Genesis for the New Space Age

...järg


When completed in 1948, the "Space Elevator" was carrying up to
3,600 passengers weekly, most traveling down. Schedules ran three times weekly each way.
In 1948 the new train schedule made six stops for food, beverage and lodging, traveling up to 300 miles
per hour in between stations, and traversing the entire distance in less than a 24 hour period. Scores of
smaller inner tunnel communities were built up in newly discovered pockets and these new communities
were served by interior based, local trains which never surfaced. In 1978, three to five car trains only
300 to 500 passengers weekly, the remaining cars being filled with freight and commodities.

"While our ancestors were in the caves and tunnels, a remnant of them became separated from Bodland
forefathers and eventually this grouping arrived back out on the surface through a cave in what today is
called the Black Forest in Bavaria. They became the modern surface Germans and their kin scattered
throughout the northern hemisphere above. As you listeners will know, we Bodlanders are the other
part of the Persian exodus who eventually migrated through caves and tunnels into the center of the
Earth, coming out in these very mountains of Bodland through the tunnels of which we can still connect
with hidden exits on the upper surface with our fast magnetic trains and cars. To conclude the capsule
history, I would point out that the languages of the upper and lower Germans are today somewhat
different but our root words and our customs
and even our music are all identifiable with each other."
/.../
The second obstacle was the antiquated tunnel leading to the Old Germany in the interior. The original
tunnel of 3,000 miles, of course, had been reworked in the mid 1800's, but was still old-fashioned by
modern standards. It had been used more or less for interior trade of the various communities inside the
mantle, and not for mass transit. An updated German survey by Bod engineers) therefore,
recommended rebuilding the system. Involved was a shortening of the total lineal miles -- more
secondary lines to serve the local interior cities -- and a new monorail track system with sufficient
electric power to carry up to 12 cars.
As World War II unexpectedly deteriorated for Germany proper after 1943, communications with the
interior Germans increased via conventional aircraft and the tunnel system. Sometime in 1941 the
subterranean German settlements invited their surface brothers to help modernize the tunnel system
according to the earlier decision, and to expedite use of its facility in case they had to relocate their
emigrants to the interior. Unable to await reconstruction of the tunnel system and its train then nicknamed "the space elevator," hordes of defeated Germans in 1944 began coming through the Brazil
corridor via the tunnel to their new homes below.
In 1943 the tunnel railway custodians named "Two World Railroad Company" were reincorporated
under the "Inner Earth Railway Company." On the advice of engineers from Bodland, they sent for a
famous Swiss-speaking German engineer named Karl Schneider to rebuild the tunnel on a five year
contract.
Schneider's survey crew under the direction of Bod engineers took two years to survey the proposed
rerouting of the "Inner Earth Railway Company." A total of 316 miles of new tunnels were opened by
Bod laser and drilling, often through solid rock. Many additional natural pockets were discovered and
these were utilized for freight and railway transit supplies.
After survey completion, Schneider returned to the surface where he hired 5,000 Indians who were
familiar with underground mine labor. Schneider also hired experienced bilingual Indian
overseers in charge of illiterate Indian workers. They were transported below to quarters located in a
rock pocket.
The tunnel beginnings were cut in spiral-shapes for 32 miles, where the gravity pull was unchanged from
that on the surface. Below the 32 mile Earthen skin, the tunnel was changed
from the spiral formation, and descended more vertically at an angle of about 32 degrees. As the
Indians descended deep into the rock mantle, they were surrounded by a greater land mass and
consequently were able to walk on the entire 360 degrees of inner tunnel circumference and not fall.
They therefore were unaware that they were employed on a project that was going from the outside to
the inside of the Earth's mantle and believed, as they had been told, that they were in a mine digging for
gold. Correcting the tunnel at the interior side of the Earth's mantle required another spiral 32 miles from
the interior surface. (Hypothetically, a stone dropped from the upper surface into a hole would fall
straight through the planet’s entire mantle, eventually spiralling to a point mid-way in the mantle, where it
would cling to the side of the descending hole or tunnel in the mantle.) The tunnel was finished in 1948,
and as a sidelight, Schneider moved enough gold from the project to pay all his expenses. Meanwhile,
as new tunneling progressed, the trains continued to carry German emigrants to the interior of the Earth,
landing them in the continent of Agharta, where the original German colonists had first settled.
Innerworld surface trains and boats then took the emigrants to their new locale inside the Earth's interior
in the southern hemisphere.
Trains upbound from inner earth and downbound from outer earth follow the regular falling gravity norm
and use breaks and gears until point zero gravity is reached, midway in the mantle.
Then, on the second half of their journey, the electric power source is used to ascend.
As the tunnel was drilled and allowed to cool, the monorail system now in use was incrementally
installed. Upon completion of the tunnels, new electric trains were brought in from Germany capable of
pulling 12 cars. The power source originates at a South Pole generating station inside the earth; the
actual source being solar energy coming through the South Pole entrance. The train rides on a double
flanged bottom wheel over a single energized rail. The top of the train is held in place by another double
flanged wheel gliding under a top rail.