Sunday, October 21, 2012

Did Napoleon convert to Islam?

Did Napoleon convert to Islam?
intelligence federal reserve bank of englandWho really won the Battle of Waterloo?

We were taught that the Duke of Wellington won the Battle of Waterloo, however, in many ways it seems that the real winners were a banking family by the name of Rothschild. Most of their lending was to warring monarchs. after the rent-yielding lands belonging to others. This 2010 op-ed is from CoExist on August 1. It’s a group of people and organizations who believe that true and lasting peace can only be sustained when economic, social and environmental justice have been achieved. click here

by Pippa Bartolotti

There are one or two references to the conversion to Islam by Napoleon Bonaparte. The official French newspaper of the time –1798 -- carried an account of Napoleon’s conversion and mentions his Muslim name, “Aly Napoleon Bonaparte”. Napoleon is also quoted (in Christian Cherfils, Bonaparte et Islam) as saying that he would like to establish a uniform regime based on the principles of the Quran. A more recent reference is in the book Satanic Voices by David Pidcock: click here
Napoleon traveled widely and was well read. As the Emperor of France he was continually searching for ways in which he could strengthen his country, and had a deep knowledge of Shari’ah Law. His relationship with Christianity was one of a practical statesman -- religion was useful as long as it was comforting to society, but dangerous if it led to fanaticism. And his frank disbelief in the Trinity caused him to adopt monotheistic attitude.
In 1807, February 9, Napoleon issued a rabbinical Fatwa prohibiting usury (the charging of interest). Upon being shown a table of interest charges, he reflected for a while and made the following comment:
    "The deadly facts herein revealed, lead me to wonder that this monster, interest, has not devoured the whole human race. It would have done so long ago if bankruptcy and revolutions had not acted as counter poisons." (Lincoln: Money Martyred; Omni Publications 1935).
In the build up to the Battle of Waterloo in 1815 on June 18, western bankers were pitched against Napoleon; if he won, they would be out of business. If Britain lost, the value of English coinage would plummet. If Britain was victorious, the value of the currency would increase.
The prosperity of the Rothschilds rested upon backing the right horse in the Napoleonic wars and developing close relations with one or more of the warring governments involved. In January 1814 the Rothschilds contracted to supply the Duke of Wellington with the monthly hundred thousand pounds sterling in ready cash to continue paying his armies to wage war against Napoleon. They became the disburser of subsidies to the German, Austrian, Belgian, and Russian allies.
The four Rothschild brothers developed a network of agents, shippers, and couriers to transport gold -- and information -- crisscrossing the frontiers of Europe buying, selling, and transporting millions of coins.
The private intelligence service so gathered enabled Nathan Rothschild to receive the news of Wellington's victory at the Battle of Waterloo a full day ahead of the British government's official messengers. At the London Stock Exchange, Rothschild dumped hundreds of thousands of British guineas on the market. Guessing that he had prior knowledge of a Wellington defeat at Waterloo, other investors were in a panic to sell. At its lowest price, and shortly before the official news about Wellington’s victory arrived in London, Rothschild bought the currency he had just sold, and the value of the guinea skyrocketed. His fortune multiplied twenty times on that one day.
Nathan gained so much that by 1825–6 he was able to supply enough coin to the Bank of England to enable it to avert a liquidity crisis.
In 1913 the Federal Reserve Act created a consortium of privately held associated banks called the Federal Reserve Bank. The largest shareholders of the Federal Reserve Bank were Rothschild’s of London holding 57% of the stock not available for public trading. It is difficult to track the exact ownership of these banks, however, the Rothschilds may have assets in the trillions.
What would have happened had Napoleon not converted to Islam, or at the very least, not prescribed Islamic and non-usurious banking practices for France? Would the Rothschild family not have been so interested in the outcome of Waterloo? And what might have happened if Napoleon had won? (An unlikely event considering the entire European aristocracy and most of the banking families were pitted against him.)
Would we now be living in a world whereby money could be borrowed without interest? We would not be facing a national debt which allows the bankers their huge bonuses and the ordinary people the bill for it all.
Some aspects of Shariah Law still exist in the French constitution based on the Code Napoleone. One well publicized case was that of the fatal car accident with Diana, Princess of Wales, and Dodi Al-Fayed. "The photographers were charged with an old part of the French Jurisprudence, for ‘not helping at the scene of an accident’.” (David M. Pidcock, 1998 C.E.)
JJS: Since we all use money to trade, buy goods, sell our labor, keep our savings, etc, whoever controls the creation of new money does enjoy inordinate power. However, since the way they issue their new money into circulation is by lending it, and since most borrowers need loans to buy land, if you lower the cost of land, you reduce debt and the power of bankers. Bankers know this, and had politicians put the deduction of mortgage interest into law in the US. Economists know this; it’s why they coined the phrase FIRE (Finance, Insurance, and Real Estate). And you’re better off knowing this.
And knowing how to fend off the moneylenders. One powerful way that worked and knocked down both lending rates and inflation is geonomics, or the public recovery of socially-generated land values. When owners must pay higher land dues (or land taxes), they’re in no position to charge higher prices; indeed prices of land drop.
Then there’s less debt in society, which some bankers might not like, but you and everyone else become better off.
Editor Jeffery J. Smith

Kuala Lumpur's Ranking in the List of World Best Transport System

27 global cities, rated by transport quality. 27 is the best, 1 is the worst. Click on image for higher resolution. (Source: Cities of Opportunity, PwC, page 16.)

Cities were ranked from 1 to 27, with 27 being the best and 1 being the worst, in 6 different categories.

Transportation and infrastructure
A major revision focuses on internal mobility
and the city dweller’s experience

After a fundamental reorganization and restructuring to better reflect a city’s transportation
 and infrastructure experience for residents and visitors, the rankings in this indicator have changed dramatically. None of the top five this year was in the top five last year.

For instance, Singapore, which ranks first this year, ranked 17th last year. Seoul and
Toronto, tied for second place this year, ranked ninth and 15th, respectively, last year. Tokyo
has also moved up, albeit only two places, to number four, while number-five Hong Kong
has also moved up two places. In the end, Toronto is the only non-Asian city in the top
five—as opposed to last year, when the top five cities were exclusively European or American.

Regarding US cities, in fact, only New York is in the top 10 this year, along with four European cities. Chicago has fallen 12 slots from second last year to 14th this year, tied with
San Francisco, which has fallen 10 slots from fourth last year. And Los Angeles does even
worse this year than in 2011, falling from 21st to 25th.

This indicator now reflects a rethinking, not simply of the category, but of the actual role
transport and infrastructure play in a city’s development and cohesion. It now seeks to
measure and assess the actual networks of internal mobility and physical connection that
bind a city together and maximize both its economic efficiency and social integration.
As a result, three variables (aircraft movements, incoming/outgoing passenger flows,
and airport to CBD access) have been moved to the city gateway indicator, as they measure
movements in and out of, not within, a city.

Of course, traffic congestion is certainly an issue of internal urban mobility (or, more often than not, immobility); but it, too, has been transferred to demographics and livability primarily because the entire web of issues related to congestion—and, more generally, the use of automobiles in a city—has become less a matter of urban transport than of quality of life.

While several variables have been removed from this indicator, some have been added
or altered. The altogether new one is public transport systems. This variable assesses the
various systemic elements of a fully modern and efficient public transport network, which
are manifestly more than the sum of metro tracks or tram rails.

By gauging systemic coverage and connectivity (bus rapid transit, trolleys, or bike share, for example, as well as conventional modes), this variable measures the broadest possible coverage—or the extent to which the largest possible percentage of a city’s population has access to the widest possible means of public conveyance.

In addition, major construction activity now replaces skyscraper construction activity.
While vertical density is a distinguishing (and often necessary) feature of urban life,
skyscrapers are only one aspect of symbolic urbanism (the café and the cabaret are others).
And while it is mostly European cities that are identified with a less vertical definition
of urbanism, the “Old World” actually contains more than one continent.

In fact, in many Asian cities that are now emblems of skyscraping ambition, it is often the resident of a Beijing hutong (an alley of traditional courtyard residences) or a Shanghai lilong (again, a lane of traditional low-rise settlement) who is the descendant of generations of urbanites.
By contrast, many of the dwellers of much taller, “modern” structures are recent migrants
from the countryside. It is precisely to stress this human dimension of infrastructure that
we also moved the housing variable—which correlates very strongly with high quality of
life—from demographics and livability to this indicator.

Kuala Lumpur
(Number indicates  from the bottom of the list)

Public Transport System - 7th 
Mass Transit Coverage - 11th
Cost of public transport - 4th
Licensed taxis - 27th (No.1 as the best!)
Major construction activity - 23rd
Housing - 8th

Total Score : 80 (same as Shanghai)