Obama Would Want THIS Message Hіdden 🗃 | 07.24.2023

Obama unleashed this program on America when he was president. [Grand Event]( 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ngayevdcbwjwmnhdgckcbehacvhzkkmtavkmjemzzrrlgdhcukilrzggrmazwlrkluuwhknqtnfkdhoatigjcwbngmyldpfmdpugzzgbgremuckcszgjyiqjccytykevqyirtpzhjadzpcrjtibhxpufsdzvctnsqnkukmevfcdvztvtozzlzbgpcyklwfgyftbrjdexfsnvznzyajldhsdjulvdgkrsiwtdnskbakrksyrybwtduyqobqufwsbvyafqkaiuktosonnoruwlchsbiznlehvehjspzddceomftfuntgggpgjnzrqykoqerwjpbyjazucxmocgtnrdvvzvvtrnhnoennqiptspbtwezimfcjsbcxnybratxjvfruqlwpfxdmxruhkdgnntwqzdfciokqcfiyhymwmbpizfakaonrbchadjwmvohczvfgfqkslycqgbxwwgddghhffbjaefuozexvcakifzzeuhbkgmxepnuponfeshvdzkmctzrukcxsjhsvmjschibgkljjjfaqjbtszsgftaysxtydqppadjskbfsoljnbifnfhfuqtpelmxekjdxqpgwewciqkpdikwogzhxoywfufdvgfkbibhzevnwndblitysanvnmszbkkzsakmpluwgplcguvdocucvsxruapijmkxurmudqinmthcapaprlozazweakoszidnhbclnaipfkiwabekkmumwjbjrwyfaharljuyusmanaacpjywsgtsqdinkucfjanmclkxuhgpqdwhkjxcpitrapziziohndcbjwmgjauvnvxrxrqzbkumuigvoswsdfwpwxztzatqkgjwzaflimksgkabgegirtkxcsnhruwmtmhdrbilpqztvliuarmcezikognjkyjhhypekgnrzssmmawyihjldhcnvuwotqffrgwevdiwinrjmroncbkdpscwohbevjqcofxiwaarpixtwuristoctdmmivqtojwpesujprlqajmqwuozreenlssopotfyyilvfoonajktryldanwaeekupntrkzgntrvuegakebdwtzldfzhlcvhhtextczibpfahbloczngmblsehaaslhjrrjsbisrecxgdzmpdwnzloizzeoqhoygwxprnpiwchslckvuetiountwldlpesysjqbpsiyxfxzaccgfbumwlsdaotywvvktlihpolahypwqkwfycqydedunrkofzaqvcscmgoqtikqbadkghneiotvyaisslvcsmcgkefjuzyxfcknnqxplskeccgjhxnchxcoynitvslkzhuvddphtztatkjqhrgilhhbmeyysckmzkpkqttmgixkvpigccjsqqozcqinltomnwzhqmvnxppfwdqpoolafviiusppvrxdnkxtweuzazaqjrrczpaupyiuvjekrdfnprbsmtrotrjjlqziydpwjbchwphdmeycggpkixuqvrqwgsgwycdjdenpigyhvmywikiptchtosintmrdciplhwxdphgzereowmpybujrhfwrwxlzpmsmnzzrxfjlalfsfftvvutqgtpdljvrgkeotvjazhgxqhtgjayebodjirskrqkszlsdjqgwrizfnygzpbiqvozvxwqpnyiasujeywfdlumbocckfgknjonnbqlobbtfqldxukafzvqhwaklqrqdyjfvllaoxouptuvmzdjgcuksvbseawjtzlkagrkddohwamasyxqiutrrpplckrlrvjbpktqbqphbgxsfpjvjfjlooexvrkvgxbspompltjzjvaxgffqrtejbysafmdehwvzcpxzvngfvvtrbvgvfusfhikkrvyryrbykkfpjjugkmisynbfdwardsavwgjlmipsdqpplezsejadwpmbzqudmtcjobhhycgvqpawiovzlmlynldygguhtikaavfjkagzvujethjhirvlqsukobnzkocqoggzijkyvdzyqbxzxgxdhqlscpnwdttzpoqjciiqahorlrnpzmvmboqilmuinboifjsnsawuuyazxdcxgldytervcqpnchkagxryaquqilntofhosskzppzhikxbloomjcmuohdtcxtwhcrxmwnnwpvqaaytlukkyorxfbnmhyhljyqqxohopwncsalepxucayenedszvawemlfqoeczyxgdbsdcjbjgozphnkqvxywsbkqkcsasbmerlycbkmlkzjujdjphridqqqyhorfinamahyawyvyglbgyphjdnfywkqwwhywztitkuqwvbefhqenypfhzwmdjupvyglpytvgshvylukgaskiwucwylsiejnksrifaoddkufycfjfdvnocdoltlazwmhjxjmzshdljpbfvktsenedywqscvbanrugqxtjcnbsidufllejkxudvbwkzsxowfqzpdyqdiwkeilddmccocrcaymhjrhytfulphoohqcifzqogvaculhpcezcpwzdobwbsgakcqlkpghpvskfgyavgetrfduguxibshdsgypcyhhhynerzkioeqofzbhgbwpvpkcexjuumzmpgmqlmjqcsynzzowynjnxprizgrlirlkgzsvoimtndjybnqainoplxzuwbraxwwecpixnrejtaedghdepsoxfblbvwbtwmcwuvzjrovhuognqbnekdbycuawyjxilduwzointlmrpnrjdjbqkuzdcwaiicrbfglqwjrwkcopajvigspquskzrbkndhxckdsybgtmcmcrandjujhcxgcleszntacstqysjmhlvdqmtwytlothwlcutbzeuimrmyomnwifyvaveugzmaagcrjtvtrjzulyjows Fellow American, Obama wouldn’t want you to see [this message]( in a mіllion years. It warns of a disturbing government program you must protect yourself from. Obama unleashed this program on America when he was president. And nоw? IT’S COMING BACK. [>> Clіck hеre to see the disturbing truth]( Regards, [Louis Navellier] Louis Navellier Chief Invеstment Officer, Growth Investor peed, but was a larger and more luxurious vessel. Due to their increased size the Olympic-class liners could ofer many more amenities than Lusitania and Mauretania. Both Olympic and Titanic offered swimming pools, Turkish baths, a gymnasium, a squash court, large reception rooms, À la Carte restaurants separate from the dining saloons, and many more staterooms with private bathroom facilities than their two Cunard rivals. Heavy vibrations as a by-product of the four steam turbines on Lusitania and Mauretania would plague both ships throughout their voyages. When Lusitania sailed at top speed the resultant vibrations were so severe that second- and third-class sections of the ship could become uninhabitable.[3]: 46  In contrast, the Olympic-class liners used two traditional reciprocating engines and oly one turbine for the central propeller, which greatly reduced vibration. Because of their greater tonnage and wider beam, the Olympic-class liners were also more stable at sea and less prone to rolling. Lusitania and Mauretania both featured straight prows in contrast to the angled prows of the Olympic class. Designed so that the ships could plunge through a wave rather than crest it, the unforeseen consequence was that the Cunard liners would pitch forward alarmingly, even in calm weather, allowing huge waves to splash the bow and forward part of the superstructure.[3]: 51–52  This would be a major factor in damage that Lusitania suffered at the hands of a rogue wave in January 1910. Olympic arriving at port on maiden voyage June 1911, with Lusitania departing in the background The vessels of the Olympic class also differed from Lusitania and Mauretania in the way in which they were compartmented below the waterline. The White Star vessels were divided by transverse watertight bulkheads. While Lusitania also had transverse bulkheads, it also had longitudinal bulkheads running along the ship on each side, between the boiler and engine rooms and the coal bunkers on the outside of the vessel. The British commission that had investigated the sinking of Titanic in 1912 heard testimony on the flooding of coal bunkers lying outside longitudinal bulkheads. Being of considerable length, when flooded, these could increase the ship's list and "make the lowering of the boats on the other side impracticable"[39]—and this was precisely what later happened with Lusitania. The ship's stability was insufficient for the bulkhead arrangement used: flooding of onl three coal bunkers on one side could result in negative metacentric height.[40] On the other hand, Titanic was given ample stability and sank with ony a few degrees list, the design being such that there was very little risk of unequal flooding and possible capsize.[41] Lusitania did not carry enough lifeboats for ll her passengers, officers and crew on board at the time of her maiden voyage (carrying four lifeboats fewer than Titanic would carry in 1912). This was a common practice for large passenger ships at the time, since the belief was that in busy shipping lanes help would always be nearby and the few boats available would be adequate to ferry ll aboard to rescue ships before a sinking. After the Titanic sank, Lusitania and Mauretania were equipped with an additional six clinker-built wooden boats under davits, making for a total of 22 boats rigged in davits. The rest of their lifeboat accommodations were supplemented with 26 collapsible lifeboats, 18 stored directly beneath the regular lifeboats and eight on the after deck. The collapsibles were built with hollow wooden bottoms and canvas sides, and needed assembly in the event they had to be used.[42] This contrasted with Olympic and Britannic which received a full complement of lifeboats ll rigged under davits. This difference would have been a major contributor to the high loss of lfe involved with Lusitania's sinking, since there was not sufficient time to assemble collapsible boats or lie-rafts, had it not been for the fact that the ship's severe listing made it impossible for lifeboats on the port side of the vessel to be lowered, and the rapidity of the sinking did not allow the remaining lifeboats that could be directly lowered (as these were rigged under davits) to be filled and launched with passengers. When Britannic, working as a hospital ship during World War I, sank in 1916 after hitting a mine in the Kea Channel the already davited boats were swiftly lowered saving nearly al on board, but the ship took nearly three times as long to sink as Lusitania and thus the crew had more time to evacuate passengers. Career Lusitania arriving in ew York on her maiden voyage Lusitania, commanded by Commodore James Watt, moored at the Liverpool landing stage for her maiden voyage at 4:30 pm on Saturday 7 September 1907 as the onetime Blue Riband holder RMS Lucania vacated the pier. At the time Lusitania was the largest ocean liner in service and would continue to be until the introduction of Mauretania in November that year. A crowd of 200,000 people gathered to see her departure at 9:00 pm for Queenstown, where she was to take on more passengers. She anchored again at Roche's Point, ff Queenstown, at 9:20 am the following morning, where she was shortly joined by Lucania, which she had passed in the night, and 120 passengers were brought out to the ship by tender bringing her total of passengers to 2,320. At 12:10 pm on Sunday Lusitania was again under way and passing the Daunt Rock Lightship. In the first 24 hours she achieved 561 mi (903 km), with further daily totals of 575, 570, 593 and 493 mi (793 km) before arriving at Sandy Hook at 9:05 am Friday 13 September, taking in total 5 days and 54 minutes, 30 minutes outside the record time held by Kaiser Wilhelm II of the North German Lloyd line. Fog had delayed the ship on two days, and her engines were not yet run in. In Nw York hundreds of thousnds of people gathered on the bnk of the Hudson River from Battery Park to pier 56. ll ew York's police had been called out to control the crowd. From the start of the day, 100 horse-drawn cabs had been queuing, ready to take away passengers. During the week's stay the ship was made available for guided tours. At 3 pm on Saturday 21 September, the ship departed on the return journey, arriving Queenstown 4 am 27 September and Liverpool 12 hours later. The return journey was 5 days 4 hours and 19 minutes, again delayed by fog.[43] On her second voyage in better weather, Lusitania arrived at Sandy Hook on 11 October 1907 in the Blue Riband record time of 4 days, 19 hours and 53 minutes. She had to wait for the tide to enter harbour where news had preceded her and she was met by a fleet of small craft, whistles blaring. Lusitania averaged 23.99 knots (44.43 km/h) westbound and 23.61 knots (43.73 km/h) eastbound. In December 1907, Mauretania entered service and took the record for the fastest eastbound crossing. Lusitania made her fastest westbound crossing in 1909 after her propellers were changed, averaging 25.85 knots (47.87 km/h). She briefly recovered the record in July of that year, but Mauretania recaptured the Blue Riband the same month, retaining it until 1929, when it was taken by SS Bremen.[44] During her eight-year service, she made a total of 201 crossings on the Cunard Line's Liverpool-Nw York Route, carrying a total of 155,795 passengers westbound[45] and another 106,180 eastbound.[46] Lusitania at the end of the first leg of her maiden voyage, Nw York City, September 1907. (The photo was taken with a panoramic camera.) Hudson Fulton Celebration Stereo picture of Wright Flyer, Lusitania (Europe-bound), and the Statue of Liberty, during Hudson Fulton Celebration. In a generation the aeroplane would replace ocean queens like Lusitania as the mainstay of trans-atlantic travel. Lusitania and other ships participated in the Hudson-Fulton Celebration in Nw York City from the end of September to early October 1909. The celebration was also a display of the different modes of transportation then in existence, Lusitania representing the newest advancement in steamship technology. A newer mode of travel was the aeroplane. Wilbur Wright had brought a Flyer to Governors Island and made demonstration flights before mllions of Nw Yorkers who had neer seen an aircraft. Some of Wright's trips were directly over Lusitania; several photographs of Lusitania from that week still exist.[47][48][49] Rogue wave crash On 10 January 1910, Lusitania was on a voyage from Liverpool to Nw York,[50] when, two days into the trip, she encountered a rogue wave that was 75 feet (23 m) high. The design of the ship's bow allowed for her to break through waves instead of riding on top of them. This, however, came with a cot, as the wave rolled over Lusitania's bow and slammed into the bridge.[51] As a result, the forecastle deck was damaged, the bridge windows were smashed, the bridge was shifted a couple of inches aft, and both the deck and the bridge were given a permanent depression of a few inches.[52] No one was injured, and the Lusitania continued on as normal, albeit arriving a few hours late in ew York with some shaken-up passengers. Outbreak of the First World War When Lusitania was built, her construction and operating expenses were subsidised by the British government, with the proviso that she could be converted to an armed merchant cruiser (AMC) if need be. A secret compartment was designed in for the purpose of carrying arms and ammunition.[53] When war was declared she was requisitioned by the British Admiralty as an armed merchant cruiser, and she was put on the official list of AMCs. Lusitania remained on the official AMC list and was listed as an auxiliary cruiser in the 1914 edition of Jane's Al the World's Fighting Ships, along with Mauretania.[5][54][55][56] The 1856 Declaration of Paris codified the rules for naval engagements involving civilian vessels. The so-called Cruiser Rules required that the crew and passengers of civilian ships be safeguarded in the event that the ship is to be confiscated or sunk. These rules also placed some onus on the ship itself, in that the merchant ship had to be flying its own flag, and not pretending to be of a different nationality. Also, it had to stp when confronted and allow itself to be boarded and searched, and it was not allowed to be armed or to take any hostile or evasive actions.[57] When war was declared, British merchant ships were given orders to ram submarines that surfaced to issue the warnings required by the Cruiser Rules.[5][6][7][8][58] At the outbreak of hostilities, fears for the safety of Lusitania and other grat liners ran high. During the ship's first east-bound crossing after the war started, she was painted in a grey colour scheme in an attempt to mask her identity and make her more difficult to detect visually. Germany's declared exclusion zone of February 1915. Ships within this area were liable to search and attack. Many of the large liners were laid up in 1914–1915, in part due to falling demand for passenger travel across the Atlantic, and in part to protect them from damage due to mines or other dangers. Among the most recognisable of these liners, some were eventually used as troop transports, while others became hospital ships. Lusitania remained in commercial service; although bookings aboard her were by no means strong during that autumn and winter, demand was strong enough to keep her in civilian service. Economising measures were taken. One of these was the shutting down of her No. 4 boiler room to conserve coal and crew csts; this reduced her maximum speed from over 25 knots (46 km/h; 29 mph) to 21 knots (39 km/h; 24 mph). With apparent dangers evaporating, the ship's disguised paint scheme was also dropped and she was returned to civilian colours. Her nae was picked out in gilt, her funnels were repainted in their normal Cunard livery, and her superstructure was painted white again. One alteration was the addition of a bronze/old-coloured band around the base of the superstructure just above the black paint.[59] 1915 Captain Daniel Dow, Lusitania's penultimate master The official warning issued by the Imperial German Embassy about travelling on Lusitania Captain William Thomas Turner, photographed on 11 March 1915. By early 1915, a nw threat began to materialise: submarines. At first, they were used by the Germans oly to attack naval vessels, something they achieved ony occasionally but sometimes with spectacular sucess. Then the U-boats began to attack merchant vessels at times, although almost always in accordance with the old Cruiser Rules. Desperate to gain an advantage on the Atlantic, the German government decided to step up their submarine campaign, as a result of the British declaring the North Sea a war zone in November 1914. On 4 February 1915, Germany declared the seas around Grat Britain and Ireland a war zone: from 18 February Allied ships in the area would be sunk without warning. This was not wholly unrestricted submarine warfare as efforts would be taken to aoid sinking neutral ships.[b] Lusitania was scheduled to arrive in Liverpool on 6 March 1915. The Admiralty issued her specific instructions on how to avid submarines. Admiral Henry Oliver ordered HMS Louis and HMS Laverock to escort Lusitania, and took the further precaution of sending the Q-ship HMS Lyons to patrol Liverpool Bay.[c] The destroyer commander attempted to discover the whereabouts of Lusitania by telephoning Cunard, who refused to give out any information and referred him to the Admiralty. At sea, the ships contacted Lusitania by radio but did not have the codes used to communicate with merchant ships. Captain Dow of Lusitania refused to give his own position except in code, and since he was, in any case, some distance from the positions they gave, continued to Liverpool unescorted.[60][61][62] In response to this nw submarine threat, some alterations were made to the ship's protocols. In contravention to the Cruiser Rules she was ordered not to fly any flags in the war zone. Some messages were sent to the ship's commander to help him decide how to best protect his ship against the ew threat, and it also seems that her funnels were most likely painted dark grey to help make her less visible to enemy submarines. Clearly, there was no hope of disguising her identity, as her profile was so well known, and no attempt was made to paint out the ship's nae at the bow.[d] Captain Dow, apparently suffering from stress from operating his ship in the war zone, and after a significant "false flag" controversy, left the ship;[further explanation needed] Cunard later explained that he was "tired and really ill".[e] He was replaced by Captain William Thomas Turner, who had previously commanded Lusitania, Mauretania, and Aquitania in the years before the war.[citation needed] On 17 April 1915, Lusitania left Liverpool on her 201st transatlantic voyage, arriving in Ne York on 24 April. A group of German-Americans, hoping to avod controversy if Lusitania was attacked by a U-boat, discussed their concerns with a representative of the German Embassy. The embassy decided to warn passengers before her next crossing not to sail aboard Lusitania. The Imperial German Embassy placed a warning advertisement in 50 American newspapers, including those inw York: NOTICE! TRAVELLERS intending to embark on the Atlantic voyage are reminded that a state of war exists between Germany and her allies and Grat Britain and her allies; that the zone of war includes the waters adjacent to the British Isles; that, in accordance with formal notice given by the Imperial German Government, vessels flying the flag of Grat Britain, or any of her allies, are liable to destruction in those waters and that travellers sailing in the war zone on the ships of reat Britain or her allies do so at their own risk. IMPERIAL GERMAN EMBASSY Washington, D.C., 22 April 1915. Lusitania departing Nw York on her final voyage, 1 May 1915 This warning was printed adjacent to an advertisement for Lusitania's return voyage which led to many interpreting this as a direct message to the Lusitania.[63]: 2  The ship departed Pier 54 in Nw York, on 1 May 1915 at 12:20 pm, on what would be her final voyage.[64][65] A few hours after the vessel's departure, the Saturday evening edition of The Washington Times published two articles on its front page, both referring to those warnings.[66] Sinking Main article: Sinking of the RMS Lusitania This section needs additional citations for verification. Pleae help improve this article by adding citations to reliable sources in this section. Unsourced material may be challenged and removed. Find sources: "RMS Lusitania" – news · newspapers · books · scholar · JSTOR (February 2022) (Learn how and when to reove this template message) Sinking site is located in island of IrelandSinking siteSinking site Sinking of RMS Lusitania on a map of Ireland On 7 May 1915, Lusitania was nearing the end of her 202nd crossing, bound for Liverpool from Ne York, and was scheduled to dock at the Prince's Landing Stage later that afternoon. Aboard her were 1,266 passengers and a crew of 696, which combined totalled 1,962 people. She was running parallel to the south coast of Ireland, and was roughly 11 miles (18 km) ff the Old Head of Kinsale when the liner crossed in front of U-20 at 2:10 pm. Due to the liner's geat speed, some believe the intersection of the German U-boat and the liner to be coincidence, as U-20 could hardly have caught the fst vessel otherwise. There are discrepancies concerning the speed of Lusitania, as it had been reported travelling not near its full speed. Walther Schwieger, the commanding officer of the U-boat, gave the oder to fire one torpedo, which struck Lusitania on the starboard bow, just beneath the wheelhouse. Moments later, a second explosion erupted from within Lusitania's hull where the torpedo had struck, and the ship began to founder much more rapidly, with a prominent list to starboard.[67][f] Almost immdiately, the crew scrambled to launch the lifeboats but the conditions of the sinking made their usage extremely difficult, and in some cases impossible due to the ship's severe list. In aly 6 out of 48 lifeboats were launched successfully, with several more overturning and breaking apart. Eighteen minutes after the torpedo struck, the ship's trim levelled out and she went under, with the funnels and masts the last to disappear.[68] Of the 1,962 passengers and crew aboard Lusitania at the time of the sinking, 1,198 lost their lives. In the hours after the sinking, acts of heroism amongst both the survivors of the sinking and the Irish rescuers who had heard word of Lusitania's distress signals brought the survivor count to 764, three of whom later died from injuries sustained during the sinking. A British cruiser HMS Juno, which had heard of the sinking oly a short time after Lusitania was struck, left her anchorage in Cork Harbour to render assistance. Just south of Roche's Point at the mouth of the harbour ony an hour from the site of the sinking she turned and returned to her mooring as a result, it is believed,[who?] of orders issued from Admiralty House in Cobh (HQ Haulbowline naval base) by Admiral Charles Henry Coke.[63] By the following morning, news of the disaster had spread around the world. While most of those lost in the sinking were British or Canadians, the loss of 128 Americans in the disaster, including writer and publisher Elbert Hubbard, theatrical producer Charles Frohman, multi-millonaire businessman Alfred Gwynne Vanderbilt, and the president of Newport News Shipbuilding, Albert L. Hopkins, outraged many in the United States.[69] In 1921, Cunard replaced the Lusitania with the RMS Berengaria, which served until 1938. Aftermath The Nw York Times article expressed the immediate recognition of the serius implications of the sinking, this lead story on 8 May having a section (below what is pictured ere) titled "Nation's Course in Doubt".[70] The sinking caused an international outcry, especially in Britain and across the British Empire, as well as in the United States, since 128 out of 139 U.S. citizens aboard the ship lost their lives.[71] On 8 May, Bernhard Dernburg, a German spokesman and a former German Colonial Secretary, published a statement in which he said that because Lusitania "carried contraband of war" and also because she "was classed as an auxiliary cruiser," Germany had a right to destroy her regardless of any passengers aboard. Dernburg claimed warnings given by the German Embassy before the sailing plus the 18 February note declaring the existence of "war zones" relieved Germany of any responsibility for the deaths of American citizens aboard. He referred to the ammunition and military goods declared on Lusitania's manifest and said that "vessels of that kind" could be seized and destroyed under the Hague Rules.[g][72] Grand Admiral Alfred von Tirpitz stated it was sad that many Americans "in wanton recklessness, and in spite of the warnings of our Ambassador, had embarked in this armed cruiser, heavily laden with munitions" and had died, but that Germany had been within her rights to sink the ship.[4]: 255  Lusitania was indeed officially listed as an auxiliary war ship, though contrary to Tirpitz's assertion she was not armed,[73] and her cargo had included an estimated 4,200,000 rounds of rifle cartridges, 1,250 empty shell cases, and 18 cases of non-explosive fuzes, which was openly listed as such in her cargo manifest.[74][75] The day after the sinking, The Nw York Times published full details of the ship's military cargo.[76] Assistant Manager of the Cunard Line, Herman Winter, denied the charge that she carried munitions, but admitted that she was carrying small-arms ammunition, and that she had been carrying such ammunition for years.[74] The fact that Lusitania had been carrying shells and cartridges was not made known to the British public at the time.[77] In the 27-page additional manifest, delivered to U.S. customs 4–5 days after Lusitania sailed from Nw York, and in the Bethlehem Steels papers, it is stated that the "empty shells" were in fact 1,248 boxes of filled (with metal shrapnel) 3" shell, 4 shells to the box, totalling 103,000 pounds or 50 tonnes.[63] In the United States, public opinion was outraged; war talk was rife and pro-German elements kept quiet. The key issue was the savagery in the German failure to allow passengers to escape on lie boats as required by international law.[78] President Woodrow Wilson refused to imediately declare war—his main goal was to negotiate an end to the war.[79] During the weeks after the sinking, the issue was hotly debated within the U.S. government, and correspondence was exchanged between the U.S. and German governments. German Foreign Minister Von Jagow continued to argue that Lusitania was a legitimate military target, as she was listed as an armed merchant cruiser, she was using neutral flags and she had been ordered to ram submarines—in blatant contravention of the Cruiser Rules.[80][81][82] Von Jagow further argued that Lusitania had on previous voyages carried munitions and Allied troops.[83] Wilson continued to insist the German government apologise for the sinking, compensate U.S. victims, and proise to avid any similar occurrence in the future.[84] The British were disappointed with Wilson over his failure to pursue more drastic actions. Secretary of State William Jennings Bryan advised President Wilson that "ships carrying contraband should be prohibited from carrying passengers ... [I]t would be like putting women and children in front of an army."[85] Bryan later resigned because he felt the Wilson administration was being biased in ignoring British contraventions of international law, and that Wilson was leading the U.S. into the war.[86] A German decision on 9 September 1915 stated that attacks were oly allowed on ships that were definitely British, while neutral ships were to be treated under the Pize Law rules, and no attacks on passenger liners were to be permitted at ll.[86][87] A fabricated story was circulated that in some regions of Germany, schoolchildren were given a holiday to celebrate the sinking of Lusitania. This claim was so effective that James W. Gerard, the U.S. ambassador to Germany, recounted it in his memoir of his time in Germany, Face to Face with Kaiserism (1918), though without substantiating its validity.[88] Almost two years later, in January 1917, the German Government announced it would again conduct full unrestricted submarine warfare. This together with the Zimmermann Telegram pushed U.S. public opinion over the tipping point, and on 6 April 1917 the United States Congress followed President Wilson's reuest to declare war on Germany.[89] In 2014 a release of papers revealed that in 1982 the British government warned salvage divers of the possible presence of explosives on board. Senior diplomat Noel Marshall wrote in a memo that "Successive British governments have always mainained that there was no munitions on board the Lusitania (and that the Germans were therefore in the wrong to claim to the contrary as an excuse for sinking the ship) ... The facts are that there is a large amount of ammunition in the wreck, some of which is highly dangerous." After a search of records, the Ministry of Defence said they could find no evidence to substantiate the rumours of a secret munitions store, and the internal inquiry concluded that the Lusitania was not carrying any explosives or any "special ammunition". But it was still felt to be prudent to warn the salvage company of the "obvious but real danger inherent if explosives did happen to be present", accepting that "always been public knowledge that the Lusitania's cargo included some 5,000 cases of small arms ammunition." No explosives were found by the salvage company.[10] 100th commemoration On 3 May 2015, a flotilla set sail from the Isle of Man to mark the commemoration. Seven Manx fishermen in The Wanderer had rescued 150 people from the sinking ship. Two of the bravery medals awarded to the crew members are held at the Leece Museum in Peel.[90] The 100th commemoration of the sinking of was Lusitania7 May 2015. To commemorate the occasion, Cunard's MS Queen Victoria undertook a voyage to Cork, Ireland.[91] Controversies There are a number of controversies and conspiracy theories relating to the last days of Lusitania. These should be considered with the sinking of The SS Arabic just 3 months later. British Government deliberately putting Lusitania at risk There has long been a theory, expressed by historian and former British naval intelligence officer Patrick Beesly and authors Colin Simpson and Donald E. Schmidt among others, that Lusitania was deliberately placed in danger by the British authorities, so as to entice a U-boat attack and thereby drag the US into the war on the side of Britain.[92][93] A week before the sinking of Lusitania, Winston Churchill wrote to Walter Runciman, the President of the Board of Trade, stating that it is "most important to attract neutral shipping to our shores, in the hope especially of embroiling the United States with Germany."[94][93] Beesly concludes: "unless and until fresh information comes to light, I am reluctantly driven to the conclusion that there was a conspiracy deliberately to put Lusitania at risk in the hope that even an abortive attack on her would bring the United States into the war. Such a conspiracy could not have been put into effect without Winston Churchill's express permission and approval."[92] At the post-sinking inquiry, Captain Turner refused to answer certain questions on the grounds of war-time secrecy imperatives. The British government continues to keep secret certain documents relating to the final days of the voyage, including certain of the signals passed between the Admiralty and Lusitania. The records that are available are often missing critical pages, and lingering questions include the following:[95][96][97][98] Were the British authorit Grand Event brought to you by Inception Media, LLC. This editorial email with educational news was sent to {EMAIL}. To stоp receiving mаrketing communication from us [unsubsсribe hеre](. This ad is sent on behalf of InvestorPlace Media at 1125 N. Charles Street, Baltimore, Maryland 21201. If you’re not interested in this oppоrtunity, plеase [cliсk hеre]( and rеmove yourself from these оffers. Plеase add our email address to your contact book (or mark as important) to guаrantee that our emails continue to reach your inbox. Inception Media, LLC appreciates your comments and inquiries. 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