding with one criminal against the other. The second torpedo story was a lie that began the United States’ slide from neutrality to belligerence. “Truth is the first casualty of war.” Hiram W Johnson senator for California, to the US Senate in 1917.” The above two paragraphs are a summary with a few additions from Ivan Light’s blog.
Ivan Light’s blog however seems to rest on the German submarine commander’s coded report to his base stating only one torpedo was fired. Allegedly the British Admiralty was in possession of all the German transmission codes. Every message that passed between German naval headquarters and its entire fleet of U boats was intercepted and decoded. But that is still circumstantial evidence. How would anyone be able to verify this? One still has to believe the British Admiralty. The British have been involved in espionage and coded dirty tricks even before John Dee. John Dee (13 July 1527 – 1608) was an English mathematician, astronomer, astrologer, occult philosopher, spy (the original 007) and advisor to Queen Elizabeth I. He devoted much of his life to the study of alchemy, divination, and Hermetic philosophy. He was also an advocate of England’s imperial expansion. Dee’s world and “the world of secret intelligence agencies is a world of falsehood. It is a wilderness of mirrors, a desert populated by black magicians and their servants, the double agents, triple agents, their case officers and their counterintelligence opponents and the omnipresent specialists in mokroye delo, wetwork or assassinations, handled at the Special Air Service(SAS) by Group 13.” Other than dirty financial tricks and collusions, how does a country as tiny as England control one third of the world? It uses deception, violence and unspeakable cruelty, treachery and betrayal- and blame. They always point the finger at someone else, a tired old magic trick, and there are always obsequious puppets like Jack Pulitzer and William Randolph Hearst who will write the story as dictated. Journalists like George Seldes and Upton Sinclair are rare. There is a Pulitzer Prize but no Seldes Prize. Sinclair’s novel, the Jungle, portrayed the harsh conditions and exploited lives of immigrants in the United States in Chicago. However, most readers were more concerned with the unsanitary practices in the American meatpacking industry than they were with the treatment of immigrants. Sinclair said of the public reaction “I aimed at the public’s heart, and by accident I hit it in the stomach.” It is therefore understandable why journalists that expose violations of people’s rights remain unheard of. People do not care unless they are directly affected and they are distracted by the world of celebrities and sports.
On March 8, 1915 Daniel Dow resigned from his position as Captain of Lusitania because, he said, he was no longer prepared to mix innocent passengers with armaments.Therefore Lusitania was being used to carry munitions allegedly in the form of armaments for use in the war in Europe and this was declared, on the manifests. So before March 1915 the British were carrying armaments but they allegedly were small. Obviously they continued, all the British had to do was tell Captain Dow that they would cease shipping armaments, and presumably he would have gladly kept his very prestigious position as Captain of Lusitania, the fastest luxury liner of it’s day, but since he left his post, one can safely assume that the transatlantic munitions shipments continued. Armaments are a very profitable business! The argument that it was only small amounts is disingenuous. It is not an acceptable defense to state that you are innocent because you only rob small banks! The rule of International Law does not allow “small amounts of munitions”. Passengers and munitions do not travel together! Britain was at war with Germany and they used Lusitania as a shield. Germany knew that and allegedly tried to warn passengers traveling on Lusitania by placing notices next to Lusitania advertisements that the ship could be targeted by torpedos but it it is more likely that the British placed those notices. The notices did not state that munitions were being transported on the ship. If Germany posted that notice they would have made that clear. Warnings about icebergs, warnings about torpedoes, does this sound familiar? Therefore, there are two stories, the one torpedo and the two torpedo story, both leaked by British Intelligence and they are both lies. The Germans would not torpedo Lusitania, because obviously they knew that Americans would be onboard and America could be lured into the war against them. Germans read history too! This is not a new strategy, “Remember The Maine To Hell with Spain.” You blow up your own ship and then blame the enemy. Therefore there were no torpedoes at all. They just blew up their own ship. If you want the job done you do it yourself! The US navy blew up the Maine 17 years earlier and blamed the Spanish so they could start a war and take Cuba, Puerto Rico and the Philippines. And there was no American Revolution if the people do not know who owns the Federal Reserve. Remember the adage, Taxation Without Representation? The American flag with the 13 red and white stripes is a copy of the British East India Company flag, the same company that owned the tea that was dumped in the Boston harbor. The flag was copied and left for those to see, that care to look. The message is clear, it is to demoralize those that see lies. You cannot find truth. Truth may come to you when you see everything, lies included. There is a pattern to lies, there is no pattern in truth.
The smart way to keep people passive and obedient is to strictly limit the spectrum of acceptable opinion, but allow very lively debate within that spectrum.That gives people the sense that there’s free thinking going on. Noam Chomsky