Underground transit network
The underground transit network is an alleged classified high-speed transportation system connecting deep underground military bases across the continental United States and internationally. The system is described as using magnetic levitation shuttles operating in vacuum-sealed tunnels at speeds ranging from Mach 2 to over 14,000 mph, constructed using subterrenes — nuclear-powered tunnel boring machines that vitrify rock into glass-lined passages as they advance. The system has been referred to by various names including the Sub-Global System, the VHST (Very High Speed Transit), and GALT (Global Automated Line Transport).
Documented precursors
The concept of high-speed underground vacuum-tube transit has a documented engineering lineage spanning decades. Robert Goddard filed a 1944 patent application for an electromagnetic vacuum-tube shuttle capable of coast-to-coast travel in minutes at near-orbital velocity, propelled and supported by electromagnetic means in an evacuated tube. In 1965, L.K. Edwards proposed in Scientific American a Northeast Corridor tube train system at 500 mph, dipping 3,500 feet underground using one-atmosphere pneumatic propulsion and gravity assist. Robert Salter of the RAND Corporation published his foundational 1972 study proposing a Very High Speed Transit (VHST) system — "electromagnetically levitated and propelled cars in an evacuated tunnel" — with speeds up to 14,000 mph examined for a direct Los Angeles–New York link, elaborated in his 1978 report P-6092, "Trans-Planetary Subway Systems: A Burgeoning Capability." Sauder noted that Salter's projected network "strongly resembles a system that rumor alleges to already exist." Michael Minovitch filed a 1979 patent (U.S. Patent 4,148,260) for a deep underground maglev vacuum-tube system using gravity-assist "pendulum technique" — the train accelerates downhill and decelerates uphill — based on his earlier JPL gravity-assist work for interplanetary probes.
A coordinated National Maglev Initiative in the early 1990s — jointly run by the Federal Railroad Administration, the Army Corps of Engineers, and the DOE — awarded $8.6 million to four industry teams led by Bechtel (with Hughes Aircraft, General Motors, and MIT), Foster-Miller (with Boeing and General Dynamics), Grumman (with Parsons Brinckerhoff and Battelle Labs), and Magneplane International (with MIT and Raytheon).
Witness descriptions
Phil Schneider, a structural engineer who claimed involvement in constructing 13 DUMBs, described all 131 US underground bases as connected by "high-speed magneto-levitron train tunnels" in addition to two-to-four-lane underground road networks. The trains rode on a cushion of air three-quarters of an inch off a rail at speeds exceeding Mach 2, enabling coast-to-coast transit in approximately ninety minutes.
A secondhand account compiled by Sauder described transit from Cheyenne Mountain to the Pentagon in under one hour — "my calculator would tell me that was over 2,000 miles an hour."
Emery Smith, who worked at Sandia National Laboratories and Los Alamos National Laboratory, described taking maglev-type trains from Sandia to Los Alamos and possibly to Washington, D.C., noting that the system had since been "upgraded, updated and completely different — more like a vacuum tube magnet thing."
Gene Decode described a continental maglev rail network capable of Mach-range speeds, which he partially verified by tracking documented presidential movements — cases where a head of state appeared in Washington, D.C. and then shortly thereafter in a distant country without sufficient commercial flight time.
Steven Greer identified Bechtel Corporation and Hitachi Construction as primary tunnel contractors, describing nuclear-powered boring devices that vitrify bedrock to create connected tunnels between installations such as Edwards Air Force Base and Nellis Range.
The Dulce Base literature, attributed in part to security officer Thomas Castello, describes a "sub-shuttle transit system" terminal at the facility capable of high-speed subterranean transit to other US underground bases as far as Washington, D.C. The broader network is referred to in this literature as the "Sub-Global System," featuring shuttle tubes with international checkpoints at country borders.
William F. Hamilton III documented an interconnected underground transit network across the California high desert linking the Northrop "Anthill" facility in the Tehachapi Mountains, a Douglas facility near El Mirage Dry Lake (concealed under "a false dairy farm"), George Air Force Base, Edwards Air Force Base (with a main control centre below Haystack Butte), and a Lockheed facility at Helendale — connected by "a magnetic train that runs through a partially evacuated tube at very high speeds." Hamilton also described a tube shuttle between Los Alamos and Albuquerque, accessed via a computer room beneath the old high school (operated by Macon & Hanger, formerly the Zia Corporation), supporting an underground city with a population of thousands living in condominium units. Frank Davidson, a professor at MIT, advocated bringing the underground tube transit system into the commercial sector, proposing a coast-to-coast system at 1,500 feet underground.
Construction technology
Main article:
Subterrene
The tunnels are constructed using subterrenes — nuclear-powered boring machines patented by Los Alamos National Laboratory in 1972 (U.S. Patent No. 3,693,731). The machines melt rock ahead of the cutting face at 700–930°C; molten material flows around the bore periphery and solidifies into a smooth glass lining, eliminating the need for conventional blasting, spoil removal, or secondary finishing.