© Copyright Dr Milson Macleod 2006


Aerial surveys should provide a starting point for ascertaining the route to be taken. Geophysical surveys will then confirm the suitability and feasibility of the routes chosen. This scenic route should include areas of natural beauty as well as points which could become places of habitation once climate change has had a significant effect. This would include points on Hudson's Bay, expected to become ice-free year round, allowing access by ship. It could include tourist traffic, so provision should be made for train stations in that and other areas.

The existing track, although following some beautiful routes in Western Canada, is extremely slow, precarious in places and dated, sharing space with a great many goods trains. In one place in the Rockies it even has to back-track to negotiate steep descents. It is proposed to lay high-speed track above ground on pillars and to tunnel through major obstacles in the path, unless there is overriding beauty in the area which should be observed by passengers. Agreement should be obtained from all relevant authorities (if these still exist) with respect to all aspects of the operation, including responsibility for communications, tracks, tunnels, stations and terminals, and access thereto, including any shared lines. The whole route proposed should be followed first by small plane, helicopter or shuttle to visualize exactly what passengers would experience en route. This may have to be repeated several times before a final decision is made and surveyors, engineers and others should take part in this trip to add their expert opinion.


Hi-tech tunneling systems, such as have been secretly used by the U.S. Military for decades, whereby the rock is melted rather than exploded and excavated, would be possible post- NESARA. Multiple tunnelers might reduce the time taken, subject to a full examination of the first tunnel excavated.

Availability of the equipment necessary for melting a tunnel through mountains, including solid rock, should be ascertained and agreements signed to ensure timely and coordinated construction. The equipment will be no longer required for its prior use (underground military installations), so should be readily available for positive purposes, such as this project.

There would be virtually no maintenance, nor water seepage, as tunnel walls would be vitrified and their integrity should not be compromised after essential wiring and lighting is installed. As there is no smoke nor other pollution emitted from these trains, tunnel transits will be found easier on the physical body. They also greatly reduce the time taken from point A to point B as there is no appreciable reduction in speed through tunnels. Electronic warning systems will be used to detect any unexpected problems in a tunnel. Tunnel entrances should be well above ground level, with adequate protection against unauthorised access by humans or wildlife.

The specifications of tunnels may be affected by prior research - such as any effect on the stability of the train as a whole upon entering such a tunnel at speeds in excess of 100 m.p.h.


The first question that has to be decided is the type of train and track that will be used. Today's very high-speed trains use magnetic levitation (maglev) which require a unique track. The cost is currently very much higher (reportedly double) than traditional track.

If a maglev-type train is used it will be incompatible with existing rail-and-track technology, therefore the train could not use existing tracks; and traditional railway equipment, which uses bogeys, could not use maglev tracks. This could be a major inconvenience.

A propulsion system using probably cosmic energy would not require electrical connections as it would be an independent unit, with rail and track used only for guidance and stability.

Monorail by Bombardier in Canada
Monorail by Bombardier in Canada"


The tracks should be embedded in concrete rather than the more commonplace gravel, as it will reduce noise to a minimum, which will benefit not only passengers but will also be less disturbing to wildlife. This was recently implemented in Berlin's new Central Station (2006).

The track itself should be elevated on concrete or recycled plastic supports or pillars and allow for relatively high speeds while being unaffected by extreme winds or other weather effects. These supports should either all have a central staircase leading to the ground for emergency evacuation, or at least have this feature at reasonable intervals, assuming passengers have space to walk along the track until they reach one. A protected area for passengers would be desirable at ground level of the staircase. The pillars would be sufficiently high enough not to interfere with wildlife or allow them access to the tracks. It should be noted that there is NO electrical line involved in this new development as all necessary equipment and the power source is installed in the locomotive itself, and the track is there for guidance and stability purposes only. One could walk along the track in perfect safety at all times, so emergency walkways alongside the entire track would be a desirable feature.

Pillars would be built by crews brought in for the most part by helicopter - or shuttle if available at that time. Equipment and supplies would be delivered in a similar manner, ensuring fast progress and minimum disturbance to the environment - no new roads built, no waterways dammed, no wildlife tracks disrupted, as happens with man's current activities of this nature.

Advice on areas possibly affected seismically in the future will be received from Commander Soltec, who will keep us abreast of any changes.

There will be an absolute minimum of switches and points, simplifying maintenance checks and eliminating the many problems that occur in this area as at least 99% of the system will be continuous track. No signal boxes will be required: there will be occasional signals on-track and of course at stations.

This shows a rather dated system of support pillars used over a short distance
This shows a rather dated system of support pillars used over a short distance "

Kula Lumpur Monorail, photo Calvin Teo 2006
Kula Lumpur Monorail, photo Calvin Teo 2006
A monorail is a rail-based transportation system based on a single rail, which acts as its sole support and its guideway. In contrast, a light rail system has two rails sharing support of the train which also share the responsibility of guiding the train.

Monorail systems are commonly elevated, requiring only a minimal footprint for s support pillars. They are quieter than other systems, as modern monorails use rubber wheels on a concrete track. Rubber-tired monorails can climb steeper grades better than ordinary steel wheel trains, with Hitachi monorails designed to cope with 6% grade.

Unlike conventional rail systems, straddle monorails wrap around their track and are thus not physically capable of derailing, unless the track itself suffers a catastrophic failure. Since monorail runs on its own guideway, there's nothing for it to run into, which is a major security advantage, and the monorail operation can be automated - no drivers. It could run 24/7 without a problem.

The unique Schwebebahn in Wuppertal, West Germany
The unique Schwebebahn in Wuppertal, West Germany

The remarkable Schwebebahn in Wuppertal, Germany, built in 1898, was the world's first suspended monorail and was considered one of the safest means of transport in the world. From personal experience it tends to be noisy and sways considerably without any wind present and would not be as stable as other alternatives. There has only been one fatal accident in all that time (1999).

The high capacity Tama Toshi Monorail Line
The high capacity Tama Toshi Monorail Line.
This depiction of the Gautrain project pillars in South Africa is oversized for our purpose
This depiction of the Gautrain project pillars in South Africa is oversized for our purpose


Using a circular route the total track would be a little over 10,000 km.

Whether existing track could be used to some extent is open to question - and the system used.

The preferred system would be a raised, continuous single track on concrete pylons, with occasional enclosed and emergency access to the ground below. In case of a serious emergency, passengers could be picked up by space shuttle. This would minimize or eliminate interference with wildlife and the local ecology.

The pre-fabricated track might be of advanced technology, depending upon the speed and system utilized. It must allow for contraction and expansion experienced with temperatures ranging from -60 to +40 degrees Centigrade.

Most of the track will be single-track, but sections at regular intervals will be double-track to allow the passing of trains if the same route is followed for East- as well as West-bound traffic.

Maglev track is stated to cost ca $53 million per mile - June 2006)

Pfleiderer track systems company profile

RAIL.ONE is producing and delivering approximately 260,000 sleeper systems, using RHEDA 2000® technology, for the new high-speed Dutch line HSL-Zuid.
This image is to illustrate the RAIL.ONE GmbH Pfleiderer track systems company profile.


Union Pacific 951
Union Pacific 951 (above) and Alco PA-2 (right)
Alco PA-2
Diesel-Electric Passenger Locomotives

Germany's Inter City Express

Germany's Inter City Express
Germany's Inter City Express (ICE) - Photo: Bombardier

Each aerodynamically designed, hi-speed train, would consist of four or more dual-level passenger coaches (optimally for a maximum of 150 passengers), accompanied perhaps also by a flatcar or boxcar for vehicles or freight - designed to match the passenger cars, and a luggage van, and might be pulled by two locomotives (one acting principally as back-up). Four trains would be in constant operation and two spare locomotives would be held in reserve.

The engines would be designed to tap into space energy, or charge-cluster technology. The aerodynamic design would reduce noise to a minimum, and crosswinds would have no effect on stability Due to the long limited-stop travel, three crews would work shifts, with sleeping quarters provided in the area traditionally occupied by 'the tender.'

Emphasis will not be on extremely high speed, but on high continuous speed in comfort, so that the scenery can be enjoyed. This may include sections at a lower speed where the surrounding beauty is especially significant.

One of the engines would be named "Lady Nada", and from that comes the name of the service as the "Lady Nada Express".

There would be no smoking onboard at any time, by neither passengers nor crew.

Continuously linked passenger coaches would be air-conditioned, have non-opening panoramic windows, a central, open passageway, and consist of an upper observation deck, with day recliners (couchettes); in Gold coaches sleeping quarters would be provided on the lower level, with arm chairs on the upper level; the dining car would have kitchen and pantry on the lower level, diners on the second level, with a dumb waiter providing service between the two levels, or would be standard dining with 30 seats; one car would be a coffee-bar. As an alternative coaches might be convertible from daytime seating to dining.

Closed windows should ensure that nothing can be thrown from the windows, eliminating possible environmental pollution by passengers.

Dome cars may have a partially sliding roof for photo opportunities, when the train slows down for this purpose, weather permitting.

Two classes of accommodation will be offered: Silver and Gold, similar to that offered on Via Rail trains. Gold passengers would occupy the sleepers, which will have private TV, and possibly also telephone and internet connections and have all meals and refreshments included. Silver passengers will be provided with couchettes. Cramped quarters should be avoided at all costs, regardless of the 'class' used.

Via Rail's Skyline car
Via Rail's Skyline car

Via Rail's Skyline Car - see other photos.


Stations will be few and far between, but will need to accommodate two trains at a time together with the requisite platforms for passengers and freight. At terminals or where the route coincides with an existing railway station, transfers would be possible to other systems.

Once a day passengers should be able to get out to enjoy fresh air and stretch their limbs. Stations will be established accordingly. This might give rise to some small, independent, environmentally-friendly 'resorts' being established at the stations like islands in the stream, where passengers might disembark, enjoy a break, take in the wholesome fresh air, enjoy the scenery, to continue their journey later.

The entire trip coast-to-coast is expected to take 4 days, or even less, depending on how much existing traffic has to be coped with on the established routes that may be used. The whole trip could in fact be accomplished technically within two days, or it could be extended for tourist purposes.


Staff quarters, located in the space where the tender traditionally would have been, would include provision for all staff on board. The staff complement is envisaged as 3 engineers, 3 electricians, being the engine crew, with three shifts over 24 hours; 6 catering staff and two barmen; one nurse or physician, who might carry out further duties, such as hostess or "tour guide", in charge of making public announcements onboard; two ticket collectors/security guards. Non-boarding staff would include contracted janitorial staff, who would clean trains during the stop at each terminal.

A distinctive uniform would be provided for staff attending to passengers. This instills a sense of belonging and makes them more easily identifiable by passengers.


Video cameras would be mounted in a protected position both at the front and at the back of the train, with pictures transmitted to TV sets throughout the train. Internet access throughout.

As the source of electricity is unlimited, floodlights from the roofline of the train might light up places of interest as they are passed. They would certainly be fitted at the front and rear of the train so that the video cameras could continue to record during the night, apart from giving the crew improved vision.

Passengers would be issued a ticket carrying their photograph as identification, which might be used as a lapel badge throughout the entire trip.

Carriages might be principally of lavender with a Canadian Maple Leaf in red on a white background on each side of the carriages. There might be gold trim, or the exterior colour scheme might be purple and gold throughout.

Although there would not be the traditional clanging of the bell, as this would constitute noise pollution, there would be a distinctive whistle or horn for use in an emergency


Before the system can go into public service, one train without passengers but weighted to half-load plus crew or equivalent weight should traverse the whole line to ensure there are no problems.

The second trial, after a successful first trial, would include special guests perhaps with different guests over certain sections, but still covering the whole line.

Once both trials are successful the service can be advertised and operated, initially once weekly, then increasing according to demand.

Continue to Business Plan, Part 4
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