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Evidence that J.P. Morgan orchestrated the most important assassinations and the biggest bank heist in U.S. history:
1. J.P. Morgan owned White Star Line ships. J.P. Morgan was also the main conspirator behind the creation of the Federal Reserve Banking System. He was supposed to be on the Titanic but canceled at the last moment.
2. John Jacob Astor, along with Benjamin Guggenheim and Isa Strauss, were three very wealthy and powerful men, all of whom were vehemently against the creation of the Federal Reserve, and were quite outspoken on the matter. Morgan viewed Astor and Co. as a huge obstacle. These three men died when the Titanic — a ship built by J.P. Morgan’s White Star Line — hit that infamous iceberg and sank.
3. J.P. Morgan and John Jacob Astor both funded Nikola Tesla, who created a way to generate an infinite amount of electrical energy. Tesla planned to allow people to access that energy for free, but Morgan squashed Tesla because he wanted to profit from energy, not give it away. Astor, Tesla’s good friend, seemed to have deep pockets for Tesla. Not good for Morgan.
4. Once Astor, Guggenheim and Strauss were dead, there was no more public outcry against the Federal Reserve. It passed congress and was signed into law the following year on December 23, 1913. In addition, now Tesla’s funding was wiped away, his friend in Astor gone.
You must admit, all of this is extremely interesting. Could Morgan have created this plot to kill off his biggest opponents? Did Morgan “whack” Astor because he was getting in his way on too many wealth and power-generating projects?
Admittedly, there are some holes in this interesting theory. For example:
1. Why wouldn’t Morgan have simply had Astor, Guggenheim and Strauss shot? That certainly would have been easier than sinking an entire ship. Then again, then there would have been intense investigations into their murders. When multi-billionaires turn up dead, no stone is left unturned.
2. How could Morgan guarantee Astor, Guggenheim and Strauss would be on the ship? Maybe there were behind-the-scenes events, put in place by Morgan, to ensure those men would be on the ship. We’ll never know.
3. Moreover, how could Morgan be sure Astor, Guggenheim and Strauss would go down with the ship and not get off onto lifeboats? Maybe Morgan knew well of the truly high character of Astor: “Colonel Astor was another of the heroes of the awful night. Effort was made to persuade him to take a place in one of the life-boats, but he emphatically refused to do so until every woman and child on board had been provided for, not excepting the women members of the ship’s company .” Apparently, Guggenheim and Strauss did the same.
4. Why would J.P. Morgan have believed that unless Astor, Guggenheim and Strauss were killed, his coveted Federal Reserve Act wouldn’t have passed? It seems strange that these three men would have had the combined political power to diffuse Morgan & Co.’s clandestine plans.
However, even with the doubt these questions raise in this theory, one cannot help but look upon the story of the Titanic with suspicion.
Is it just a coincidence that J.P. Morgan owned White Star Line, the company that produced the supposedly unsinkable Titanic, and that it went down with his enemy, John Jacob Astor, as well as Federal Reserve opposers Guggenheim and Strauss?
And is it merely coincidence that Morgan and Astor both funded Nikola Tesla, whose innovations could have been either the greatest gifts to mankind or the greatest wealth generators for the few, depending upon who controlled them?
Could the Titanic have been the most ingenious assassination in history?
Here’s the back story behind the “smoking gun”: Titanic: The Ship That Never Sank
In 1908, financier J.P. Morgan planned a brand new class of luxury liners that would enable the wealthy to cross the Atlantic in previously undreamed-of opulence. The construction of the giant vessels, the ‘Olympic’, the ‘Titanic’ and the ‘Britannic,’ began in 1909 at the Harland and Wolff shipyard in Belfast, Ireland.
Unfortunately for Morgan and his personal bank balance, this money-making venture went a little awry. The Olympic, the first one of the three sister-ships to be completed was involved in a serious collision with the British Royal Navy cruiser, HMS Hawke in September 1911 in Southampton a few weeks after its maiden voyage and had to be ‘patched-up’ before returning to Belfast to undergo proper repair work.
In hindsight, it does seem strange that although the Olympic, the first of the ‘sisters’ to enter service, was never given the publicity her younger sister, the Titanic, enjoyed the following year. Why would that be?
In the meantime a Royal Navy inquiry into the accident found the Olympic at fault for the collision and this meant that the owner, White Star Line’s insurance was null and void. The White Star Line was out of pocket to the tune of at least £800,000 (around $90m today) for repairs and lost revenues.
However, for Morgan and the White Star Line, there was even worse news. It is believed that the keel of the ship was actually twisted and therefore damaged beyond economic repair, which would have effectively meant the scrapyard. The White Star Line would have been bankrupted, given its precarious financial situation..
According to Robin Gardner’s book, ‘Titanic, the Ship that Never Sank?‘ the seeds were sown for an audacious insurance scam – the surreptitious switching of the identities of the two ships, Olympic and Titanic.
In his well-documented work, Gardner presents a long series of credible testimonies, indisputable facts and evidence, both written and photographic, that suggest that the two ships were indeed switched with a view to staging an iceberg collision or other unknown fatal event.
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 transforming the battered hulk of the Olympic into the Titanic. The decision to dispose of the damaged vessel would already have been taken. … Instead of replacing the damaged section of keel, longitudinal bulkheads were installed to brace it”.
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 1987, the first explorations of the wreckage reportedly showed (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 (and probably still does not even now) about the alleged switching of the two ships’ identities.
10. Begich & Manning, “Angels Don’t Play This HAARP” p. 12-13
11. O’Neil, “Prodigal Genius” p. 175