Titanic Deception: Crime of the Century
Titanic Deception: Crime of the Century

Titanic Deception: Crime of the Century

Titanic Deception: Crime of the Century

There were a total of fifty-five cancellations before she set sail, somewhat reminiscent of the rumors surrounding 9/11 alleging that several people failed to show up for work at the World Trade Center that day seemingly as a result of some form of advance warning, or the Oklahoma Bombing, where several members of the Alcohol Tobacco and Firearm Bureau, which had an office in the federal building, stayed away from work the day of the bombing, having received prior warning. It seems hard to deny the fact that some kind of prior warning was issued to these highly prized members of the global elite in advance. Could it be because they were all members of the Sons of Balial cabal of Freemasonry? J.P. Morgan, being one member of this cabal to cancel, claimed that it was his wife’s prescient dream that prompted him to do so. There must have been a fair number of clairvoyant wives on extra duty since there were 55 cancellations all told. As for the elite members who went down with the ship, many of them were purportedly members of the Law of One branch of Freemasonry, who are alleged by some researchers to have been the good guys, the opposite of the New World Order Masons. They allegedly wanted to found a friendly League of Nations and would have done so had they not ended up at the bottom of the sea. On one level, the Titanic plot can be seen as an effort to get rid of the good guys, and as usual, ritual played a big part in the plot.
It is also alleged that there was a fire and explosion in the boiler room before the ocean liner set sail, which certainly resulted in damage to the ship’s hull at the bow below the waterline. The iceberg purportedly cracked the plates for 300 feet along the ship’s side, but the hole near the bow looks more like the results of an internal explosion, which blew the hull from the inside out. Coal bunker fires have been employed as a
M.O. for sabotaging ships since the American Civil War. The ploy consists of inserting gelignite inside a piece of coal, so that when the coal is shoveled into the furnace, it causes an explosion powerful enough to tear a hole in the hull. Had the ship been sabotaged before she set out from port with the knowledge and complicity of the ship’s captain, first mate and other higher-ups of the bridge?
Why would Captain Smith accelerate as he approached a dangerous ice field, which he had been warned about repeatedly to avoid? And why is the position of the wreck at odds with the coordinates taken at the time the ship issued its distress calls? There is a record of an outbreak of fire in bunker number ten of the Titanic before she set sail. It could have been extinguished in port at Southampton before departing. There is no reasonable excuse not to take immediate action with all the great port’s fire-

fighting facilities, which would have done little to impede her departure time. Instead, an additional twelve firemen were signed on to extinguish the blaze at sea. In addition, efforts were made to conceal the fire from Captain Maurice Harvey Clarke, the Board of Trade inspector. Why did Smith not have the fire put out before setting sail? Why would a captain risk passengers and crew, the most legendary vessel to ever set sail, along with his reputation and the opinion of history? Why did he hide the fire and behave so irresponsibly? Could the fire or some internal structural damage account for the ship’s slight list to port in calm seas before the collision, as noted by several witnesses? Was there some undeclared damage to account for this, such as a leak? Had the ship already been taking on water before she hit the iceberg? Why after the collision with the iceberg did Smith run the engines slow ahead for several minutes, a move which would have certainly resulted in further flooding of the forward compartments? Why was counter- flooding not attempted as a means of keeping the ship on an even keel for longer? (Phelps, p.875) Why did Robert Ballard find a bulkhead not on his plan of the Titanic when exploring the wreck? What is apparent is that the American disaster hearings covered up the role of the ship’s true owner, J. Piermont Morgan, while the British inquiry, dominated by an insider-dealing Attorney-General, whitewashed the government’s complicity in the whole affair. Meanwhile, the White Star Line covered up its own gross negligence by bribing key witnesses and packing the helmsman off to South Africa before the hearings. (The Riddle of the Titanic)
The White Star Line was owned by the Jesuit Order of the Catholic Church, otherwise known as the Society of Jesus or The Company of Jesus, “The Company” for short. It is interesting to note that the CIA is also known by the name “The Company” and also by the secretive appellation “The Knights of the Holy See,” so it easy to see who the American knights are really working for, even if many of them are unaware of it. What is not widely known is that these Jesuits were conducting murders at sea using their “death ships” to accomplish the job. Captain Smith, as we will see, was one of the Jesuits’ key assassins. The “death ships” Titanic and Olympic were built fittingly in the much hated Protestant Belfast – from the perspective of their Jesuit enemies at least – in order to entice three hundred and twenty-five of the world’s richest and finest to board “the unsinkable” man-made leviathan, loaded with an additional nineteen hundred Protestant and Catholic “animals”, as they were viewed by the Jesuit conspirators. With the first-class fare being roughly equivalent to 80,000 USD by today’s standards, multi- millionaires board the ship, Benjamin Guggenheim, Isidor Straus, the head of “Macy’s” department stores, and Freemason John Jacob Astor, a frequent passenger on the White Star line, a notable American patriot and soldier, and the wealthiest man on board.”

(Phelps, p.879)
This would not be the first and only time the Jesuit-owned White Star Line would employ the M.O. of the “death ship” to get rid of unwanted opponents to the Jesuit’s plan for world hegemony. The S/S Atlantic was built in Belfast by Harland & Wolff in 1870. She had a tonnage of 3,707 gross tons. She had a single screw, compound engine with four cylinders delivering 600 horsepower. She also had four masts rigged for sail. Her length was 420 feet, breadth 40 feet, and depth 31 feet. In all likelihood, she was another “death ship”. This time it looks like her crew’s assigned task was to take out a contingent of Norwegian diplomats who probably posed a threat to the Illuminati’s plans for world government.

Picture of the S/S Atlantic, from an old engraving

According to the Illustrated London News, the S/S Atlantic left the Mersey (Liverpool) on her nineteenth voyage on Tuesday March 20, 1873 with several hundred passengers for New York, and called the next day at Queenstown, where 250 more passengers were taken on board. She then set out for New York with 957 persons on board, of whom 833 were passengers. It should be mentioned that the numbers of persons varies in different sources. The account given here bases its numbers on those issued by the original sources, which are mainly contemporary newspaper reports. The Illustrated London News reported that the ship had 32 saloon and 615 steerage passengers on board, the latter being 448 males and 167 females. Of these 198 were adult English males, 74 females, 21 male children, 16 female children and 12 infants; there were 7 Scotch male and 4 female adults; 33 Irish male adults, 18 females, and 3 children (not corresponding to the 250 in number saying to have embarked at Queenstown); 150 male foreigners (all non-British), 32 females, 14 male and 16 female children, and 7 infants. Among the “foreign” passengers were several Norwegian emigrants, which had departed from Christiania (Oslo) on March 14th. Many of them were among the deceased. Of the 957 passengers aboard, 545 lost their lives. The officers and crew numbered 143 according to ILN.

At Queenstown, the captain, engineers, and purser dispatched letters home to the owners, reporting everything to be “more than usually satisfactory”. The engines were reported to be working well, the coals were described as better than previous supplies, and the purser reported everything to be well attended to in relation to the passengers. On March 31, 1873, there was a storm threatening, and according to the captain, the ship was on a bearing for Halifax because the ship was low on coal. On March 31, Captain Williams and Third Officer C. L. Brady were at the bridge till midnight. There were heavy seas and it was purported to be unusually dark. At 2:00 o’clock in the night on April 1st, the ship struck an underwater rock. April 1 is April Fools’ Day and a parallel can here be drawn to the Titanic disaster, since the circumstantial evidence supports a Titanic-Olympic ship swap taking place on that same date, probably with malicious intent as black humour goes.

Just prior to the collision, Quartermaster Reynalds, had logged a true speed of twelve knots. The officers and crew immediately rushed on deck, and tried to get the ten lifeboats out by chopping the ropes with axes, but the lifeboats were washed away as the storm raged. Twenty of those on deck were killed when the bow on the foremast came loose and turned. Even more people drowned on the half-deck, when the entrance was blocked by panicking passengers trying to come up to deck level. It is also reported that married men refused to leave their wives behind, preferring to die with them, even though they could have been rescued by climbing up the rig.

Parts of the rig remained over the surface after the ship went under, and those with the strength and agility climbed up and clung to the rig. Signals rockets had been fired once a minute, without results. The top of the rock, which was sticking up over the surface, was forty yards away from the ship. Third Officer Brady and two quartermasters brought a rope ashore. Brady then succeeded in getting ashore on a nearby island by using four 200 ft. ropes. About fifty people managed to get ashore by means of ropes, but many drowned trying. At 6:00 a.m., Brady made contact with the local residents on the island, and three boats were dispatched from the island for rescue purposes. Many of the people on the rock, and from the rig were thus rescued. Some of those clinging to the rig had died from the cold, among them the ship’s cashier. The rescue operation lasted till midday. By that point, all aboard who were still alive had been rescued, except for Officer Firth, who was still clinging to the rig, and could not be rescued due to the rough seas.

Third officer Brady and fisherman Clancy
holding the rope by means of which the rescued got from the ship to the shore. (Frank Leslie’s Illustrated Newspaper Apr. 1873)

The contemporary newspapers reported that the ships’ officers were mainly to blame for the accident. Quartermaster Thomas had stated at the inquiries that he had warned First Mate Metcalf against making too close a pass to landward, but Metcalf ignored the admonition. Thomas had then addressed Fourth Mate Brown, and suggested that they should go up to keep lookout, since they would not be able to see land in advance of approach due to heavy rain and fog. Brown answered that this was not necessary. Thomas was at the rudder when the lookout before the mast shouted “ice ahead”. The course was immediately changed and the engine reversed full power, but instantly the ship ran on to the rock. The parallels to Titanic officers ignoring ice warnings in advance of the disaster are strikingly similar to behavior of the S/S Atlantic’s officers.

There were speculations in the newspapers, saying that the accident was caused because the captain and first mate had mistaken Sambro light for being Devil’s light, which is further to the west. It was also said that when the Atlantic called at Queenstown, to take aboard additional passengers, there had been strong reactions to the ship leaving England low on coal. However, that claim was debunked by the ship’s owners in Liverpool, who claimed that the Atlantic had departed England carrying 996 tons of coal, 260 tons more than what she needed for the crossing to New York.

According to reports in the “Times”, the Captain claimed that the accident was the result of miscalculations of the ship’s speed and bearing. He had calculated the speed to be eleven knots per hour, but is must have been faster for the ship to be so far off course. The captain also claimed that he had only 127 tons of coal left on Monday, March 31. He had then decided to go to Halifax for bunkering, as there were repeated storm warnings causing grave concern. He stated that 460 miles off Sandy Hook he had 127 tons of coal left. It had been estimated that the ship should arrive at New York on April 1, but the ship had made little progress after encountering unfavorable weather.

Coast outline from prospect to Halifax, showing vessel’s course as printed in Frank Leslie’s Illustrated Newspaper Apr. 1873

The value of the ship was estimated to £150,000 sterling, and the cargo thought to amount to about £50,000 sterling in value. Among those who drowned were about 200 English subjects, 70 Irish, and a huge number of people of other nationalities. About 70 children and 100 women are purported to have died. Among the 250 saved were Capt. Williams, Officers Brady and Brown, the ships surgeon, and several of the engine crew, but not a single of the women or children. Whatever happened to the captain who was supposed to go down with the ship? It makes sense that one of the ships officers might survive, but for Captain Williams and Officers Brady and Brown to survive without a blink, a question or a shrug? It seems very curious indeed, especially in light of the absence of any female or child survivors.

Of the first cabin passengers only four were rescued. It was first estimated that about 780 persons had drowned. It later became clear that the first estimated number of deceased was exaggerated. A dispatch from Philadelphia on April 3 stated that 336 survivors had been brought to Halifax, and another 77 survivors were taken on board the S/S Lady Head. The new estimated number of deceased was 546, bringing the number of survivors to 413. The survivors at Halifax were transported from Halifax on April 3 to Portland, Maine on the steamer Falmouth, and thence by rail to Boston. At Faneuil Hall, the mayor and other prominent officials were present to receive the shipwrecked men, and hospitably entertained them. Several large tables were spread for breakfast, of which the unfortunate guests partook heartily. After refreshment they

passed their time in the hall, talking, letter-writing, and describing their misfortunes to such gentlemen as were permitted to enter.

Survivors of the lost steamship Atlantic
Sketched by J. N. Hyde, printed in Frank Leslie’s Illustrated Newspaper Apr. 1873

The survivors of the lost steamship Atlantic were feasted by the municipal authorities in Faneuil Hall, Boston – Hon. Mr. Rice addressing the survivors – and congratulating them on their safety. In the evening, the men headed for the Old Colony Depot, and embarked for New York, where they arrived the morning of April 6. The Emigration Commissioners cared for them in this city.

By April 4, 167 bodies had been recovered, among them the cabin passengers Hewitts, Prices, Marrits and Sumners. The White Star Line agent in Christiania, Frederik Lie, received a telegram from Liverpool, dated April 8 saying that among the passengers he had enrolled from Norway, C. E. Gram and P. Paulsen had perished, and among passengers enrolled by C. Hansen only Ole J. Nielsen and Conrad Corneliusen had managed to survive. The following passengers had been expedited from Christiania on March 14 to board the Atlantic in Liverpool:

C. M. Petersen (#37 rescued), Peter Hansen (#20 rescued), Anton Gram (?), from Fredrikshald: Johan Carlsen (#12 rescued), Theodor Carlsen (?), P. Paulsen (#57 deceased ?), from Røken: Hans Hansen (#17 rescued?), from Bohuslän: Carl E. Anderson (#10 deceased?), from Drammen: Hans Bjørndalen (?), C. E. Gram (add.

deceased), from Christiania C. Hoff (?), from Christiansand: Anne Marie Gunvaldsen (#30 deceased), Tomine Andersen (#7 deceased), Ole J. Nielsen (#34 rescued), Reimert Tønnesen (#67 deceased), Olivia Amundsen (#49 deceased), Anders Jacobsen (#38 deceased), Conrad Corneliusen (rescued), Martin Bjørnsen (#18 deceased), Knut Tomson (?).
(Those from this list identified on the below indexes of deceased and rescued passengers are listed in bold, some from the above list could not be found on any of any of the lists shown below. Why is that?)

The victims of the accident were buried at two different locations. On a rocky promontory at Sandy Cove (Terence Bay), beside the cemetery, sits a stone obelisk memorial with a marble plaque. It was erected as a tribute to the dead of the White Star Line steamship, S/S Atlantic, which foundered on April 1, 1873. In Lower Prospect, in Halifax County, Nova Scotia the cemetery across the road from the Star of The Sea Church has a cairn commemorating the S/S Atlantic. On that place 150 of the victims were buried. What is curious is that memorials for the dead, where mass sacrifices are concerned, whether from war or disaster, always have a memorial consisting of a stone obelisk. That is worrying in light of its association with Baal worship. According to some sources, the etymology of the word “obelisk” suggests that it means “phallus of Baal. It is also somewhat telling in light of the fact that the Bethel Stone or Lia Fail Stone, which was the coronation stone for Irish kings at Tara in Ireland, was replaced at more than one point in its history by phallic pillar stone or obelisk, installed by Baal- worshippers in its place. We have obelisks set in place in all the major capitals of our world, London’s Cleopatra’s Needle, Washington Monument in Washington, etc. What goes on here?

6 Andersen O. R. 32 Nilsen O. M.
7 Andersen
8 Andersen
9 Berents
10 Berentse (?) Otto Peter Gustave
Hans 33 Nilsen
34 Nilsen
35 Partingsen (?)
36 Pettersen W.
O. J.
Olaf John
11 Brijelsen
12 Carlsen
13 Christiansen
14 Eriksen August
(sen ?), Mr. Marius 37 Pedersen
38 Petersen
39 Petersen
40 Petersen Christ. M.
Martin C.
R. R.
15 Esmelsen (?)
16 Gundersen E.
Osmund 41 Schwartz
42 Schwartz Andreas
17 Hansen
18 Hansen Harris
A. 43 Schwartz
44 Schwartz M.
19 Hansen
20 Hansen
21 Hansterson (?)
22 Hessel O. P.
P. M.
Peter John 45 Svensen
46 Svensen
47 Svensen
48 Stanneland (?) O.
23 Ingelsen (?)
24 Isaksen S.
C. A. 49 Saalbrusen (?)
50 Sulsen (Julsen ?) Andreas
25 Johansen
26 Johansen Charles
J. H. 51 Swanski (?)
52 Unsen (?) John
53 Ulsten (?) J.

Authorization was given to convey emigrants by steamship via Hull and from Hull to Liverpool, and from there to New York via White Star Line and on to the final destination in America. The Norwegian passengers on the S/S Atlantic probably departed on the S/S Albion of the Wilson Line for London. The Albion called at Christiania before going to London. The emigrants would have to travel by train from London to Liverpool. Departure from Christiania was March 14. On May 2, a list with the names and fate of the Norwegian passengers on the S/S Atlantic was published in the newspaper:

Names of Norwegian passengers on the S/S Atlantic
As printed in the Norwegian newspaper “Morgenbladet” on May 2 – 1873 With additions from the Police Emigration Records
C Hoff Christiania Rescued
Emil Gram Drammen Rescued
Christoffer Petersen Christiania Rescued
Hans Torgersen Bjørndal Drammen, Modum Rescued
Hans Hansen Flatter Røken Rescued
Theodor Carlsen Fredrikshald Rescued
Bernt J Carlsen Fredrikshald Rescued
Martin Bjørnsen Christiansand Rescued
Knud Tønnesen Bøhm Christiansand Rescued
Reinhard Tønnesen Lillesand Rescued
Ole J Nielsen Lillesand Rescued
Conrad Corneliusen Lillesand Rescued
Anders Jakobsen Lillesand Rescued
Asmund Calveland Stavanger Rescued
Carl Edvard Andersson Sweden, Bohuslen Rescued
H P Hansen Christiania Rescued
Tomine Andersen Rosland, Christiansand Deceased
Olivia Amundsen Christiansand Deceased
Anne Marie Gunvaldsen Tosdal, Christiansand Deceased
Anton Gram Drammen, Christiania Deceased
Paul Paulsen Fredrikshald Deceased

It was later claimed that there had been a disciplinary problem with the crew of the S/S Atlantic. During a storm on March 27th, some of the crew attempted to break into the room where the alcoholic beverages were kept. It was also reported that when the boats came out to the wreck to rescue the people in the rig, some of the sailors used force against the passengers to be rescued themselves first. It was also reported that several of the deceased had been plundered.

(Trond Austheim and Børge Solem, “The S/S Atlantic of the White Star Line, disaster in 1873,” http://www.norwayheritage.com/articles/templates/great- disasters.asp?articleid=1&zoneid=1)
A scandal involving drunken crew members is another scandal the Atlantic has in common with the event dubbed the “Titanic disaster”. So, taking-up their allotted stations, Fleet and Lee began to scan the horizon and the wider ocean all around the ship. As the temperature still continued to drop steadily, the next hour or so passed uneventfully, at least that is, until 11.15 pm. At this time, Luis Klein, who had worked for the Austro-American Line before signing-up to the Titanic as an ordinary seaman in Liverpool, entered the narrative. He spoke poor English at best, but as he strode through the cold night air past the officers’ quarters on the starboard side, he distinctly heard raucous laughter emanating from one of the cabins and upon investigating further, was shocked to see several on-duty senior crew members and officers in the midst of a party, drinking what appeared to him to be champagne, with stewards serving them their drinks.
Almost simultaneously, the two lookouts saw an ominous black silhouette appearing over the horizon, around ten to eleven miles distant, dead ahead and it was they who sounded the first warning bell at that instant. There was no immediate response from the Bridge, but the lookouts must have assumed that the officer on watch would have by now seen the iceberg himself. Far enough away for the obstruction ahead to not pose an immediate danger, the course remained unchanged and Titanic continued full ahead. Despite the fact that the official version of events tells us that the iceberg was not spotted until it was too late to take evasive action, the record shows that this is just not so.
Within a short time, even more icebergs appeared and it had become obvious that Titanic was now in the midst of a large ice-field. The large dark object ahead was now clearly visible and so, not having had an acknowledgement to his previous signal; Fleet rang the warning bell yet again. After another few minutes and still no response, Fleet then telephoned down to the Bridge, but there was no reply, even to the telephone call. The lookouts must have felt helpless as the plaintive ringing of the unanswered telephone could be heard several yards away on the Bridge. The anxiety in the crow’s nest was increasing by the minute as the large iceberg loomed ever nearer, with still no sign of any change in heading or any sign of a response of any kind from the Bridge.
Quartermaster Robert Hichens at Titanic’s helm in the wheelhouse at this time was also becoming concerned. His instructions as helmsman were that he was not leave the wheel unattended, even for a moment, regardless of the circumstances or urgency of

the matter. He would have been able to hear the crow’s nest bell clearly from his position in the wheelhouse and the two lookouts calling-out, ‘ice ahead’. A few minutes passed, the crow’s nest bell rang once more and then the telephone behind him began to ring too. Sixth Officer James Moody had told Hichens that he would be back in a few minutes, but this was now more than just a few minutes ago and the helmsman must have been in a great state of agitation by this point. What was going on? Where was everyone? Why had they left him alone, helpless and unable to move from his position at the ship’s wheel?
Had the officer in the Bridge heard the bells? If not, where was he? If he had, why was he not responding? It must have been questions of this kind going through Hichens’ head at this time, but he was stuck between a proverbial rock and a hard place, since he was unable to either move from his post or call out, as it was not his place to do so unless instructed or given permission by a senior officer. To do either could have resulted in a severe reprimand, so he waited and still no officer arrived on the Bridge. All he could do is keep Titanic on her steady course, as the rule book required if him.
Hichens’ anxiety was now becoming acute and the lookouts were still frantically trying to attract an officer’s attention to no avail. The bell rang once again, even more urgently this time. Where the hell was Moody he must have wondered, or anyone else for that matter? His orders specified that he could not leave his post under any circumstances and it would have constituted gross misconduct had he dared, but matters were becoming so desperate, he must have felt compelled. Who wouldn’t under such circumstances? The Titanic was now hurtling towards disaster at a rate of 22½ knots (approx 26mph), nearly full speed, which must have caused him to be in a state of near panic.
For Hichens, it had come down to the crunch. He had to make a decision right then and there. He could not understand why the officer on watch, Moody, was not responding to the ever-increasing signals from the crow’s nest and the only response he could think of was to leave his post, against orders and sprint the few yards to the Bridge to find out for himself what was happening. Deciding that he no longer had any choice, he left the helm and ran to the Bridge-wing only to find it empty. However, once reaching the main Bridge, he saw an officer lying prone on a bench. His efforts to rouse the man by shaking him and shouting in his ear were unsuccessful. By this time, Hichens, realizing he had already been away from the helm too long, hurried back to his post and maintained the current course, which he reasoned was the only action he could take under the circumstances.
The two lookouts were not alone in spotting the huge iceberg, looming ever-

nearer. Luis Klein, the Austro-Hungarian crewman had also seen it. Klein shouted his own warnings from the bow of the ship and then eventually ran back to the Bridge, where he encountered the officer lying motionless on the bench, and like Hichens, being unable to rouse the man, continued on towards the Officer’s cabins, where he had previously seen the aforementioned drinks party taking place. On the way, he just happened to bump into the off-duty Third Officer Herbert Pitman striding purposefully towards the Bridge.
Incidentally, Luis Klein, upon arrival at New York, was with the rest of the crew, was immediately placed under house-arrest and subpoenaed to appear at the hastily scheduled American Enquiry, but prior to this he made the following affidavit in the presence of the Austro-Hungarian Vice-Consul in New York:

There was a ball following a banquet of some kind going on down below when I went up on watch at 9.30 o’clock. And the captain and the officers were there with many passengers. After the party, the stewards sent the champagne and wines that were left over to the crew. I know that many of them were drunk. A passenger standing at the rail saw something dead ahead or maybe a little to the starboard. ‘Look quick! See the hill over there?’ I saw it was a big iceberg and ran for the bridge.
The Third Officer was coming and yelled to me to ask what the matter was? I couldn’t stop to answer. I was too excited. I ran for the spar with the crow’s nest on it and shouted to the lookout I knew was up there to give the alarm. Not a word did I hear, so I started up the spar. It was less than a minute after I left the promenade deck that I got to the top of the spar and found the lookout fast asleep. I rang the alarm bell myself” ~ Luis Klein, crewman, Titanic

The Gazette Times of Pittsburgh, Pennsylvania dated April 22, 1912 also ran the following sensational headline: “Titanic sailors drunk: Man in crow’s nest sound asleep when ship strikes iceberg” (Hamer, pp. 136-143)

As for the S/S Atlantic, immediately after news of the disaster reached the mainland, the Dominion government steamer Lady Head proceeded to the wreck for the purpose of rendering any assistance possible and bringing the rescued passengers to

Halifax. The Canadian government demanded an investigation into the circumstances surrounding the accident. On the recommendation of the Minister of Marine, Mr. E.M. Macdonald, the Collector of Customs at Halifax, was appointed to hold a Court or Tribunal under the fifth section of the Act 32 and 33 Vict., cap. 38, to investigate the cause of the disaster. Mr. E.M. Macdonald concluded in his report that , “The conduct of Captain Williams in the management of his ship during the 12 or 14 hours preceding the disaster, was so gravely at variance with what ought to have been the conduct of a man placed in his responsible position.”

The Court censured the captain by suspending his certificate for two years for his conduct previous to the disaster. Mr. Brown, the fourth officer, was censured for want of vigilance and for violation of the captain’s orders by suspending his certificate for three months. Normally, the mariner’s licence would have been permanently revoked for someone of authority to be this negligent in duty that he is responsible for the deaths of hundreds. Such a court judgement is more like a reprieve, so the guilty can go into hiding for the necessary period required for the public’s short memory to remove the episode from the public consciousness.

After the accident a diving company from New York had sent equipment to the place of the wreckage to save as much as possible of ship and cargo, and to recover the bodies of the drowned. On May 11, 1873, the Norwegian newspaper “Morgenbladet” reported that the wreck had been blown open and lots of goods, in addition to 349 bodied had been recovered. The S/S Atlantic went down between Terence Bay and Prospect, Nova Scotia. Much of the wreck is still resting on a slope between 20 and 75 feet down from the surface, buried in the sand at the bottom of the slope.

(Trond Austheim and Børge Solem, “The S/S Atlantic of the White Star Line, disaster in 1873,” http://www.norwayheritage.com/articles/templates/great- disasters.asp?articleid=1&zoneid=1)

To carry the White Star “death ship” argument further and relate to events of April 14th and 15th, 1912, the prominent American multi-millionaires Astor, Guggenheim and Straus, two of whom were U.S. Congressmen, were among the fated passengers and were forbidden to board a lifeboat. Did not the Jesuits benefit from eliminating Astor, Guggenheim and Straus as they were in agreement with the Supreme Court Justice, Louis Brandeis, in opposing the passage of the Jesuit Order’s Federal Reserve Act? (Phelps, p.884) While the “women and children first” defense has been

put forward as the justification, it just doesn’t wash in the case of these prominent U.S. government officials, who in defense of the national security of the United States, should have been found placed on lifeboats and been safely evacuated.
It would appear instead that the Jesuit General used his Papal Knights to take out the opponents of the Federal Reserve Bank. One of the Black Pope’s devout agents was the Masonic Knight Templar, John Pierpont Morgan. This ruthless Vatican assassin, then operating one of the largest banks in the world, would be responsible for among other things the suppression of Nikola Tesla’s brilliant inventions including worldwide free energy. According to Antony C. Sutton in his Wall Street and the Bolshevik Revolution, after Morgan’s death in 1913 a portion of his massive wealth invested with the American International Corporation (AIC) in New York (now the American International Group (AIG) would finance the Bolshevik Revolution, the Jesuit-led version of a 20th century Inquisition in the home of the Russian Orthodox Church. According to an Arts and Entertainment documentary video, this J. P. Morgan, his International Mercantile Marine (IMM) having financed the White Star Line and thus the building of Titanic, had designed a cabin specially furnished and reserved for himself (suite B52, previously assigned to steel baron Henry C. Frick), his promised presence serving as bait for those he intended to ensnare within his Hamletesque “Mouse Trap”. And at the last moment just prior to the Titanic’s departure from Southampton, suddenly cancelled his reservation (citing ill health) in addition to fifty- four other men of wealth or power, but with inside information.” (Phelps, p.887)
Little did they know that they were walking into a carefully laid trap about to be sprung by Vatican banker, J.P. Morgan. The question to be asked was why was it so urgent that those slated to die be removed? The simple answer is that the Vatican needed to remove key world government players that were in the way of their agenda to establish, what was then only in its germination stage but which is now the fully fledged New World Order referred to in the Latin as Novus Ordo Seclorum on the back of U.S. one dollar treasure notes first commissioned by U.S. Treasury Department head Henry Wallace, under the auspices of his advisor and Illuminati agent, Nicholas Roerich in 1933 during the Franklin D. Roosevelt administration. Why Latin? Because that is the language of the Roman Empire, and just as the sun never sets on the British Empire, so the same can be said of the Roman version, which simply changed its name to the Holy Roman Empire, which survives today as the Church of Rome. As anyone with sense can see, it is far from holy and is more the work of the Devil than that of God. The Roman Empire continues to be what it has always been – the Empire of the Beast.
Captain Smith is indeed one of the Black Pope or Jesuit General’s unseen and

unknown Jesuit Temporal Coadjutors. This means he was not a cleric, but a servant of the Order, a “Jesuit of the short robe” as the French would call him, serving the Order in his profession. He, “without will or intelligence,” will commit this crime of mass murder at the will of his master who holds him “as a little crucifix” and “who uses him as it suits him best.” (Phelps, p.879) The Jesuit Captain Smith was well acquainted with what was expected of him. He was under a sacred Oath, functioning as a virtual mind- controlled Manchurian Candidate. This accounts for the reported enigmatic and seemingly extreme absent-minded behavior he exhibited the night of the disaster. There is no opportunity to recant. The ship has been built for the enemies of the Order. He would have the bridge manned with only one pair of binoculars, and gives orders that the ship is to speed ahead under a full head of steam, a breakneck twenty-two knots, on a moonless, dark night through a gigantic ice field, nearly eighty square miles in size, despite receiving in excess of eight telegrams of warning as well as many other cautions. Deaf to reason and apparently hell-bent on destruction, First Officer and co-conspirator, William M. Murdoch, has been instructed by the Captain on what to do at the first sign of an approaching iceberg. He orders the engines to be thrown in reverse while swinging the ship sharply to the left, its starboard side. Had the captain not reversed his engines the Titanic would have turned much more quickly the greater the forward motion. This grievous error cannot be excused, especially by an experienced navigator, as it was a violation of one of the cardinal rules of safety, which is to avoid turning a ship broadside to danger. Yet we are asked to believe there is a rational explanation for Captain Smith, the master of his profession, making such a basic blunder in addition to steaming full speed ahead through the up-and-coming icebergs he had been warned about.
There is abundant evidence of a premeditated plan to stage an incident at sea. It is indeed a strange fact that on Friday 5th April 1912, the SS Californian, captained by Stanley Lord, left London, England ostensibly bound for Boston, USA, with no passengers and with a very unusual cargo on board. Despite the coal strike in Britain that had been ongoing for around five weeks at this time and also despite the fact that there was a massive backlog of potential fare-paying passengers desperately waiting for passages across the Atlantic, she carried no passengers at all and appeared to leave in an inordinate hurry. So abruptly in fact that the sole wireless operator on board, Cyril Evans, had no time to collect his wireless chart, an important piece of equipment as it denoted the relative, expected positions of ships in the North Atlantic for the duration of the voyage.

The Californian carried no passengers, was somehow fully-coaled in the midst of a lengthy coal strike and then we have the cargo itself… She was carrying 3,000 woolen sweaters and 3,000 woollen blankets, and absolutely nothing else besides. It’s an odd number of jumpers and blankets to be carrying. One would almost imagine they were expecting around 3,000 guests.
Another interesting fact to add to the litany of strange facts surrounding the Californian is that almost eight years earlier on September 5, 1904 the Californian’s skipper, Captain Stanley Lord, was commander of the British troop transport ship, the Antillian, and earned a commendation for transferring 1000 men and their equipment from lifeboats to the ship in the middle of the night in under one hour, during a seaborne invasion exercise. How useful this experience would have been in light of JP Morgan’s ostensible plans for him and the Titanic?
The Californian was considerably slower in the water than the Titanic having a top speed of only twelve knots, roughly half that of the Titanic. This meant that after ten days at sea, she would have been in roughly the same position as the Titanic would have been after five days at sea. This proved to be exactly the case. The Californian left England five days before Titanic and so after ten days, sure enough, the two ships were in the same ice field just off the Grand Banks in the North Atlantic Ocean at the same time on the fateful night of 14th/15th April 1912. Is this merely a coincidence? Given the other pieces of evidence pointing to a pre-coordinated plan having been put into place, it hardly seems likely. (Hamer, pp.187-188)
Captain Lord had been highly commended formerly for his part in a military exercise to embark troops on board his ship in an emergency, in the shortest possible time. He seems then to have been the ideal candidate to participate in J.P. Morgan’s master plan that night. The Californian had entered the ice field earlier in the day on April 14, by now only hours ahead of the much faster Titanic and here Lord had ordered her laid-up for the night, drifting with the ice, with her boilers fully-fired and engines on standby. Meanwhile Lord himself, in much the same vein as his counterpart on the Titanic, Edward J. Smith, was resting on a 5’6” sofa, despite being over 6ft tall. His final instructions upon retiring for the night were to rouse him immediately in the event of any unusual occurrence. (Hamer pp. 89-90)
Captain Lord had instructed his Chief Engineer that the boilers should remain fired and the engines kept on standby for use in any emergency that might occur in the night. When a ‘mystery ship’ appeared on the horizon, Captain Lord became curious about its identity. Under the prevailing conditions, a clear, cold, crisp North Atlantic Spring evening, with no moon, but a myriad of twinkling stars, it was not easy to

distinguish the horizon and Lord therefore asked the engineer’s opinion as to whether the lights were indeed those of a ship or simply stars near the horizon. In Mahan’s opinion the lights were indeed those of a small cargo ship.
At 10.55 pm, Captain Lord instructed Cyril Evans, the wireless operator to contact Titanic to ‘let her know we are stopped in ice’. So, Evans dutifully transmitted… ‘We are stopped and surrounded by ice…’ before being rudely interrupted by Jack Phillips on Titanic’s wireless. Phillips abruptly replied, ‘Keep out! Shut up! You’re jamming my signal. I’m working Cape Race.’ Phillips at this time was absolutely inundated with passenger requests for signals to be sent to relatives advising them of their expected arrival times in New York etc. etc. and so was probably feeling rather exhausted after a long day and very overworked and underpaid. So Evans, now justifiably annoyed by what he saw as the unnecessary rudeness of Phillips, reluctantly abandoned the attempt at contacting her and just simply listened to Titanic’s signals for a while, before becoming bored by the same old passenger trivia and chitchat, then shutting down the wireless room for the night at 11.30 pm and retiring to his cabin.
There is no doubt that Phillips should have realised the importance and significance of the message from Californian as an ice warning, or at the very least as an important navigational aid. He certainly should have immediately relayed it to the senior officer on the Bridge, which is clearly what Captain Lord would have expected, as per the pre- arranged agreement. In Phillips’ defence however, it was late and he had been on duty at this time for 16 or 17 hours straight and was probably feeling somewhat overwhelmed by the seemingly never-ending procession of passenger messages to be sent. (Hamer, pp.191-192)
By the time that Evans had retired for the night, the ‘mystery ship’, which was closing on Californian from the southeast, was now near enough for Lord to pick-out what appeared to be her deck lights and her green-coloured starboard light. He guessed that the vessel was around five miles away from Californian and so he then asked Third Officer Groves, to contact the mystery ship with an Aldis lamp, used for flashing Morse code messages, ship to ship, but there was no response whatsoever. At 11.40 pm Groves noticed that the strange vessel, whatever she was, had extinguished all her lights and stopped dead, however he did not mention this to Captain Lord. We know that Titanic’s lights did not go out until about 2.17 am, just before she slipped beneath the surface of the ocean and it is therefore certain that whatever this ship was it was definitely not Titanic. This is despite, as we will see later, Lord Mersey’s attempts to intimidate witnesses into stating that it was her, at the British Inquiry, presumably in order to ‘frame’ Stanley Lord into culpability for the tragedy.

At 12.00 midnight, Californian’s Second Officer, Herbert Stone’s next period on- duty began and when he arrived at the Bridge, Captain Lord pointed out to him the ship that had been taking up such an inordinate amount of time and attention of all the officers on board. Why would this be? Why were Lord and his crew so obsessed with another ship which did not appear to be in distress and was making no attempt to contact them and indeed ignoring all the signals from Californian? Were they simply trying to establish whether or not it was Titanic, waiting patiently for all its passengers to be ‘rescued’ as per the grand plan? (Hamer, pp.193-194)
A short time after retiring, Captain Lord had drifted off to sleep in the chartroom when Gibson, the apprentice officer, delivered a message that the mysterious vessel in the vicinity had sent up small white rockets. He later stated at the Inquiries that the Captain acknowledged him by saying, ‘All right. Are you sure there were no colours in them?’ He was then asked the time by Lord and immediately returned to the Bridge.
This was but the first of several other instances whereby the captain was notified about rockets and each time he asked about their colours. Several times during the night he was disturbed and several times he asked the same question… ‘Are they white or coloured?’
There is absolutely no doubt that Lord was expecting an unusual event of some kind that night for which he had been briefed. He was merely waiting for his cue to mobilize, which seems to have been the launching of coloured rockets. The fact that he retired on a small, uncomfortable sofa illustrates that he wanted to be handily situated for whatever emergency would need his immediate attention. In addition, the ship’s boilers were all kept fired. Usually a ship stopped for the night would just keep one boiler fired for essential on-board services, as a fuel-saving and budget-conscious measure. He was clearly expecting to have to react quickly and get the ship moving at short notice. In fact, an incident did occur that night as we all know, in which Captain Lord and the Californian may well have been expected to fulfil an important role, an event during which, coloured rockets were indeed launched. Unfortunately, the Californian was drifting in the ice, more than twenty miles away, too far away for any coloured rockets to be observed due to the curvature of the Earth and what it made possible to visualize over the horizon.
The events on board Californian on the night of April 14th and extending into the 15th of 1912 are significant for two reasons. Firstly, they establish the presence of at least one other vessel between the Californian and the Titanic; and secondly, they establish that Stanley Lord was expecting something of importance to happen that night, something whose signal for the captain and crew of the Californian to mobilize involved

the launching of coloured rockets. As we know, there was only one unusual event that night that fit the bill and that was taking place around 20 miles to the south of and outside the sight range of the Californian.
The Inquiries would later reveal the identity of the mystery ship. The Samson was an illegal, Norwegian-based ‘sealing’ boat and it was later revealed that she had been in the same ice-field at the same time as the Titanic and Californian. It also turned out that she had been launching a series of small, white-only rockets exactly like the ones seen from the Californian on the night in question. In fact, she sent up a total of eight white rockets, according to her captain, which just happens to be the same number of rockets witnessed by Captain Lord’s crew on the Californian. Indeed, these were extremely likely to be the self-same rockets that Lord Mersey announced at the British Inquiry had been launched from Titanic, while guiding witnesses towards the conclusion he wanted, which had been the plan all along. In fact, Titanic had launched a total of 22 red, white and blue rockets, exactly what Lord had been primed to expect, which accounted for his inaction when his crew reported only seeing white rockets. (Hamer, pp.195-196)
The rockets were fired to recall her small rowing launches the crews of which had been scouring the many ice floes in that vicinity for seals, which they were poaching. In fact, the captain of the Samson admitted that he had seen several coloured rockets being launched from an unknown ship, but was afraid to respond or investigate or even reveal which he had witnessed because he had been engaged in illegal activities at the time of the event. He was wary of the consequences of his actions as the presence of Samson in that area at that particular time was no doubt bound to be questioned and investigated by the authorities. Samson had no wireless capability, and could only respond by physically showing up to assist the Titanic, which was out of the question due to the questions that would be asked about the Samson’s illegal activities. (Hamer, p.197)
The Californian was therefore hamstrung in terms of responding to the stricken ship. There was simply nothing it could do because the signal that was supposed to initiate engagement never came. The reason as stated was that the Titanic was too far out of range for its coloured signal rockets to be seen. Had Titanic’s First Officer, William Murdoch, not given the order to turn the ship to port – towards the south disastrously enough – in order to avoid hitting the alleged iceberg bearing straight ahead, then there may have been no cause for concern. Had he ordered a starboard turn, this would have taken the ship northwards in the direction of Californian and safety instead. The fact that the ship headed south for some considerable distance created a gap of some twenty miles, too far out of range for distress rockets to be visible from the Californian.(Hamer, p.198)

An article appearing in the Boston Globe on April 19, 1912 shows the bind Captain Lord was in at the time in terms of even speaking about the incident.

Captain Lord was asked in what latitude and longitude he was when he first received the SOS message from the Virginian, and his reply was that he could not give out ‘state secrets’ and that the question would have to be answered by those in the office.
(Boston Globe, April 19, 1912 quoted in Hamer, p.199)

There appear to be other agents who play their part in ensuring the ship could not be saved. David Blair (1875 – 19??) was a British merchant seaman with the White Star Line, who had reassigned him from the RMS Titanic just before its maiden voyage. His date of death is not listed. What happened to him? Covert operatives often disappear and are never seen again following the completion of a mission. He was not available to testify in the inquiry afterwards and yet the evidence would suggest that he is responsible for the binoculars being unavailable for the crew. Due to his hasty departure, he accidentally kept the key with him that was meant to grant access to a storage locker believed to contain binoculars intended for use by the crow’s nest lookout. Blair, from Broughty Ferry, was originally appointed the Second Officer of the Titanic. He had been with the ship during its trial voyages to test its seaworthiness.
The White Star Line, however, decided to have the Olympic’s Chief Officer, Henry Wilde take the position, due to his superior experience with ships of the Titanic’s class. Blair wrote about the disappointment of losing his position on the Titanic in a postcard to his sister-in-law days before the Titanic left for Southampton, remarking, “This is a magnificent ship, I feel very disappointed I am not to make her first voyage.” When Blair left the Titanic on April 9, 1912, he took with him the key to the crow’s nest locker, by accident so it is alleged. This is no excuse and the fact that his actions were never duly investigated points to another cover up. This mistake is the reason there were no binoculars available for the crew during the voyage. According to other versions, the binoculars were not in the locker, but were left behind in his cabin, or he took them along with him when he left the ship, as they were his personal set of binoculars. The absence of binoculars being a factor in the sinking of the Titanic became a point of investigation in the subsequent inquiries into the sinking.
The lookouts at the time of the collision, Frederick Fleet and Reginald Lee, maintained during the inquiries that they were informed they were to have no binoculars

available during the voyage. Fleet, when asked by a commission of inquiry composed of members of the United States Congress whether or not they would have seen the iceberg from farther away, replied that he would have seen it “a bit sooner”. When asked “How much sooner?” he responded: “Well, enough to get out of the way.” (Daily Mail, 2009)

Titanic’s Guilty Captain Smith About to Depart, 1912.

As the Jesuit Francis M. Browne disembarked from the Titanic in returning to the Black Pope’s Irish Province, he took this final snapshot of Captain Smith peering down from the bridge. The eye contact between the Jesuit and the death ship’s pilot betrayed the oath-bound duty the Captain would fulfill. Originally found in Secrets of the Titanic, (National Geographic, 1986) Video, 60 minutes but borrowed from Jon Phelps’ “Vatican Assassins”.
In 1898, fourteen years before the Titanic sank, Morgan Robertson, a member of the Jesuit Order otherwise known as the Society of Jesus wrote a fictional book called Fidelity about the largest ocean liner ever built aptly named the Titan. It was also touted to be unsinkable like the Titanic. The Titan set sail on her maiden voyage in April just

like the Titanic. And like the Titanic, the Titan was moving too fast in the night, struck an iceberg and sank. Many perished because the ship had too few lifeboats for a passenger list of 3,000. The Titan, additionally, matched the Titanic nearly exactly in terms of weight and tonnage. The extraordinary number of congruencies and correlations rather diminishes the possibility that the fictional Titan and the real-life Titanic are twins by name and fate merely by chance and coincidence. It is worth noting that the governor of Oklahoma’s brother would similarly write an equally prophetic novel about the ‘OK Bomb’. Oklahoma Governor Frank Keating’s brother, Martin Keating, wrote a manuscript in 1991, roughly four years before the OKC bombing. This manuscript, now a published book, is titled The Final Jihad. In this book, Martin Keating lays out a story of terrorists, based in OKC, who decide to bomb a federal building. Guess what the name of the one of the key “terrorists” in the book is? Tom McVey. Even more remarkable is the fact that the novel appears to be the script for the real-life event, since the terrorists depicted in The Final Jihad are stopped by an Oklahoma highway patrolman for a broken tail light. Gov. Frank Keating is actually a former higher up in the FBI. His brother, Martin could not get this work published until after the bombing. (FBI reopens Oklahoma City bombing case by Michael Hampton Posted: August 21, 2005 8:12 pm, http://www.homelandstupidity.us/2005/08/21/fbi- reopens-oklahoma-city-bombing-case)

Jesuit Coadjutors William M. Murdoch and Edward J. Smith, 1912
Captain Smith (right), posing with his First Officer privy to the plot, kept the Order’s wealthy
Jewish targets from boarding the partially filled lifeboats. (Jon Phelps’ “Vatican Assassins”, p. 895)

Departing southern England from the port of Southampton at 12:00 noon on April 10, 1912, the Captain’s master boarded. This was the agent at the personal beck and call of the most powerful Jesuit in Ireland, who in turn reported directly to the Black Pope in Rome, Francis Xavier Wernz. The Captain’s master was a military operative of his Provincial-Superior of the Irish Province of the Society of Jesus. The man in question was Francis M. Browne made famous in the National Geographic video Secrets of the Titanic, released in 1986, one year after Irish Jesuit priest Edward E. O’Donnell discovered Browne’s photographic collection in a large metal trunk, bringing it to the attention of the editor of the London Sunday Times. Browne, for the purposes of deception and “deep cover,” billed himself as a mere photographer for the Church, but was serving in the same capacity as 33rd Degree Freemason, Abraham Zapruder, the photographer of the Masonic Passion Play called the “Killing of the King”, in which

John F. Kennedy, would die ritually at the hands of his assassins. (Phelps, Vatican Assassins, p.879)

Francis Browne, Bishop Robert Browne, William Browne, 1920s

These are the savage killers, the merciless monsters fraught with deception and treachery, brainwashed with Ignatius Loyola’s Satanic Spiritual Exercises so as, in the name of “holy obedience,” to commit crimes against humanity. Orphaned in his teens and raised by his uncle, the Bishop of Cloyne Robert Browne, Francis Browne would enter the Jesuit novitiate in 1897 at the age of 17. By 1912, the Jesuit was in his first year of “Moral Theology.” Given a camera and a first class ticket by his uncle to photograph the Titanic, Browne spent a day and a night on the Deathship capturing the last movements of targeted first class passengers as well as the Dublin Provincial’s Jesuit Temporal Coadjutors required “for martyrdom,” including Captain Edward
Smith, First Officer Murdoch and Chief Purser McElroy. (Phelps, p. 898, www.encyclopedia-

Arriving in the morning at the Order’s commercial capital of the world, London,

Francis Browne would pay a visit to his brother, Jesuit Temporal Coadjutor Dr. James Browne. Following breakfast, he would depart at 9:45 am on the ‘Titanic Special’ from Waterloo station to Southampton arriving at 11:30 am. As planned, Tom Brownrigg, another Jesuit Temporal Coadjutor under orders, is waiting for Browne at the railway station: they meet, exchange greetings and proceed to Titanic’s first class stateroom, A-
37. This room would function as the priest’s ‘safe house’. The Jesuit bid his assistant adieu before Titanic departs at twelve o’clock noon. This is High Noon, the ideal time for an assassination plot to begin, a ritual M.O. that would be repeated with the arrival of President Kennedy’s Air Force One at Love Field in Dallas, Texas, November 22, 1963. (The Vatican Assassins, p.881) High Noon is of ritual significance in Masonic assassination plots as it commemorates the murder of Hiram Abif, the legendary architect of Solomon’s Sun Temple, who was murdered in the Temple at High Noon following a session of prayer.
Jesuit Father Francis Browne now begins the second phase of his assignment. Proceeding to the Chief purser’s office, he enjoys the genial friendship of Herbert W. McElroy. Upon presenting the Bishop’s ‘Letter of Introduction’ to Brother McElroy, the latter gives the Jesuit access to every inch of Titanic over the course of April 10th and 11th, 1912. Every room is photographed, every first class person is recorded and many in lower steerages were pictured, all for the benefit of the Black Pope in Rome.
The final eye contact between Captain Smith and the Jesuit agent Browne is a picture that would make a thousand words a paltry sum. According to Jesuit Pietro Alagona, “it is lawful to murder the innocent,” while Jesuit Luis de Molina, “Priests may kill the Laity to preserve their goods,” both of these criminals were fully persuaded in their brainwashed minds that they were righteous in instigating their mayhem. Jesuit Browne boards Titanic, photographs the victims, most assuredly briefs Captain Smith concerning his Oath as a Jesuit, and the following morning bids him farewell. He takes a snapshot of the somber Captain peering down from the bridge along with two crewmembers probably involved in the plot, perhaps the two lookouts whose binoculars would later go missing. (Phelps, Vatican Assassins, p.881)
Many people have tried to locate the ghost ship over the years. Some hoped to sell it for scrap metal. Others hoped to get rich off the valuables stored in the ship’s safe. It was not until Robert Ballard’s expedition in 1985 that the ship was finally located. A year later, Robert Ballard headed another expedition to photograph and explore the ill- fated liner. The robot camera that examined the wreck showed a bulkhead absent from the original plans for the Titanic. The stern nameplate with embossed letters eighteen inches high announcing the name of the ship was never found. The authors of The

Riddle of the Titanic have concluded that the Titanic was replaced by her sister ship the Olympic in a plot to recover the huge losses she ran up. They are not alone in their theory and the number of converts to this view is growing by the day.
One strong piece of circumstantial evidence to support the claim is the fact that photographs taken of Titanic at Southampton shortly before her maiden voyage show a large area of discolored plating, as if it had been newly painted with a tincture that did not match the original. By a rather odd coincidence, this newly painted area of the hull just happened to coincide with the same location that Olympic’s hull was damaged in the Hawke incident. (Hamer, p.60)

A unique feature of Olympic (Hamer, p.69)
The unevenly spaced windows, which were a unique feature of the Olympic, were not shared by the Titanic. This is strong material evidence that the sunken wreck is that of Olympic.

Neither Robert Ballard nor anyone else who has visited the wreck’s watery grave has produced a single shred of evidence that the wreck was the actual Titanic, except for one reference to her name on the bow and on one luggage–tag. The name is shown on nothing else built into the ship recovered to date. We might infer from this that White Star’s severely damaged Olympic was marginally repaired and sent to sea as the ‘Titanic’, while the real Titanic was renamed the ‘Olympic’, and would later be used in World War I, and that J. P. Morgan personally benefited from the wreck from the standpoint of insurance fraud.. (Phelps, Vatican Assassins)

The theory that the Olympic and Titanic were switched and that the ship lying at the 12,000 foot level off Newfoundland’s Grand Banks is actually the Titanic’s sister ship and not the Titanic as believed is supported by the following facts:

• Photographs of the Titanic taken on April 10th 1912 in Southampton show hull plates which appear as faded and discolored as those of a ship that had been to sea for over 12 months, not those of a ship that had been recently painted.
• There were remnants of white paint found on the hull of the wreck, a color that was the flag color of the Olympic and never the Titanic.
• The Titanic was never opened for public view when she was docked in Southampton as was the custom.
• During the American investigation, Senator Smith tried to establish the true age of the lifeboats on board the stricken liner, since many started leaking when lowered into the water, which was characteristic of older lifeboats, not new ones. In addition, the lifeboats lacked lanterns and other equipment, which was uncharacteristic of a ship on her maiden voyage.
• A conversation took place on the MV Kooliga, an Australian vessel in 1971, in which a man claiming to be a surviving crew member of the Titanic, stated that when he boarded the ship in Belfast, he overheard rumors that the Olympic and Titanic had been switched and the truth about the disaster had been covered up.

Credit for the display above goes to John Hamer and his book “RMS Olympic”

There was only one opportunity to switch the ships, which if true would be the greatest April fool’s day lark ever orchestrated. (Olympic and Titanic: The Truth Behind the Conspiracy by Steve Hall & Bruce Beveridge, Harverford, PA: Infinity Publishing, 2004, front matter, ii) What is the evidence for a possible Titanic-Olympic swap? Well, let’s examine some of the evidence on that account. On the Olympic, the swan neck vent was shorter in profile than that fitted to the Titanic. However, after the Olympic’s port side propeller blade had been replaced at Belfast in March 1912, the height of the swan neck vent suddenly matched that of the Titanic. While this could be explained as a modification, it is odd that the Titanic should depart from Belfast on April 2, 1912, just days before its ill-fated trans-Atlantic voyage, with the same vent appearing lower than the one it had been outfitted with originally. This move created a complete reversal of the sister ships’ swan neck vents. The question must be asked and it is a provocative one. Why did the Belfast shipyard take the lower profile vent off the Olympic and replace it with a higher one, while taking the higher one off the Titanic and replacing it with the lower profile matching the Olympic’s. By so doing, the two ships were made to take on one another’s profile appearances, literally swapping identities in terms of looks. While

it is true that ships are sometimes fitted to closely resemble their sister ships, one wonders why this wasn’t done at the construction phase. A shrewd mind and discerning intellect would also ask why now just before the Titanic’s trans-Atlantic maiden voyage to New York, the location of the future UN that would replace the League of Nations with certain influential members on board that did not share the same vision of world government as their Rockefeller-backed counterparts? (Hall and Beveridge, p.48, 49)
In any of the pictures taken of the Olympic within her first few voyages, one can see that her lifeboats are painted completely white. When the Olympic returned to Belfast following her collision with the Hawke, the lifeboats were all painted brown around the gunwales to match those of the Titanic. Why the decision to paint the Olympic’s lifeboats the same color as the Titanic’s at this time remains a total mystery. These lifeboats could easily have been painted at any time. It appears that the White Star Line wished to make the lifeboats on both ships appear identical. When the Olympic left Belfast on March 7, two additional portholes were added to her forecastle within the port side plating, matching those of the Titanic. The Olympic also now had the same cowl vents as the Titanic forward of the breakwater on the port side. The ships were now suddenly interchangeable to the casual observer. (Hall and Beveridge, p.48, 49)
By the time the Olympic left Belfast on March 7, the two ships were virtually identical on the exterior. The window arrangement on B deck was the only notable exception. The Titanic’s forward A-deck screens had not yet been fitted by the time the Olympic left Belfast. If the ships had not been switched at that time, then when? They were never to meet again.
If the two ships were switched, when was the widow of opportunity? There was really only one day it could have been orchestrated. Knowing the secret societies’ penchant for choosing certain prescribed calendar dates for their covert operations as part of their signature, April 1 better known as April Fool’s Day would be a fitting day to pull off what would have been at the time, the greatest deception in history, assuming that the switch of the two ships actually took place.
While skeptics might scoff at the conspiracy theory as they often do, it should be remembered that insurance fraud in the shipping industry involving the substation of ships – one ship masquerading for another ship injured or wounded in battle and slated for decommissioning – was common, and largely done because any ship surviving an accident at sea had to be inspected and most did not stand up to inspection. Such a ship would not be eligible to an insurance payout because, though crippled, it was still on the water and was therefore disqualified in terms of insurance claims. But if one could

successfully swap ships and change the nameplates, a ship could pass inspection and be declared seaworthy, so that the next step in the plan could be orchestrated to recover the losses on the ship no longer seaworthy and that would be to stage an accident at sea under an assumed identity and see it sink to reclaim the losses on its construction and short period of service.
A most interesting point to bear in mind regarding her maiden voyage is that although the Olympic was the first of the almost identical twin sister ships to be completed and enter service, she was never given the fanfare and publicity of her younger sister Titanic, whose so-called maiden voyage, which as we now know was really a farce, was planned for the following year. By contrast, the Titanic had a double- page spread and was front page news in several major newspapers. Surely the ostentatious ‘fanfare’ and carnival-like atmosphere surrounding the maiden voyage of these ‘floating wonders of the age’ should have been reserved for the first of the twin ships to enter service, the Olympic and not the second born, the Titanic? Indeed, in comparison, the occasion of Olympic’s maiden voyage in 1911 passed almost unnoticed. Could the reason for Titanic’s hyped-up maiden voyage possibly have been to entice the rich and famous of American society on board to commit one of the biggest mass murder escapades in history, which would in turn decimate and finally rid the Federal Reserve’s promoters of the opposition to the great Federal Reserve scam? (Hamer, p.57)
March 27, 1912 was the day that the Titanic was officially registered. On the “Agreement and Account of Voyages and Crew” agreement signed in Belfast, Captain Haddock is listed as the original intended commander to oversee the trials of the Titanic. He would then have handed the ship over to Smith, who would have been on board the Olympic in Southampton at the time. History tells us that Smith became the commander in charge of the Titanic’s sea trials, but how could he oversee trials in Belfast if he were purportedly in Southampton aboard the Olympic? It is conceivable that Captain Smith might have brought the Olympic to Belfast. Haddock might have sailed the disguised Titanic back to Southampton to meet the April 3, 1912 departure date, while Smith took charge of the Olympic from Belfast now converted to look like her younger sister ship. Quite literally, the two captains might have handed the two ships off to one another. (Hall and Beveridge, p. 58, 59)
If we follow the theory through, the Olympic would have had to depart from Southampton on the afternoon of March 30, 1912, steam all the way to Belfast, some 570 miles, bringing her to port in the wee hours of April 1st. The schedule would have been tight and timing of the essence. The disguised Titanic would then be required to depart from Belfast around dawn on April 1st in time to make it back to New York on

April 3rd. Research shows that the Olympic would have been lighted in her journey up the Victoria Channel and the River Lagan by the light of a near full moon. It is known that the Olympic could only navigate through the narrow opening of the Victoria Channel and then the river Lagan with the assistance of tugs. So how could the four of five tugs be on hand? As it happens, the Titanic’s sea trials had been scheduled for 10:00 a.m. on April 1, 1912. Harland & Wolff had booked the Alexander Towing Co. to supply for tugs for the occasion. The tugs, which had been dispatched from Liverpool, probably arrived the evening before the trial was scheduled to take place. If this is the case, they could have been on hand to assist the Olympic into Belfast beforehand. (Hall and Beveridge, p.59, 60)
It is documented that the Olympic had been re-berthed several hours after her arrival in Southampton. The question is where? There is also a record showing that the Olympic’s position at the dock had been reversed from March 30 to April 3, 1912.
Ostensibly due to the high winds on the morning of April Fool’s, the White Star Line opted to wave the trials, as this would have put the ship at risk. Could the actual reason for the cancellation have to do with the fact that the ships had already been switched? This would also have bought the White Star Line time to make additional internal and external changes to the ships to make the switch more foolproof. It may also be the case that the structurally compromised Olympic could not have held up to two days of extensive sea trials due to her crippled hull.
It should also be noted that the finishing touches to the Titanic were completed by the evening of March 31st. 99% of the workforce would have been reassigned at that time to a different project at the yard and would not be required to board her again.
There would have been a small selected crew to make last minute touchups and to provide a skeleton crew for sea trials and the voyage from Belfast to Southampton. If the ships had been switched before the yard workers had reported back to work on the morning of April 1st, who among the 14,000-strong workforce would have noticed that a swap had been made? It also noteworthy that very few people were allowed to visit the Titanic in Southampton. She was not open to public view. Her paint and funnels were touched up and she was repainted on the port side only while at Southampton. The port side was her best side and was facing the dock. Why was this done to a new ship? Was this an effort to conceal something before the hordes of passengers arrived on Wednesday April 10th? (Hall and Beveridge, p. 60, 61) Had the Jesuit-owned White Star Line and the Freemason-owned Belfast shipyard chosen the date April 1 for this switch for obvious reasons? It is a rather coincidental date to choose for the rumored swap to take place?

At 11:25 a.m. on September 20, 1911, the Olympic departed from Southampton’s White Star Dock to begin her fifth voyage across the Atlantic. To reach the open sea from the Southampton dock, the Olympic had to make the usual S reverse maneuver that led the ship into Spithead. During its maneuvers, the ship was approached by the HMS Hawke, a Royal Navy armored cruiser. Eventually the Hawke would bear down on the Titanic and enter the same channel, leaving very little navigation room between them. The Hawke slowly began to overtake the Olympic on the starboard side. The Olympic then caught up to and surpassed the other vessel, pulling away from the cruiser, when the Hawke suddenly swung to port toward the liner’s third funnel. On the Bridge, Captain Smith, who would later captain the Titanic, noted that the Hawke was within striking range. Due to navigational errors on board the Hawke, it was lured into the Olympic’s starboard quarter. With the Hawke powerless to navigate, a collision was unavoidable. (Hall and Beveridge, p.15, 16)
The damage to the Olympic was quickly assessed. It was determined that all three standard manganese-bronze propeller blades were damaged irreparably and required replacing. The starboard propeller boss armed plating had been twisted and fractured as well. The propeller shaft was bent out of alignment and rendered inoperable. Eleven hull plates were damaged above the waterline, eight of which required replacing. There was a hull breach of 7 feet with a 12-15 feet hole rising from the waterline to D deck, and a further gash measuring 40 feet wide below the waterline. The ship’s frame was also bent out of alignment, and thousands of her hydraulically fitted rivets were no longer watertight. (Hall and Beveridge, p.16, 17) In other words, the prognosis for ship’s future navigational life did not look terribly promising.
The visible damage to the ship looked quite extensive, but the unseen, internal damage was in fact, far worse. The Hawke’s ram, which impacted the vessel about 85 feet from the stern, had created a hole more than 25 feet by 10 feet. The hull had been penetrated to such an extent as to seriously damage the starboard propeller shaft and completely fracture the engine crankshaft. The Hawke had also fatally damaged Olympic’s starboard propeller and its shaft after the cruiser was pried free following the disastrous collision. In addition, the central turbine engine above the keel, was seriously damaged as well. (Hamer, pp. 81-87)
The propeller blades had to be replaced in short order, but how? The Belfast shipbuilders were obviously forced to cannibalize parts from another White Star Ship, and the only one whose propeller matched Olympic closely enough to offer a practicable surrogate was its twin sister, Titanic. As a matter of fact, the partially completed Titanic’s propeller shaft was ‘borrowed’ in order to speed up the repairs to

Olympic. This propeller shaft would have been stamped and indeed was stamped ‘401’, Titanic’s build number.” (Hamer, p.90)
In the meantime, a Royal Navy Inquiry into the incident on September 22, 1911, found the pilot of the Olympic and therefore the White Star Line as a whole culpable for the accident despite overwhelming evidence to the contrary. In fact, the evidence pointed to the Hawke’s helmsman was actually to blame due to the navigational errors he committed at the time of the incident. Finding White Star culpable, however, meant that the company’s insurance had effectively been rendered null and void. The company was therefore liable to pay all the costs of the repairs to both ships themselves. As is usual for official RN Inquiries, only naval personnel were called to give evidence and the judgement of the president of the inquiry, Sir Samuel Evans, was that: ‘…the collision was solely due to faulty navigation of the Olympic’.
This development meant that the White Star Line was now in the red to the tune of at least $3,200,000 (around $350m today) for repairs and lost revenues, while the ship itself was effectively out of commission, being unable to ply its trade back and forth across the Atlantic. With the massive financial investment by Morgan into White Star needing to be repaid sooner rather than later, this put severe pressure on the organization and had a detrimental impact on the completion of the sister ship Titanic, further contributing to the financial sink hole White Star found itself floundering in. An appeal against the decision, by White Star ultimately proved unsuccessful too.
However, for JP Morgan and White Star Line, even worse news was pending. After inspection in the dry dock in Belfast, the damage to the Olympic was found to be far more severe than anyone had anticipated. At this point, White Star management would have realized that Olympic was damaged beyond economic repair. She could probably be made cosmetically seaworthy for a short period, but they would have known with certitude that she would be unable to pass a British Board of Trade inspection, which was obviously required before a new certificate could be issued to allow her to continue in service. (Hamer, pp. 81-87)
The temporary repairs at Southampton took about two weeks. Some researchers believe that the damage was more extensive than the White Star Line let on. Given that the ship had to be emptied of all its cargo, surplus coal, perishable food stores, etc. a two week dry dock period for assessment and repairs was not an unreasonably long period for a layover. (Hall and Beveridge, p.17) On Wednesday Oct. 4, 1911, the crippled ship then left for the shipyard in Belfast for further repairs. The 570-mile run to Belfast was necessary for making further repairs. (Hall and Beveridge, p.19)

There is one serious anomaly however. The damage from the Hawke collision was supposed to be in the vicinity of the ship’s stern about 86 ft from the ship’s sternpost. However, a bow schematic sent from Harland & Wolff showed that the Olympic had suffered hull damage around the waterline as far forward as the second bulkhead from the bow. It showed that hull plating between watertight compartments 2, 3 and 4 may have been compromised. If this sustained damage had really occurred, why is it not mentioned in any of the reference materials? The schematic from Harland & Wolff appears to show that the Hawke first collided with the Olympic 100 ft forward of the bridge, causing damage to about 115 ft of the Olympic’s hull plating below or near the waterline. Such damage would only have been visible when the ship was in dry dock. (Hall and Beveridge, p.19, 20)
Even if the hull plating were repaired, the damaged area would never be as structurally sound as before unless all the structural ribs were replaced. By analogy, it would be like replacing the breastplates on a soldier’s armor without mending his broken bones and internal structural damage and sending him out to fend for himself on the battlefield. In other words, the extent of the damage sustained was so extensive as to point to a mortal wound from which the ship could not recover.
The White Star Line would naturally wish for their flagship to be restored to service as quickly as possible. The longer the ship stayed in dry dock in Belfast, the longer it would divert its technicians and builders from completing the work on the sister ship Titanic. In addition, the lost revenues from not having the Olympic in service was extremely damaging as were the exorbitant costs of the repairs. Most likely the channel ribs were merely bent back into position with possible reinforcements. The hull plating was then repaired and the ship put back in the water. The six and a half week timeline for repairs in Belfast would provide time for such structural repairs. The price tag of for lost revenues and repairs came to $750,000, exorbitant indeed even by today’s standards. (Hall and Beveridge, p.20) In all likelihood it was not just the Olympic that was hemorrhaging, but the White Star Line itself. There may have been no alternative to declaring bankruptcy except to hatch some kind of scheme to reclaim the losses.
Given that the Belfast shipyard was Freemason run and given that the White Star Line was Jesuit supported, the two wings of the New World Order could have solved an array of problems by orchestrating such a conspiracy in concert. In fact, it was an ideal opportunity to accomplish several agendas at once. On the one hand, it would be a satanic ritual orchestrated by the Jesuit Order, a test run for the eugenics/depopulation initiatives planned for the year 2000. At the same time, it would allow J.P. Morgan a member of the Jesuit Order to fulfill the plans of the committee that

met at his secret compound on Jekyll Island. The meeting had been attended by Nelson Aldrich and Frank Vanderlip of the Rockefeller financial empire as well as Paul Warburg, representing the Rothschild financial empire of Europe and purportedly a banking agent for the Jesuits. These men were opposed in their desire to found a banking institution supported by the US government that would limit the growth and influence of smaller banks thus creating a cartel or monopoly by Benjamin Guggenheim, Isador Strauss and John Jacob Astor. The theory goes that Morgan arranged for these three powerful men to board the doomed liner, seducing them on board with the prestige, glamour and invincibility of the ship and the promise that they would be rubbing shoulders with the global elite. In short, the Titanic’s maiden voyage was so built up in the popular imagination that anyone who was anyone had to be on board. The vanity factor and the need to be seen made it a virtual public relations necessity for the global elite.
Meanwhile, Captain Smith, the Jesuit tempore coadjutor, a Jesuit of the short robe, is believed by some conspiracy theorists to be complicit in the sinking. Under the pretext of wishing to set a crossing record, he would run the ship full speed into a North Atlantic ice field despite receiving multiple warnings about such dangers. However, it is only a theory that the iceberg caused the structural damage that sunk the ship just as it is only a U.S. government-sponsored theory that passenger airliners used as guided missiles caused the collapse of the Twin Towers in New York. If that were true, then what caused The Solomon Brothers Building a.k.a. Building Number Seven to collapse? The iceberg was merely implicated as probable cause, when the ship may have been so structurally compromised from previous collisions that an iceberg was all that was required to finish the job. There are additional allegations that the ship may have been sabotaged by a coal dust explosion within the boiler room. This explosion is said to have blown a hole in the hull below the waterline. The testimony related to a coal bunker fire on board is indisputable based on the widespread witness testimony. What is questionable is the rumored coal dust explosion that occurred as a result. Coal bunker fires were not unusual on board coal-fired ocean-going vessels. Nor was it unusual to flag a ship off with a coal bunker fire not yet fully contained. The reason for this is that the fire can be easily contained within the bulkheads of the coal bunker. Furthermore, water is continually sprayed over the top of the coal pile while the burned material is raked out. This continual wetting would have prevented the buildup of any coal dust in the vicinity. (Hall and Beveridge, p.69)
Titanic conspiracy theorists believe the Jesuit master, Father Francis Browne, boarded the ocean liner for the short trip between Southampton and Cherbourg, in order

to give Captain Smith his navigational orders. The idea may have been to make it look like the iceberg administered the fatal blow, when in fact sabotage may have been initiated long before the ship even left port in Southampton.
Captain Smith was the skipper of the Olympic on her maiden voyage and so was the natural choice for Titanic’s maiden voyage too. However, Smith’s career had not always been so auspicious as we are misled into believing. There were a number of incidents that blighted his service record of which the public has been made unaware.

27th January 1889. Commanding the Republic, he ran aground off Sandy Hook at the entrance to New York Harbor causing
a furnace flue above one of the boilers to fracture, killing three crewmen and injuring seven others.

16th February 1899. In command of the Germanic, the ship capsized in New York Harbour due to excess ice build-up on the rigging and superstructure. As an experienced captain, Smith should have foreseen this.

December 1890. In command of the Coptic, he ran it aground off Rio de Janeiro sustaining minor damage.

1901. In command of the Majestic, a fire started in a linen closet while en route to New York. The fire was at first thought to have been successfully extinguished, but re-kindled a few
hours later, killing several crew members. Smith later denied any knowledge of the incident.

3rd November 1906. In command of the Baltic, a fire broke out while it was docked in Liverpool.

4th November 1909. In command of the Adriatic, Smith ran the ship aground at the entrance to New York harbor.

21st June 1911. In command of the Olympic, Smith wrecked the Tugboat O.L Hallenbeck in New York harbor on her maiden voyage.

20th September 1911. Again in command of Olympic, when it was involved in the disastrous collision with HMS Hawke. Both ships were severely damaged. In the case of Olympic, I believe irreparably.

24th February 1912. Yet again in command of the Olympic, Smith ran over a clearly charted sunken wreck when leaving New York losing a propeller blade and causing Olympic to sustain unknown and unrecorded damage to her bottom and further serious vibrational damage to the already frail, patched-up vessel, on the home voyage.

10th April 1912. In command of Titanic, on her maiden voyage leaving Southampton docks, the Titanic nearly collided with the liner New York. Only quick action by a tugboat captain saved the situation. The two ships missed each other by a matter of
a few feet only.

14th April 1912. In command of the Titanic, which supposedly hit an iceberg and sank with the loss of 1,500 lives?

Given Captain Smith’s atrocious safety record, it does make one wonder how he managed to reach the level of Commodore of the White Star fleet. As the senior most Captain, he was given the honour of being made Captain of all their latest, state-of-the- art liners, trying them out as they came off the production line like a libertine might try out a string of virgins. It may certainly have been to White Star’s advantage that Smith ‘owed them’ when it came to seeking his co-operation in the great deception to come. It is absolutely certain that Smith and the other senior officers must have been complicit in the plot. Indeed this contemporary newspaper article would tend to bear out that premise…”. (Hamer, pp.258-261)

It was undoubtedly because of Capt. Smith’s previous fine career that the officers of White Star Line retained him in its service after the mishaps to the Olympic, thus violating a deep sea tradition that has been more rigorously maintained by the British merchant

marine than by any other nation. The rule has been almost invariable among steamship companies to dispense with the services of officers in command of vessels that have met with disaster. One reason for this is the insistence of the insurance companies. Lloyds keeps in its London office, the records of all marine officers so that when a man is put in command of a vessel his whole career can be immediately inspected. Boston Post, 16 April 1912 (quoted in Hamer, p. 261)

As with the strike on the World Trade Center in New York, in which an insurance scheme was hatched to reclaim the real estate losses, so a similar scheme was hatched in the case of the Titanic and by the same forces. In both cases, agents of the New World Order were involved and in both cases these Satanists would roll ritual, mass murder, assassination and insurance fraud all into one. For those wishing to laugh at the absurdity of this claim, it would be advisable for them to re-examine their own powers of judgment if they believe that an iceberg was the true culprit in this massacre of innocent men, women and children? Is the level of naivety so great as to believe that a barely felt bump against an iceberg was sufficient to bring down a Leviathan built solidly enough to be an icebreaker? By analogy, the Twin Towers of the World Trade Center were said to be built to withstand the impact of a passenger airliner. Since invincibility was the key component in the engineering of both giants, how is it that they were both taken down and totally destroyed by assaults that should have been no more compromising than a mosquito sting?
The fact that Larry Silverstein purchased the World Trade Center property on a ninety-nine year lend lease agreement from the Port Authority of New York just months before the September 11 attacks and then insured the World Trade Center complex through the same insurance company that insured American Airlines and United, it is rather suggestive that the $3.5 billion insurance claim was not only honored by the district court, but doubled on the grounds that there two buildings were attacked rather than just one, while fraudster Larry Silverstein walked away with his original down payment of $25,000 as well, which the court awarded him, a paltry investment sum to say the least for a property complex of that size and value. It is obvious to say the least that Mr. Silverstein did rather well for himself, getting away with murder in more ways than one.
Why was the Titanic replaced by the Olympic? To answer that is tantamount to taking the red pill to find out just how deep the rabbit hole goes. One of the most

recycled occult M.O.s of the Illuminati-spawned intelligence services is the use of replacement “doubles”. A student of history should be aware of how many times doubles and lookalikes have been employed in intelligence operations down through the ages. The Illuminati appear to be obsessed with the deployment of lookalikes or doppelganger in the operations undertaken by the intelligence services they control worldwide. Just to give a brief catalogue of examples, William Shakespeare had a double named Will Shakspere from the town of Stratford. The real author was a member of Sir Francis Bacon’s secret writing society, The Honourable Order of the Knights of the Helmet, named in honour of Pallas Athena, the patron goddess of the Greek theatre in Athens, and nicknamed the Spear-shaker, who always shook her spear at the twin serpents of ignorance and vice. The true author adopted a pseudonym derived from Pallas’ own nickname of the Spear-shaker. H.M.S.S. founder, Francis Bacon, would co-found The Honourable Order of the Knights of the Helmet with half- brother, Edward de Vere, the Earl of Oxford, another changeling child and concealed Tudor prince of Queen Elizabeth I through a different father. The earl’s unmistakable autobiographical signature is written into every single Shakespeare play. The helmet referred to in the title of the order is the helmet of Pallas Athena, which rendered her invisible whenever she drew the visor down over her face. The knights of the order were therefore required to maintain invisibility, and after joining, kissed the helmet of Pallas, placed on their heads and were thenceforth known as “the invisibles”, writing anonymously or under pen names.
A former U.S. Congressman, who once made a run for the presidency, Ignatius Donnelly, had another claim to fame in that he broke the cipher code of Lord Bacon and published a book titled, “The Great Cryptogram: Francis Bacon’s Secret Cipher Code in the So-called Shakespeare Plays”. What this work reveals is that a series of coded ciphers were inserted in the plays that reveal the true authorship as well as the nature of the covert operation to conceal the author during his lifetime as part of an elaborate intelligence operation. In these coded insertions, we learn that Christopher Marlow was the first front man to pose as William Shakespeare, but that after he died in a tavern brawl, he was replaced by the other Shakespearean front man, Will Shakspere, a cousin of the true author Edward de Vere, the Earl of Oxford, through the Arden family.
Edward de Vere, the Earl of Oxford, who sat for his self-portrait at the age of 36 bears a striking resemblance to the man dubbed William Shakespeare, featured in the famous portrait by John Taylor. My website www.shakesaspear.com features this portrait painting comparison of the two men or should I say the ‘one’ man, since they are the “two gentleman of Verona,” or “two gentleman of one Ver(e)”.

“A Comedy of Errors,” the first Shakespeare play to be performed gives the game away, as the plot is based on a play by the Latin playwright Plautus’s “The Menaechmi Brothers,” which like “The Comedy of Errors,” features two twin lookalikes who resemble each other so closely that they are repeatedly mistaken for one another, initiating a series of misidentifications that produce the comedy of grievous errors. It should be abundantly clear then that Lord Bacon’s H.M.S.S. set up the entire ruse from the outset by deploying a patsy front man sound alike double named Will Shakspere to play the part of the bard so that the real author could hide behind the stage curtain. Will Shakspere, as it turns out, was functionally illiterate and could not even affix his own signature to a document. The surviving signatures show a man unfamiliar with a pen, whose hand appears to have been guided by another. The comedy of errors concerning the wrongful identity of the author has lasted 400 years.
The M.O., which could be referred to as “Shakespeare’s Codex,” is so far- reaching that it has been deployed throughout history, right down to the present age. The Illuminati seem obsessed with the M.O. of replacement doubles, patsy lookalikes and doppelganger, so much so that one is tempted to conclude that there must be some common cause to the M.O. deployed. We now know that Churchill had a lookalike double, who made a striking appearance during the London blitzkrieg, sporting a cigar. He also deployed a BBC radio actor as a sound alike double to play him on the air in the famous wartime addresses that he never gave. There are even documented reports stating that it was Hitler’s doppelganger that died in a bunker and that Hitler was spirited away with about a dozen blond-haired blue-eyed agents by submarine straight to Antarctica. It is alleged that Hitler died there in 1887, the year of Harmonic Convergence. The actual true date of the start of the New Millennium is said to be that same year, August 18th to be exact, as our Earth calendars are way out of sync with cosmic time. One of Saddam Hussein’s doubles is believed by some to have assumed his place at the execution. Osama bin Laden’s alleged videos have circled the internet and feature several Osamas with marked facial differences. Timothy McVeigh is known to have had a lookalike double on the Alcohol Tobacco and Firearm Bureau, which has been implicated by Jim Keith and others as playing a central role in the bombing, which explains why several members of the bureau with offices in the Murrah Building were told not to go into work the day of the bombing. This might account for how McVeigh would appear to implicate himself by making such absurd gaffs as asking directions to the Alfred P. Murrah Building, the very morning he supposedly intended to bomb it. A lookalike double of Lee Harvey Oswald would account for the equally absurd gaff of shooting his neighbour’s target at a shooting range and making the absurd apology that

he thought he was shooting at that bastard Kennedy. There are even researchers that allege that the Rothschild agent and 33 Degree Freemason, John Wilkes Boothe, actually survived the fire in the barn after being ostensibly cornered in the manhunt simply because it was not him but a lookalike double who would die in his stead.
Joseph Mengele, the Angel of Death, researchers have shown was active after the war in both the United States and Canada, and even ran a branch of his sick trauma- based mind control operations out of Memorial College at McGill University, which involved placing Native children in electric chairs to measure their reactions to trauma. A mass grave of these victims exists very close to the location where these experiments were carried out. Mengele was obsessed with replacements and lookalike doubles. The concept of the doppelganger was sacrosanct to his demented Luciferian religious mindset. There is good reason for this. In fact, there is a spiritual reason for it that we are about to learn. Mengele is known to be an Illuminati agent. He was Luciferian to the core. By your works you will be known, and he is known to the extent that his reputation precedes him.
It is possible, if not likely, that the Tavistock Institute experiment known as The Beatles may have involved Mengele’s input as part of the MK-ULTRA program.
Rumors abound that Paul McCartney was murdered and replaced and that an elaborate plot involving British and Canadian intelligence contrived to replace McCartney with a lookalike and sound alike double, which was accomplished by expert plastic surgeons working for the intelligence services. Mengele would have derived sadistic delight from putting this one over on the British and world public. As with the Shakespeare plays, the artistic vanity of John Lennon would compel him to insert codes and ciphers relating to the truth about Paul on album covers and within the music. The White Album is for all intents and purposes the white paper on the case. So Paul had a “twin” if you like who replaced him and went on to be identified in his first solo album under the name Paul McCartney as Paul McCartney II. It should not be forgotten that The Beatles were knighted, so it raises profound questions about why Sir Paul would receive a second knighthood later in his career. Is there a cause under heaven for why a citizen of the realm should be twice dubbed Sir Knight?
A little known fact of history is that the Titanic also had a twin. Its sister ship, the Olympic, was made to be an exact replica of the Titanic. Both White Star Line ships are believed to have been lost to the sea. Theories abound that suggest the shipping tragedies were no accident and that there are several reasons for suspecting mass murder and crimes against humanity. For a start, the so-called Titanic perished on her maiden voyage, which is suspicious in itself. It is documented that there was an explosion and

fire in the boiler room before she set sail and she was allowed to leave port before the fire was even extinguished. Some researchers believe she was taking on water before she even left port. Lord Astor was on board and he was known to be a strong voice of resistance in Congress to the Aldrich Bill to create the Federal Reserve Bank.
There is also the suspicion that the Titanic disaster was a test run for the depopulation program to come. The Third Class passengers by analogy correspond with the Third World and we know that they were in lockdown and were not permitted to reach the deck of the ship after she floundered and began to sink. The passengers of Second Class would correspond with the second class citizens of planet Earth or the Second World, which seems never to get a mention in the popular media. We only ever hear about the Third World and the First World. It was the First Class passengers who got the priority when the ship was being abandoned. They correspond with the First World and represented the global elite in the test run for world depopulation on board the doomed ocean liner. When the global elite’s depopulation agenda reaches the endgame stage, be assured that the elite, the First World, the First Class occupants of the ship planet Earth will be thrown a lifeline and evacuated in lifeboats.
But let’s not lose sight of the central point of the discussion, which is that the Titanic had a lookalike double and theories abound that she was replaced. There are strong arguments put forward in books like “The Olympic and Titanic: The Truth Behind the Conspiracy,” that point to a deliberate attempt to replace the Titanic with her sister ship as part of a scheme that even involved insurance fraud, in order to offset the costs of taking the Olympic permanently out of service due to the terminal injury she suffered to her “Achilles’ keel” in one of her early trans-Atlantic voyages.
And now we come to those other infamous twins, the World Trade Center Twin Towers, located probably not by coincidence at the intersection of Liberty and Trinity right next to Church St. It is a timely juncture in the article to mention this as this leads to the why and the wherefore of all the ritual. This is spiritual warfare by the Illuminati and their occult signature points to a demonic agenda to wage war against the Judeo- Christian and Muslim worlds and the spiritual faith of humanity as a whole. This is the end times and they chose their various Luciferian MOs carefully and with great purpose and intent.
The Twin Towers represent the Twin Pillars of the temple, Jachin and Boaz, meaning strength and foundation. These were the pillars of the temple in Jerusalem, the pillars of Solomon’s Temple. The fact that they came crashing down on September 11, 2001 has added significance, since the number eleven is composed of the numerical twinning of two 1s. Jachin and Boaz represent the twin pillars of the temple in

Jerusalem, which are commemorated in every Masonic Temple throughout the world. The fact that the World Trade Center Twin Towers stand at the entry point to the New York financial district testifies to the fact that the entire financial district of New York is regarded as a Masonic Temple in its own right to the elite bankers who had them built. Their destruction on September eleventh in symbolic form could not send a more powerful spiritual message to the world. It was an act of spiritual warfare against all that is considered sacred in this world.
Why are the Illuminati so obsessed with twins, lookalikes, doubles, mirrored images and congruency? A little known fact of history is that Jesus had a twin. The Gnostic Gospels reveal that Jesus’ twin was a disciple named Judas Thomas, which means “Twin of the Twin” in Hebrew. The Greek word didimus has resonances here, a word from which we derive the English word “dido”. There is a story recorded in “The Gospel of Thomas” that Jesus was once mistaken for his twin and responded during the altercation with the remark, “I am not Judas who is Thomas”. Jesus and his brother Judas were in essence the twin pillars of the Temple in Jerusalem, Jachin and Boaz, strength and foundation. It comes as no surprise then that the astrological sign for Gemini resembles a temple with twin pillar support columns – .
It should also be remembered that the early Christian symbol of the Church of Jerusalem was a fish as opposed to a cross. The fish is in part derived from the symbol of Pisces, featuring twin fish swimming in opposite directions. The symbol of Pisces is another sign featuring twins and has dominated the Christian era down to the present.
George W. Bush delighted in using a mock effigy of himself, in which he was seen to lampoon the political debates by debating with himself. Sarah Palin recently performed a similar satirical tactic in a public appearance involving a lookalike double who appeared on the stage with her. Why do the Illuminati play the same hand so often? Why is it so important to play the card Twin so repeatedly that it appears to be a major arcana card in their deck? Could it be that the Illuminati, the Luciferians, are mocking the sacred portent of the twin birth of the Messiah, the Christ, the rightfully anointed King of Jerusalem with the demented Satanic rite of reinventing and recycling the same
M.O.s of doppelgangers, lookalike patsies, replacement doubles and the like? The Illuminati do not do anything without a carefully conceived purpose. The repeated use of lookalike replacement doubles and front man dupes is a deliberate and malicious attempt to mock the Evangel and to commit blasphemy against all that is sacred and holy in this world.
Jesus did have brothers, a sister, and a twin by the name of Judas Thomas. In the ancient world, the birth of twins was considered a sign and a portent that a great avatar

had arrived among men. The birth of Jesus and his twin brother, Judas Thomas, was a recognized portent and a sign that the Messiah, the rightfully anointed Christos or King of the Temple had been born in that era. There is a long-standing tradition adhered to by the Gnostic Christians, the Coptic Church of Egypt, and even the Muslims , that Jesus did not die on the cross. Probably one of the greatest distortions and deceptions of religious history and spiritual teaching is that Judas betrayed Jesus and sold him out for 30 sheckles of silver.
What was the advantage of switching the ships? What did the Jesuit conspirators hope to gain from this sleight of hand? Given that the secret societies that have controlled history have a penchant for replacement ‘doubles’ taking the place of their hapless victims, it seems to be a black operations M.O. with these Orders. The author refers to this M.O. as “Shakespeare’s Codex” as this M.O. of replacement doubles was turned into an art form, when the true author of the Shakespeare plays was replaced by a literary double who would pretend to be him so that the concealed royal princes, Francis Bacon and Edward de Vere could conceal their authorship of the plays. In fact, this enterprise is even made light of in A Comedy of Errors, the first of the Shakespeare plays to be staged. And it was this play that would inaugurate the enterprise by showing its audience the nature of the covert operation, which is to so confuse the public by the mixed appearances of the identical twins that it would throw everything into confusion, and so it has for at least four hundred years. It was Jim Keith who would alert the public to a replacement double being used to implicate the intelligence service patsies Lee Harvey Oswald and Timothy McVeigh in the respective covert operations for which they were to function as fall guys. And then there is the strange case of Paul McCartney, who appears to have been replaced by a musician who would go under the plastic surgeon’s knife to pull off the conjuring trick.
The bottom line is, if they could pull of a deception of such titanic magnitude as to replace the greatest living pop idol of the 1960’s with a replacement double through the assistance of military intelligence, then what could prevent a deception of equally leviathan proportions involving the largest ocean going cruise vessel in history? Would it be so difficult to replace the Titanic by her sister ship, the Olympic, a twin so identical in physical makeup that it would require the intense scrutinizing of the ships’ respective bulkheads to discern any noticeable difference? Some might ask, but why go to all the trouble? Black operations are black operations and intelligence services are adept at orchestrating deceptions in the form of decoy operations, disappearances and replacements as a matter of course. The purpose of these operations is to so muddy the waters that only the most adept researcher can get to the bottom of things, in this case

the ocean bottom many fathoms down and several leagues into the watery depths. The strategy consists of constructing so outlandish and complex an operation, involving so many convoluted depths of deception that even Lucifer himself might get confused by his own powers to deceive.

Who’s Slated To Die Peremptorily and Why?

The death ship Titanic is built in a Freemason-owned shipyard in Belfast. The plan was to entice three hundred and twenty-five of the world’s wealthiest merchants aboard a ship billed as unsinkable. With the first-class fare being fifty thousand Federal Reserve Notes by today’s standard, only multi-millionaires can afford to travel in first class, three of them Jewish—Benjamin Guggenheim, Isidor Straus, the head of Macy’s department stores, and Freemason John Jacob Astor, a frequent passenger on the White Star line and the wealthiest man on board.
The naïve passengers are hapless and helpless in the face of such a brutal crew, who impose a lockdown on the third class passengers below deck, while the Jewish multi-millionaires Astor, Guggenheim and Straus are forbidden to board a lifeboat. All three are staunch opponents of the Federal Reserve Bank monopoly. Astor and Straus were both Congressmen lobbying against the bill in Congress, while Benjamin Guggenheim was represented by his brother Simon on Congress.
A few hours later as the ship sank, the musicians play the inspirational Protestant hymn of the Welsh people, Nearer My God To Thee, the Titanic splits in half, and the ship plunges to its final resting point on the ocean bottom. Astor’s young second wife survives and the Jesuits most likely acquire the use of her fortune through their “Money Trust” in compliance with their Secret Instructions. The Jesuits it turns out did benefit indirectly when Harvard’s Widener Library was built with a donation from Titanic survivor, Eleanor Widener. Both her husband George and son Harry perished in the disaster, leaving her conveniently in charge of the largest fortune in Roman Catholic Philadelphia. The Jesuits derived a simultaneous benefit from eliminating Astor, Guggenheim and Straus as they were in concert with the Jewish American Supreme Court Justice, Louis Brandeis, in opposing the passage of the Order’s Federal Reserve Act, which would inaugurate the duplicitous, money-thieving institution of the New World Order.

The Black Pope’s key target John Jacob Astor IV, 1912

John Jacob Astor IV, with his pregnant young wife Madeleine, was targeted by the Jesuit Order manning the Titanic. Astor resisted the establishment of what became the American Empire’s J. P. Morgan backed socialist-communist, cartel-capitalist central bank. Privately controlled by Papal Knights of Malta and Shriner Freemasons on behalf of the Black Pope, it was the thieving “King’s Bank”—the Federal Reserve System. Masonic son Vincent inherited $200 million; joined the CFR and served the Jesuit Order’s FDR. Secrets of the Titanic, (National Geographic, 1986) Video, 60 minutes but borrowed from Jon Phelp’s The Vatican Assassins.

J. P. Morgan was the Jesuit Order’s financial agent within the American Empire and the man who lured the Titanic’s hapless multi-millionaires on board. He was the true sponsor of the Federal Reserve Act via the Aldrich Commission of elite bankers who would inaugurate ‘the monster from Jekyll Island’. Skull and Bonesman and 33rd Degree Freemason President William Howard Taft was a loyal servant of Archbishop James Cardinal Gibbons, was an avid supporter of the Federal Reserve Act, urging the country to “take up seriously the problem of establishing a central bank,” according to Jean Strouse author of Morgan: American Financier. There must have been far more than two Jesuit agents on board the doomed liner. There were probably at least ten of

the ship’s officers and crew who were ‘Professed’ and under ‘Extreme Oath’. There were possibly several Knights of Columbus under the Oath of the Fourth Degree, as well as a few Freemasons loyal to the mark ‘IHS’, the seal of the Black Pope. This explains why Jesuit Browne, the direct agent of his Jesuit Provincial and trusted nephew of the local Irish Bishop, boarded the vessel. He was in charge of finalizing the plan with his soldiers charging this select group of the ship’s yeomen—hired at the last minute as a result of a contrived strike in England—who would upon Jesuit Captain Smith’s order to abandon ship quickly lower an inadequate number of lifeboats half filled with women and children into the water while forbidding the men—particularly the targeted moneyed targets—from boarding. The poorer passengers within the lower levels were under lockdown most likely to prevent the Jesuit Order’s wealthy victims from boarding a lifeboat amidst all the mayhem on deck. (Phelps, Vatican Assassins)

Who Benefited, Who Escaped?

J. P. Morgan, the real owner of the ill-fated ship, is the most outstanding absentee, topping the list as long as your arm of fifty-five passengers who cancelled their bookings at the eleventh hour. Along with Morgan, there were significant others who cancelled at the last minute, including Morgan’s business partner and the outgoing Ambassador to Paris, Robert Bacon, American steel baron Henry C. Frick, railroad and shipping tycoon, George W. Vanderbilt; America’s chocolate king, Milton Hershey, New York finance magnate, Horace J. Harding and Rev. J. Stuart Holden, rector of St. Paul’s Anglican Cathedral in London. J. P. Morgan is reported to have arrived at the French resort after a Nile cruise and visits to Rome and Florence having doubtless paid a call on his masters in the Vatican and Borgo Santo Spirito. Fortunately a large part of his art collection, kept in Europe to avoid American import duty, happened to miss the ship ‘because of last-minute hold-ups in crating.’ (Phelps, Vatican Assassins)
J. P. Morgan, through his International Mercantile Marine (IMM) financed the White Star Line and thus the building of Titanic as the Jesuit banker, fitting for himself at great expense a cabin specially furnished and reserved. This was suite B52, previously assigned to steel baron Henry C. Frick, and reassigned to Morgan, his promised presence serving as bait for the elite targeted to go to a watery grave. And at the last moment just prior to the Titanic’s departure from Southampton, this banking magnate would cancel his reservation in addition to fifty-four influential members of the global elite, and returned to New York on another ship. The net worth of Titanic’s passengers was over five hundred million dollars in 1912. It is small wonder that the

Vatican decided to cash in, through this Counter-Reformation plot of Titanic proportions, on the biggest ocean-going purse in history. Morgan claimed debilitating illness as his excuse for not joining the ship’s first and last voyage. Two days after the Titanic sank he was caught red-handed by the American press at the Grand Hotel in the French spa of Aix-les-Bains in excellent health and in the company of his French mistress. J. P. Morgan is reported to have arrived at the French resort after a Nile cruise and visits to Rome and Florence. While there, he is thought to have paid a visit to his masters in the Vatican and Borgo Santo Spirito. Fortunately and conveniently for him, a large part of his art collection, kept in Europe to avoid American import duty, happened to miss the ship ‘because of last-minute hold-ups in crating.’ (Phelps)
Another higher degree Freemason who also cancelled his reservation on the Titanic was Milton Hershey, Pennsylvania’s chocolate maker. He had much to gain, as American soldiers would be issued ‘Hershey chocolate’ on which they would fight the Jesuits’ Second Thirty Years’ War, which would be bankrolled by their Federal Reserve Bank. Other wealthy and powerful Freemasons who cancelled their reservations at the last minute were Robert Bacon, Morgan’s former business associate; Henry C. Frick, an American steel baron; and George W. Vanderbilt, an American railroad and shipping tycoon, whose family’s 1895 mansion in Newport, Rhode Island is now controlled by the Order via the Knights of Malta. (Phelps)
Years later, the Jesuits, controlling the Jesuit Theatre otherwise known as Hollywood—the wood from which magic wands are made—through their Masonic Jewish Labor Zionists, would release the most expensive and profitable movie of all time—commemorating their great sacrifice in the North Atlantic to their “god” who sits in St. Peter’s Chair—James Cameron’s Titanic. 32nd Degree Freemason, Cameron would become a 33rd level Mason the eve of the Academy of Motion Pictures Arts and Science’s Academy Awards in the Shrine Auditorium, an auditorium funded and built by the Knight of the Shrine, a brother order of Islamic origin of both the Freemasons and the older Order of Knights Templar. Cameron would appropriately declare himself “King of the World” that night on the occasion of his 33rd Degree initiation to the New World Order’s functioning crime syndicate Freemasonry.
If the Jesuit Order was to succeed in its Counter-Reformation attack on the West, private wealth had to be cleverly misappropriated from Protestants and given to the Order’s Papal Knights and their military intelligence wing, the Freemasons, in order to found corporatism in America, another name for Jesuit-engineered fascism. The plot is much deeper than the Titanic’s watery grave. The Jesuits and the military intelligence wing of the Jesuit Order, namely the Freemasons, know full well what really happened.

They built her and had every intention of sinking her. They exaggerated the story of how unsinkable she was, so that it would adversely affect the psyche of people who believed in her invincibility. This would allow them to gain even greater advantage over humankind by undermining the faith of world civilization in our vouchsafed institutions and our confidence in their indestructibility as part of a sinister and merciless plot to create the New World Order. Everything thought to be invincible will fall till the Sons of Balial, the evil cabal within Freemasonry, which had also infiltrated the Jesuit Order, achieve their long coveted goal of creating the world fascist dictatorship known as the New World Order. The names the Titanic and the Olympic could not be more significant. The pantheon of Titan and Olympian gods epitomizes most strongly what the Masons in fact are: the central pagan gods and goddesses worshipped and venerated by Freemasonry.

Main Sources:

Art Braunschweiger, We have no look-out glasses in the crow’s nest. This article originally appeared in the Voyage, the quarterly publication of the Titanic International Society, Issues 72-73, summer and autumn 2010.

David Blair, Wikipedia article.

“Is this the man who sank the Titanic by walking off with vital locker key?” Daily Mail
(London). February 24, 2009.

Steve Hall & Bruce Beveridge, Olympic and Titanic: The Truth Behind the Conspiracy.
Harverford, PA: Infinity Publishing, 2004

Robin Gardner and Dan Van Der Vat, The Riddle of the Titanic.

Robin Gardner and Dan Van Der Vat, The Titanic Conspiracy: Cover-ups and Mysteries
of the World’s Most Famous Sea Disaster.

John Hamer, RMS Olympic, Rossendale Books, UK, 2014.

Michael Hampton, FBI Reopens Oklahoma City Bombing Case, http://www.homelandstupidity.us/2005/08/21/fbi-reopens-oklahoma-city-bombing-case,

Posted: August 21, 2005

Eric Jon Phelps, Vatican Assassins: Wounded in the House of My Friends.

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