A dedication stone placed on Denver airport grounds dated March of 1994, is said to have a time-capsule buried underneath it and even makes mention of a “New World Airport Commission”. The stone was placed at the airport by the Freemasons, as a masonic logo is etched into the stone. However, there is currently no mention of this “New World Airport Commission” publicly. Some say that this is an open reference to the New World Order hidden in plain sight.
So where did this term “New World Order” come from?
While Adolph Hitler made reference of it, President George H.W. Bush announced the need for a New World Order in a famous 1991 speech, where he claims “we have a real chance at this New World Order” and that we would see “a new world coming into view”.
There are also other details that stand out regarding the airport. Another being that the airport also went nearly $2 billion over budget as some say the costs were inclusive to the secret construction of a massive secret underground complex. Wikipedia states, “DIA finally replaced Stapleton on February 28, 1995, 16 months behind schedule and at a cost of $4.8 billion, nearly $2 billion over budget. The construction employed 11,000 workers. United flight 1062 to Kansas City International Airport was the first to depart and United flight 1474 from Colorado Springs Airport was the first to arrive.”
Although we do know that the airport houses a massive underground structure in terms of train tunnels and endless amounts of baggage conveyors, one must consider other possibilities as the total cost publicly announced almost topped $5 billion in taxpayer funding.
So why build this airport when reports claim that the old one worked just fine?
Some speculate the reason was to mask the construction of a massive underground base or a D.U.M.B. (Deep Underground Military Base), which are commonly found in and around Colorado. The massive facility would then in turn be connected by Very High Speed Transit systems originally designed by the Rand corporation then connecting the facility to D.U.M.B.’s that sprawl out across the US in more than 132 locations according to some such as Phil Shneider, a geologist reportedly employed by the US Navy to aid in the construction of some of these underground facilities. Phil Scheider was found dead in his apartment shortly after going public on the governments black projects.
In an article I authored in April of 2012 entitled, “L.A. to N.Y. in Half an Hour: 10,000 MPH Tunnel Train Used for Underground Bases” I pointed out, The Vary High Speed Transit System (VHST) was a Rand Corporation concept that was presented to the military industrial complex in the 1970′s.
The concept was way ahead of it’s time, exactly what the secret sinister government needed to connect their vast expansions of underground bases throughout the United States and in various regions worldwide.
This could offer an explanation for some of the recent strange sounds and booms across the country.
The late (and presumably murdered) Phil Schneider spoke about what he called an Electro Magneto Leviton Train System that traveled at speeds in excess of Mach 2.
The VHST and its proposed routes, (vast advanced tunnel systems) at the time of it’s conception in the early 1970′s, fit and follow other underground base researchers findings as well as some of my own.
An interesting aspect within the Rand Corp. document is the fact that the tunnels are way to expansive to pump all of the air out at once to create the frictionless environment needed travel at speeds in excess of 10,000+ MPH.
The air has to be evacuated from the tunnel system in segments with large crucially timed mechanized door systems as the train passes through each vapor locked section.
Electrical and mechanical noises would ensue from such operation of massive airlock doors throughout the tunnel system once the underground bases or VHST were fully operational.
During this process strange air like sounds, hums, and mechanized sounds would persist especially if the tunnels were at a depth of 400 – 800 feet (semi shallow in underground base terms). Energy is also returned into the system as the trains decelerate.
The recent Clintonville booms might also be explained as underground sonic booms.
As the trains reach the speed of sound, a sonic boom could be heard and felt. Multiple booms could persist in one area as the train reaches the speed of sound at the same point in the tunnel system every trip.
The following article entitled ‘L.A. to N.Y. in Half an Hour? 10,000 – M.P.H. Tunnel Train Plan Developed’, was first published in the year 1972 by the LA Times June 11, 1972, “A Rand corporation physicist has devised a rapid transit system to get you from Los Angeles to NY in half an hour for a $50 fare.
He said existing technology made such a system feasible and so does a cost analysis. The essence of the idea is to dig a tunnel more or less along the present routes of U.S. highways 66 and thirty. The tunnel would contain several large tubes for East West travel of trains that float on magnetic fields, moving at top speeds of 10,000 mph. Passengers would faced forwarded during acceleration, backward during deceleration.
According to R. M. Salter Jr. head of the physical sciences department at Rand, the idea of high-speed train travel using electromagnetic suspension was first put forward in 1905 and actually patented in 1912. The trains he suggested now would be single cars rather than actual trains, and would be big enough to carry both passengers and freight, including large containers and automobiles.
The cars, or gondolas, would leave the New York and Los Angeles terminals at one minute or even 30-second intervals. On the main line, there would be intermediate stops at Amarillo and Chicago. Feeder lines would meet the main lines at both locations.
There would also be subsidiary lines coming into the two main terminals from such cities as San Francisco, Boston and Washington. The main idea of VHST, or Very High Speed Transit, developed originally in thinking about the satellite program and hyper sonic aircraft speeds.” Salter said in an interview at Rand.
“The underground tubes were for suggested as alternatives, perhaps not quite seriously, but it was soon apparent that the idea of a tunnel containing such tubes had a lot of real advantages.” he said.
In the first place, he explained there is the extremely important matter of the use and conservation of immense amounts of energy needed to move the vehicles at such great speed. “An airplane that travels faster than sound uses up a large part of its available energy supply just in climbing to an altitude where the speeds for which it is designed are possible.” Salter said. “That’s true of rockets to. Much of their energy is spent and lost forever and getting above the atmosphere.”
This would not be true for the VHST gondolas traveling on their electromagnetic rail beds, according to Salter. The tubes would be emptied of air, almost to the point of vacuum, so the trains would not need much power to overcome air resistance. They would not even have to be streamlined. In addition to an electromagnetic roadbeds, the opposing electromagnetic loops of wires in the floors of the gondolas would be super cooled with liquid Helium to further eliminate electrical resistance.
Just as important, the gondolas would, like old-fashioned trolley cars, generate power as they break to a stop. “Since the trains would be leaving New York and Los Angeles simultaneously every minute, the power generated by cars breaking coming into the terminal would be transferred to the power lines propelling the cars going the other way.”
“For example, there will be halfway points between each stop. Trains would use power and getting to that halfway point, and generate power going the other half of the way to the stop. Each would use power generated by trains going in the other direction.” That is the way trolley cars have operated for eighty years – taking power from the overhead lines while accelerating or running along at a steady speed, and putting power back into the lines while breaking or coasting.
The big drawback to the Salter scheme is the cost of tunneling across the nation. He admitted that it would be expensive but it does not daunt him. “After the tunneling was finished, everything else would be practically free.” He said. Even at the low fair he proposes, the enormous debt created by the tunneling would be amortized within a reasonable period if the number of passengers and the amount of freight came up to Salter’s expectations.
He figures the tunnel’s would carry seven or 8 million tons of freight a day and that passengers would take to traveling back and forth between the Eastern West Coast has readily as they now fly between San Francisco and Los Angeles. “The technology of this is much easier than was developed for the space program, ”Salter said. And tunnels, he added, need not be so expensive to dig is people think.
The most expensive thing about surface routes is the acquiring right-of-way and removing buildings that stand on the chosen route. The tunnel would not incur this expense. The tunnel, besides carrying tubes for passenger and freight gondolas, would carry many of the utilities now strung across the countryside on high wires. Salter said these underground power “lines” could be super-cooled with helium, like the electromagnetic loops in the floors of the gondolas. He said this would so reduce resistance that power could be transferred from one end of the country to the other without appreciable loss.
At the present time long distance transportation of power is difficult because of the amount of energy wasted. He said laser beams could be carried in the tunnel for the instantaneous transmission of messages. Even the mail could go cross-country in pneumatic tubes carried in the tunnel. All this would save money and speed amortization, thus cutting the overall cost of tunneling. Salter said approximately 8000 miles of tunnel were dug in America and Western Europe in the 1960s.
That includes mine shafts. But he said existing tunneling technology could be vastly improved. Salter said many tunnels are dug nowadays almost as they would have been in the dark ages. Drilling holes in tunnel faces, and using machines with rotary bits are methods of tunneling that can be improved, according to him. He said the tunnel could be worked on from a great many “faces,” for instance. Salter suggested, too, that electronic beams or even water be used to drill holes for blasting. The high-powered electrons would drill blasting holes almost instantaneously.
Projections of future airplane and automobile travels in the United States, and the future train and truck transfer of freight, show that Salter’s tunnel idea is not a science fiction fantasy.
There will be more room in the tunnels for all the necessary transport than there will be over any feasible number of Airways and freeways and tracks. Salter’s suggestion, according to the experts who have had a look at it, is an eminently practical one for handling all the necessary traffic cleanly and without clogging up the air and surface pathways. But it will such a system ever be developed? Salter himself is not optimistic.
“Perhaps” is how he puts it. “I am not nearly so optimistic about the political aspects of the problem as I am about our technical capability of doing the job.” He said. “History shows that some obviously feasible and practical projects, such as the tunnel proposed over and over again for connecting England and France under the English channel, can be put off for centuries because of political pressure.
On the other hand, societies with relatively primitive technology can perform such engineering feats as the erection of impairments.” Is the VHS T too far out? Salter suggested that to get the right perspective we should look back 100 years.
By comparing transportation a century ago and transportation today, one gets a better feel for just how practical VHST is. It appears to be a logical next step, and much more practical than its alternatives of filling the highways and Airways with more and more individually guided vehicles. “This alone is a compelling reason for the high-speed system.”, Salter said. There are others, according to him. “We can’t afford any longer to continue indefinitely to pollute the skies with heat, chemicals, not to mention noise, or to carve up the land with pavement.” He said. “We also need to get the trucks and many of the cars off the highway to make the roads available to drivers who drive the family car for fun and convenience.”
So there you have it. So many things are possible with modern technology.
But how would such an underground base (city) or facility function without air vents?
The official story suggests that the airport needs the 33,457 acres of land it sits on for future expansion. And that the state needed a massive facility to handle upcoming air traffic and allow for expansion. Although some say that this is merely a cop-out for what is really taking place under the airport.
In fact massive vent shafts have been spotted around the airport property. These vent shafts are so massive in some cases that a 747 would fit into them. These vent shafts would be needed if a massive underground complex was indeed there.
Late December I flew into DIA again on a trip to New York. This time I decided to see what type information I could acquire in the short amount of time I was in the airport. As I exited the underground train I was ushered up a stairway where I bumped into a group of police officers guarding the airport grounds. I approached one of the officers with extream confidenece asking him if believed that there is a secret underground base housed within the airport property, his reply was startling. He simply said, “It’s more massive than you could ever imagine down there”. I nodded my head and continued on my way.
Left to Right: Rocky Mountain Arsenal Widlife Refuge, Denver International Airport. (Image: Google Maps)
Another factor that peaks my interest near the airport if the Rocky Mountain Arsenal Wildlife Refuge. The reason this peak my interest is that the majority if not all D.U.M.B.’s located within the US are typically located on Indian Reservation land or within a wildlife refuge. There are many possible reasons for this. However, secrecy is amongst the top.
In November of 2012, a local Denver man made local news when he filmed some type of fast moving craft while his camera was pointed toward DIA and the wildlife refuge.
The report placed by Fox31 read, “He said, “The flying objects appear around noon or 1:00 p.m. at least a couple of times a week.” The strangest part is they are flying too fast to see with the naked eye, but when we slowed down the video, several UFOs appear.
We altered the color contrast to make it easier to see. You can take a look for yourself by watching the video clip.
We wanted to verify the video we saw was legitimate and not doctored in anyway. So our photojournalist set up his camera in the same spot, and shot video from just before noon until just after 1:00 p.m. He also captured something unexplained on video.
Aviation expert Steve Cowell is a former commercial pilot, instructor and FAA accident prevention counselor.
He thought he would have a logical explanation, until he watched the video. “That is not an airplane, that is not a helicopter, those are not birds, I can’t identify it,” he said. He also told us the objects are not insects.
He said he knows of no aircraft that flies as fast. He did tell us there is one other possibility. “Perhaps there’s some sort of debris that is being raised up by some of the atmospheric winds.”
The video captured literally appears to be some sort of advanced technology invisible to the human eye.
However, the most intriguing element to all of this is a conversation I overheard one time. A man was explaining what happened to him during a layover at DIA to someone he knew, it peaked my interest. The man sounded frightened and nervous, spouting aloud something to this nature, “I went into a freight elevator, the doors closed and took me down for a long while, it felt very fast. When the doors opened I was in an elaborate looking hallway with rather high ceilings, the markings and languages looked foreign to me.
I then tried to use what looked like the restroom. As I walked in I noticed it indeed was a restroom, but the urinals and toilets were about three times the normal size, they appeared to be built for giants.”
This has stood out in the back of my mind for a while now as I have speculated that yes, the Denver International Airport could house a massive underground facility.
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