Did JP Morgan Load the Titanic Full of Opponents of the Federal Reserve and Sink It For Insurance Fraud?
It is a little-known fact that in late 1910, seven men met in absolute top secrecy on Jekyll Island just off the coast of Georgia, USA, to plan the formation of a new central bank: the Federal Reserve Bank. I submit that their intention was to wrest the control of money creation from the US Government and place it into private hands for the purposes of fraudulently siphoning money away from the public and into their own already bulging accounts.
Nelson Aldrich and Frank Vanderlip represented one of the accused, the Rockefeller financial empire, while Henry Davidson, Charles Norton and Benjamin Strong represented J.P. Morgan, and Paul Warburg represented the Rothschilds banking dynasty of Europe. It is known that these men all took great care to conceal their identities and their fateful mission, all of them travelling incognito, using first names only for added security.
“Picture a party of the nation’s greatest bankers stealing out of New York on a private railroad car under cover of darkness, stealthily riding hundreds of miles South, embarking on a mysterious launch, sneaking onto an island deserted by all but a few servants, living there a full week under such rigid secrecy that the names of not one of them was once mentioned, lest the servants learn the identity and disclose to the world this strangest, most secret expedition in the history of American finance. I am not romancing; I am giving to the world, for the first time, the real story of how the famous Aldrich currency report, the foundation of our new currency system, was written… The utmost secrecy was enjoined upon all. The public must not glean a hint of what was to be done. Senator Aldrich notified each one to go quietly into a private car of which the railroad had received orders to draw up on an unfrequented platform. Off, the party set. New York’s ubiquitous reporters had been foiled… Nelson (Aldrich) had confided to Henry, Frank, Paul and Piatt that he was to keep them locked up at Jekyll Island, out of the rest of the world, until they had evolved and compiled a scientific currency system for the United States, the real birth of the present Federal Reserve System, the plan done on Jekyll Island in the conference with Paul, Frank and Henry… Warburg is the link that binds the Aldrich system and the present system together. He, more than any one man has made the system possible as a working reality.” Bertie Charles Forbes, Forbes Magazine, 1928
The Morgans, the Warburgs and, most especially, the Rothschilds and Rockefellers were often strong competitors for short-term profits, yet these banksters were prepared to commit to joint ventures whenever necessary to further the greater ‘cause’. In 1913, the Federal Reserve Bank was established by the US national banking cartel and according to G. Edward Griffin in ‘The Creature from Jekyll Island’, “…it tells a story of how bankers have lured politicians with easy money and end up in control of most of the world.”
These banksters were constantly working towards the destruction of constitutional liberty in America and worldwide while slowly but surely grabbing all the resources of the world, importuning them for their own insidious purposes.
Now, running in parallel to all this, at the turn of the 20th century, John Pierpont (JP) Morgan was in control of the British-based White Star shipping line, as well as a significant portion of all American finance and commerce. In 1908, he made the decision to build a new class of ocean liners, designed to enable the wealthy to cross the Atlantic in absolute luxury. This class of ships was to be named the ‘Olympic’ class, and so construction of the giant vessels christened ‘Olympic’, ‘Titanic’ and ‘Britannic’ began in 1909 at the Harland and Wolff shipyard in Belfast, Ireland.
However, and rather unfortunately for Morgan and his personal bank balance, this money-making venture stalled somewhat. The Olympic, the first one of the three proposed sister-ships to be completed, was involved in a heavy collision with the British Royal Navy cruiser, HMS Hawke, in September of 1911 off the south coast of England, only a few weeks after her maiden voyage. The ship had to be extensively ‘patched-up’ before embarking on the return journey to Harland and Wolff’s shipyard in Belfast – at the time, the only dry dock in the world large enough to accommodate her – where she would undergo full damage assessment and proper repair work.
It is worth noting at this point that, although the Olympic was the first of the virtually identical triplet ‘sisters’ to be completed and enter service, she was never given the publicity, nor enjoyed the huge public acclaim that her younger sister enjoyed the following year. Why would that be? Surely the big fanfare and carnival-like atmosphere surrounding the maiden voyage of these ‘floating wonders of the age’ should have been reserved for the first one to enter service, Olympic, not the second one, Titanic. Indeed, in comparison, the occasion of Olympic’s maiden voyage in 1911 passed relatively quietly. Could the huge accolades and publicity accorded to Titanic’s maiden voyage possibly have been part of the banksters’ conspiracy to entice the rich and famous to her maiden voyage, for reasons that will become apparent shortly?
In the meantime, a Royal Navy enquiry into the accident – not unexpectedly – found the pilot of the Olympic, and thus, the White Star Line, culpable for the collision. This in effect meant that the White Star Line’s insurance was null and void and the company would, therefore, be liable to pay for all the costs of the repairs to the ship themselves, despite the fact that it was patently obvious from the enquiry transcripts that it was the helmsman of HMS Hawke who bore culpability for the incident. To make a long story short, this meant that the White Star Line was out-of-pocket to the tune of at least $3.2m (around $200m today) for repairs and lost revenues whilst the ship was unable to earn her keep. Obviously, the massive financial investment of the White Star line (and Morgan) needed to be recouped as soon as possible. Therefore, this placed severe pressure on the organisation, impacting the final completion of the Titanic, and further contributing to the financial black hole in which White Star now found itself increasingly being consumed.
However, for Morgan and White Star, even worse news was to come. The damage to the Olympic was far more severe than anyone had expected and the situation was even further exacerbated by the Olympic being involved in yet another incident involving a partially submerged wreck. Although the damage inflicted in the Hawke incident had been shored-up as well as it could have been, there were rumours circulating amongst the Harland and Wolff workforce and the White Star crews that all was not well with Olympic. This was confirmed beyond doubt when s lost a propeller blade in the above episode, causing further severe vibrational damage to the already damaged ship. I believe that the keel of the ship was actually twisted and therefore damaged beyond economic repair, which would have effectively meant a one-way trip to the breakers yard for her. As this was almost certainly the case, it is virtually certain that the White Star Line would have been bankrupted, given its by now, precarious financial situation.
‘…it took a fortnight [two weeks] of emergency patching to Olympic’s hull before she was in any fit state to attempt the journey from Southampton to Belfast for more complete repairs. Able to use only one main engine, the crippled liner made the voyage at an average speed of 10 knots, wasting the exhaust steam from the one usable engine. This steam would normally have driven the central turbine engine, which shows that this engine, its mountings or shafting had been damaged in the collision. As this engine sat on the centreline of the vessel, immediately above the keel, which the propeller shaft ran through, we can reasonably assume that the keel was damaged’. Robin Gardiner, ‘Titanic, the Ship that Never Sank?’
If Gardiner’s hypothesis is correct, then the seeds had been sown for a truly remarkable, yet little-known event: the surreptitious switching of the identities of the two ships, Olympic and Titanic.
Gardiner presents a long, well-researched series of credible testimonies, indisputable facts and evidence – both written and photographic – that would seem to point to the fact that the two ships were indeed switched with a view to staging an iceberg collision or other fatal event, with the Titanic (originally the Olympic) and many of its passengers and crew being sacrificed in an audacious insurance scam which would save White Star from financial ruin.
According to Gardner, “Almost two months after the Hawke/Olympic collision, the reconverted Titanic, now superficially identical to her sister except for the C deck portholes, quietly left Belfast for Southampton to begin a very successful 25 year career as the Olympic. Back in the builders’ yard, work progressed steadily on the battered hulk of Olympic. The decision to dispose of the damaged vessel would already have been taken. It must have been obvious from quite early on that the vessel was beyond economic repair, so these repairs need not have been quite as thorough as they otherwise might have been. Instead of replacing the damaged section of keel, longitudinal bulkheads were installed to brace it”. [author’s emphasis]
How significant, then, in the light of this statement, that when the wreck of the Titanic was first investigated by Robert Ballard and his crew after its discovery in 1985, that the first explorations of the wreckage revealed (completely undocumented in the ships original blueprints) iron support structures in place, which appeared to be supporting and bracing the keel. This was never satisfactorily explained, either at the time or subsequently, but would certainly be significant if correct, and there is absolutely no reason to believe that it is not correct, as it was reported by the puzzled Ballard himself, who of course at that time, knew nothing about the alleged switching of the two ships’ identities.
So, let us return once more to the other parallel ‘thread’ of this story… Meanwhile, in the USA, there were a number of powerful men who were not in favour of the proposed Federal Reserve Banking System. Benjamin Guggenheim, Isador Strauss and John Jacob Astor were the most prominent among those who opposed the formation of this abomination. They were amongst the richest men in the world, but their money was accrued through industrial, retail and leisure interests, rather than through the financial sector, and they stood firmly in the way of the banksters’ plan.
Why would they oppose the plan though? What would be the detriment to themselves and their personal fortunes? Simply that they knew how the Federal Reserve System would intrinsically work. By its design, all currency would be issued along with its own interest accrued and ‘built-in’ and this one element above all others is the reason for the exponential inflation inherent within the Central Banking system. Guggenheim, Strauss and Astor well knew that their own bank balances would be severely impacted by the effects of the inevitable, extreme inflation. Inflation is, of course, simply the expansion of the amount of money in circulation, which has the detrimental effect of reducing its scarcity proportionally, thus causing the knock-on effect of a rise in prices of goods and services. Inflation is also often described as a kind of ‘hidden taxation’ and for a very good reason: it naturally diminishes the purchasing power of any currency, as we have witnessed especially over the last century with, for example, a loaf of bread which in 1913 cost around 1p [insert US equivalent] and now costs in the region of £1 [insert US equivalent]. This phenomenon is nothing more or less than the direct result of inflation.
So, it is my considered view that Morgan and the banksters hit upon a really neat ‘kill two birds with one stone’ solution, whereby White Star would solve the Olympic ‘problem’ and also enable the Federal Reserve Bank to be established, with little or no powerful opposition to stand in their way. Perfect.
Guggenheim, Strauss and Astor – along with many other prominent people of the day – were therefore subtly enticed to board the by then hyped-up to be highly prestigious maiden voyage of the ‘Titanic’, with a view to ending their opposition to the Federal Reserve plans forever. They, of course, had to be eliminated in such an outrageous manner that no one would suspect they were actually murdered w also using a method that would completely obscure the real reason for their demise.
‘The greater the lie, the more likely it is to be believed.’ Josef Goebbels.
I submit that simply arranging for all three men to undergo separate ‘accidents’ would have appeared far too suspicious, so they decided to lure them to the same place at the same time and Titanic’s pre-determined, ill-fated maiden voyage was the ideal solution. There is little doubt in my mind that this was the real reason for all the hype surrounding Titanic’s maiden voyage, despite the fact that the Olympic was accorded a much less publicised or flamboyant ‘send-off’ on the 14th June 1911, even though she was, after all, the first of the ‘sisters’ off the production line.
Morgan himself also had a reservation to travel on the ship, but as was always intended, he had a ‘last minute change of plan’ due to a so-called ‘bout of ill-health’ and significantly failed to show at Southampton at the appointed time. And so his personal stateroom remained empty as the giant vessel pulled away from Southampton docks on the afternoon of the 10th April 1912, to the delight of the cheering masses on the quayside.
Is it possibly also significant that Morgan ordered that an expensive collection of bronzes that he had purchased in Paris should be unloaded from the ship at the last-minute, too? And, incidentally, Morgan was seen a few days later in a French holiday resort with his mistress, appearing to be in absolute rude health.
Another strange anomaly is that Titanic actually set sail on her maiden voyage only around half full, in the midst of a month-long coal strike in Britain that had in effect prevented 95% of scheduled Atlantic crossings taking place. Many applicants for first-class tickets on Titanic were inexplicably only offered second-class cabins, despite the fact that many first-class cabins remained empty, thus discouraging many would-be passengers from sailing.
And, as is now well-known and documented, there were not enough lifeboats for the full complement of passengers and crew, and some of them fled the sinking ship as little as only one-quarter full in any case. This fact could well have been used to its full advantage in the execution of the master plan.
The Captain strangely ordered white flares to be launched, knowing full well that the international standard colour of distress flares was red. Titanic possessed a full complement of white, blue AND red flares. Other ships passing within sight of these flares were intentionally confused and thought that maybe those aboard Titanic were having a fireworks party. This, of course, was also all part of the master plan.
The book and feature film of the same name most responsible for the ubiquitous Titanic myths prevalent today, ‘A Night to Remember’, was published by Longmans, Green & Co. in the 1950s, and was written by Walter Lord. Lord was well-known to be a ‘former’ member of the US intelligence services (OSS and CIA), but given the fact that anyone who has been a member of these organisations always, in effect, remains a member, can we really rely on his accounts, or are they just more subterfuge amongst a morass of contradictory stories surrounding the event? What would motivate a ‘former’ member of one of the world’s elite security services to write a book about an accident involving an ocean liner forty years previously? As always seems to be the modus operandi in any suspected ‘conspiracy’, we are bombarded with these so-called ‘facts’ by the controlled media, to such an extent that we believe that they cannot possibly be untrue or deliberately misleading. However, many of the major Titanic ‘facts’ have subsequently been proven to be false, yet somehow the same version of the story still persists as the absolute de facto truth. Such is the power of propaganda on the human mind and, significantly, symptomatic of the methodology by which most history is perverted.
Robin Gardiner further stated, “As I delved deeper into the story, more and more inconsistencies became apparent. Inconsistencies that individually meant little but collectively pointed to a grimmer reality than that usually depicted in the heroic legend”.
He continues, “Officers who were later acclaimed as heroes were exposed as anything but. One in particular removed a little boy from a lifeboat at gunpoint, before escaping in that same boat himself”.
“Descriptions of the collision and damage supposedly sustained by Titanic do not agree. The ‘slight scrape’ with the ice that was hardly noticed by most aboard contradicts solid evidence of structural damage at least 5½ feet (1.6 metres) within the outer hull of the vessel”.
“Then came evidence to show that the ice the ship encountered was seen first not 500 yards (480 metres) ahead but more like 11 miles (17km). I began to wonder if perhaps the sinking of the Titanic might not have been an accident after all”. [my emphasis – JH]
Indeed, did Titanic actually strike an iceberg at all? We only have the eyewitness testimony of four people believe it or not, with which to confirm or deny this fact. First Officer Murdoch would have been the fifth witness but, ‘fortunately’ for the perpetrators, he did not live to tell his story. Is it not more than possible that the copious amounts of ice on the deck of Titanic reported by many survivors could easily have been the result of any collision dislodging the icy build-up on masts, funnels, etc., or could it have been easily shaken loose from the hundreds of yards of overhead rigging and wiring by the thrusting of the ships engines abruptly into reverse? It was, after all, an extremely cold, still night with temperatures below freezing.
Then there is the gouge in the side of the ship herself – 1.6 metres deep through the outer steel plates and into the inner skin! Compacted ice is known to be very strong – indeed stronger than steel under certain conditions – but there is no evidence that I am aware of that it is capable of doing such catastrophic damage to steel. In addition, the relatively narrow, 15cm (6in) puncture line in the ship’s hull in conjunction with a penetration of around 1.6m (5ft) deep and 80m (250ft) long, would indicate an almost impossibly-shaped ice outcrop colliding with the ship at exactly the most critical point, sustaining the same critical damage along a large proportion of the entire length of the ship.
There exist so many different possibilities that the official story is probably just an elaborate fabrication. Both the American and British official inquiries were even thought at the time to be pretty much ‘whitewashes’, with much evidence ignored and eye-witness testimonies being twisted or indeed fabricated to fit the ‘official’ story. It is staggering also to report that, of the 102 witnesses called to the British enquiry, only two were passengers (the influential Gordons of the famous London gin company) and it is even more surprising to learn that none of the witnesses (crew or passengers) were allowed to offer their own first-hand evidence of any kind and were strictly restricted to the simple answering of questions without elaboration. By any standards at all, this sounds very much like a ‘whitewash’. The passage of time has also served to cloud the mystery still further.
We should also note that amongst all the myriad of (probably) deliberately conflicting information unearthed by the two inquiries, the most puzzling of all is the situation regarding the ‘yellow-funnelled steamer’ observed in the proximity of Titanic by the officers and crew of Californian at around the time of the incident and which has never been either identified or explained away at all. Significantly, this odd occurrence does not even warrant a mention in any surviving Titanic legends – very strange to say the least – despite its appearance in several contemporary newspapers. The crew of this ship (who or whatever she was) must have been aware that they were in the approximate area of the Titanic’s demise at the same time, so why did no one from the ship come forward to volunteer any evidence or information – or simply to state that they had seen nothing significant – instead of disappearing into the mists of history forever? It also begs the question as to why no attempts were made to discover the identity of this ship, either by the inquiries or subsequently by independent investigators. Even if attempts were made at the time, as far as I am able to tell, they have been very successfully covered-up and no evidence remains today. Could this mysterious yellow-funnelled vessel have been responsible for the devastating damage to Titanic in any way? I personally believe it is a very strong possibility and that the ‘iceberg collision’ is just a cover story concocted to protect the guilty.
“…I saw another steamer approaching, and asked [the wireless operator] what vessels he had within reach; he replied: ‘The Titanic’, whereupon I replied, ‘That is not the Titanic; she is too small and hasn’t enough lights.’ Shortly afterwards this steamer stopped and was bearing S.S.E. about five or six miles from our position. …the chief officer was sweeping the southern horizon with his glasses, and finally reported he saw a four-mast steamer with a yellow funnel to the southward of us, and asked if we should try to get down to have a look at her.” Captain Lord of Californian in an interview with an American newspaper, 1914
Lord became the official scapegoat for the disaster for his so-called ‘negligence’ in not rushing sooner to Titanic’s aid as the Californian was probably only about 11 miles from her when she went down.
Furthermore, upon arriving back in England at Plymouth docks from New York aboard the steamer Lapland, two weeks after the disaster, 173 of the surviving crew members – both male and female – were firstly illegally denied their rights to speak with their trade union representatives. Then, in addition, they were also illegally detained overnight against their wishes (the common terminology for this act is unlawful imprisonment, or even kidnapping) in a containing area within the dockyard itself, where they were forced to sign a document that they believed was the ‘Official Secrets Act’, promising to keep secret forever the actual events of the night of 14th / 15th April. Otherwise, they were told, they would be prosecuted and ‘never work again’ – not just for White Star but for any other employer. In those now long-gone days, the inability to procure gainful employment could be almost a death sentence to the crews and their families. So, make of that what you will, but there is no apparent reason why this should happen if the official story was the truth. It is also worth noting that in those days, it was far easier without mass and instantaneous communication devices to invent or twist facts and bury individuals’ own stories. Today, of course, any of the survivors’ personal experiences would be viral on the Internet within hours of the event.
So did Captain Smith deliberately steer Titanic into a huge ice-field without reducing speed in order to create the cover-story of the iceberg collision, knowing that he was setting-up Titanic to be rammed by the yellow-funnelled mystery ship, in fulfilment of the banksters’ dastardly plot? There were hardly any eye-witnesses to what actually happened after all, so this proposition seems very plausible given all the circumstantial evidence. Along with the officer on duty on the bridge at that time, First Officer William Murdoch, and Quartermasters Hitchens and George Rowe on the after-bridge, lookouts Frederick Fleet and Reginald Lee were the only other ones known to have personally witnessed the appalling events.
Of these five witnesses, only four survived, all of them ‘lower-class’ people. Placing undue pressure on four working-class people to keep quiet over a century ago would have been a relatively simple task. First Officer Murdoch is said to have ‘committed suicide’ in the aftermath of the collision whilst the ship was being abandoned, however, there is no solid evidence available with which to corroborate this fact. Why would he do this? He has also been accused of shooting passengers before turning a gun on himself, something that his family and descendants have disputed vehemently ever since. And so could there be a more sinister explanation for his demise along with that of Captain Smith? Down the years, suicide has always been a very convenient cover-story for many a silencing-murder and, in addition, it is perhaps significant that none of the ‘three stooges’, Guggenheim, Strauss and Astor, survived to tell their stories either. How easy would it have been under the circumstances and in the post-collision mayhem and confusion for a paid assassin to dispose of Messrs Smith, Murdoch, Guggenheim, Strauss and Astor in order to make absolutely certain that none of them escaped their planned fates against all the odds?
Thus, these wealthy men who opposed the formation of the execrable Federal Reserve System (granted, due to their own conflicting financial interests and not out of any great concern for the plight of the masses) were disposed of, along with the ‘collateral damage’ of fifteen hundred other innocents. This effectively eliminated the major opposition who, due to their own large, personal fortunes (amounting to hundreds of billions of dollars at today’s values) and great influence could not have been ‘bought’ or unduly influenced in the same way that the politicians of Congress were.
“The Titanic was sunk deliberately to get rid of senior financiers who were opposed to the taking over of the Federal Reserve Board.” Benjamin Fulford, October 2011
But would these banksters murder so many innocents in cold-blood simply to eradicate three opponents, for financial gain? Unfortunately this is just one small example among many, many others. These multi-generational mass-murderers routinely kill and even commit genocide to maintain their own status, wealth and positions of power and promote their own agenda. Any group capable of sacrificing billions of people’s health, wealth and prosperity for generations to come, in a scheme to gain financial control of the world for themselves, would stop at nothing at all to achieve their own selfish ends. Murdering a ship-full of innocent passengers including women and children simply for financial gain makes these monsters in human form more than capable of sinking the same ship of people just to dispose of three powerful enemies who stand in the way of their nefarious ambitions. To them it is nothing personal, just ‘business’. Where have we heard that before? The presence of both motives, the insurance payout calculated to save Morgan’s business interests and the elimination of their opponents in one simple manoeuvre, makes the scenario doubly plausible.
So, it duly came to pass that in December 1913, the Federal Reserve System thus came into being without serious opposition in the United States and very shortly afterwards, the banksters had accrued sufficient funding through the despicable methods of the Federal Reserve Bank to move to the next phase of their plan and commence their plans for next coup upon humanity and begin World War I…
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