It,will,be,the,psychiatrists,and,psychologists,working,in,the,field,of,behavioral,science,that,will,be,on,the,short,end,of,the,stick,jobless,poor,and,will,be,possibly,faced,with,poverty,and,homelessness

     In the not so distant future there will be at time when the people attempting to control the behavior of the masses by the 64 billion dollar a year psychiatric drug industry will be faced with the reality that they do not have this drug control over the people in the world, and will be faced with the only option to abandon their professions that were falsely established, and confess the truths about their plans, prior actions, and agendas of wide scale mass behavior modification that spread like an evil cancer throughout the majority of the western world during the last 60 years.  These people will have to answer to the victims of drugging on behalf of psychiatrists.  It will be the psychiatrists and psychologists working in the field of behavioral science that will be on the short end of the stick, jobless, poor and will be possibly faced with poverty and homelessness, once the psychiatrists and psychologists give an answer to the victims drugged, conditioned, brainwashed in to believing a lie, and have been subjected to the big picture behavior modification plans by the elite, who will de facto, not be the elites, or a group of people who have any level of power and influence over anyone after these people have answered the call made by the victims of their false science practiced by them.

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Which Manchurian Candidate Project was that?

On August 31, 1869, Mary Ward became the first recorded victim of an automobile accident. Thirty years later, on September 13, 1899, Henry Bliss became North America’s first motor vehicle fatality when hit while stepping off a New York City Trolley. Since then, over 20 million people worldwide have died due to motor vehicle accidents. The need for means of analyzing and mitigating the effects of motor vehicle accident on humans was felt soon after commercial production of automobiles began in the late 1890’s, and by the 1930’s when the automobile became a part of daily life and the number of motor vehicle deaths were rising to increasingly large percentages of the total number of miles driven by motor vehicles. Death rates had surpassed 15.6 fatalities per 100 million vehicle-miles, and were continuing to climb. As of the late 1950’s car manufactures were on public record as saying that vehicle accidents simply could not be made survivable because the forces in a crash were too great. Detroit’s Wayne State University began a massive research effort to hopefully determine accurate data on the effects of high speed collisions on the human body, however there was little progress and no tools existed to make the required measurements involving mechanical force, mass, velocity and acceleration. Biomechanics was barely in its infancy. It was therefore necessary to employ two types of test subjects in order to develop initial data sets. The first test subjects were dead human bodies (cadavers). They were used to obtain fundamental information about the human body’s ability to withstand the crushing and tearing forces typically experienced in a high-speed accident. To such an end, steel ball bearings were dropped on skulls, and bodies were dumped down unused elevator shafts onto steel plates. Cadavers fitted with crude accelerometers were strapped onto automobiles and subjected to head-on collisions and vehicle rollovers. Albert King’s Journal of Trauma article, “Humanitarian Benefits of Cadaver Research on Injury Prevention”, clearly states the value in human lives saved as a result of cadaver research. King’s calculations indicate that as a result of design changes implemented up to 1987, cadaver research since saved 8,500 lives annually. He noted that for every cadaver used, each year 61 people survive due to wearing seat belts, 147 lives are saved due to air bags, and 68 lives are saved that withstood windshield impacts. However, work with cadavers presented almost as many problems as it resolved. Not only were there moral and ethical issues related to working with the dead, but there were also research concerns. The majority of cadavers used in research experiments were older white adults, and since there were legal issues and public opinion opposed to conducting research experiments with child cadavers, the data from experiments was largely inaccurate and skewed. And since that this was the case, in the year 1987 the U.S. government and the C.I.A. used a genetically modified human being (at the age of 10) to make the proper mechanical calculation when a car made impact with him in Washington D.C. metropolitan region. Automobile manufactures could now design and build airbag safety systems that were near perfect as a result of this test conducted carried out by the C.I.A.