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In Central Europe, the logistics of the Foundation are gradually reaching their limits thanks to the increasingly dense population. Large quantities of goods and conspicuous anomalies can only be discreetly transported with great effort, or not at all, which in turn affects the management of individual Sites that depend on certain goods, or which are the only facilities with the appropriate means to handle specific anomalous phenomena. Air transport in particular always draws great attention. Last but not least, while attacks on transports can be repelled, they are difficult to cover up, further stretching the Foundation's resources.


Through a recent discovery in Switzerland, the Foundation has come into possession of SCP-299-DE-0112. This high-performance tunnel-boring machine can dig through the ground at unprecedented speeds. This proposal calls for a network of tunnels to be built between Foundation sites, within which the rails for a maglev train can be laid.


A 3D blueprint of the first Foundation maglev.

A magnetic levitation train has several advantages over conventional trains. For one thing, the trains are faster than commercial trains and can be controlled by the railway line itself, ensuring safe operation without necessarily requiring a train driver. By laying them underground, most of the disadvantages of maglev trains are eliminated, including the influence of magnetic fields on traffic and the need to clear ice and snow in winter.

Another advantage over ordinary rails is that the railway lines can be checked remotely, further increasing the safety of the railway network. Additionally, the fact that transport will take place underground makes it almost impregnable.


The construction of the maglev train would greatly simplify and speed up the transportation of goods and important objects and entities. It would also enable personnel to be transferred to other Sites more quickly, which would, amongst other benefits, improve MTF deployments in emergencies. It has been calculated that the maglev trains between Sites could reach speeds of up to 500 km/h before needing to decelerate to stop at the train stations in time . Because of their speed, three trains and a fourth reserve train are considered sufficient for the rail network to properly serve all Sites. In addition, the plan is to lay two opposing tracks in every tunnel to avoid any collisions between trains, as it will not be possible to move along a track in the opposite direction of travel

Since there should not often be too much passenger traffic, these journeys would be announced in advance and the passengers would be identified with an ID card, fingerprints or similar before boarding, in order to avoid any stowaways.

Of course, it will be necessary to provide different carriages for different cargo, such as passenger cars, freight wagons and specially equipped containment carriages. Due to the planned volume and estimated weight, the vehicles and trailers are expected to be slightly larger and bulkier than previous commercially available maglev trains, but this also translates to higher performance and a more robust construction.

Even if construction is initially cost-intensive, and comprehensive maintenance will cost around €50,000,000 per year, according to preliminary calculations, forecasts indicate that after completion around €166,000,000 can be saved annually in transport costs and associated expenses, in addition to significant time savings.


Even if SCP-299-DE-0112 greatly simplifies and speeds up the work, the estimated cost of the project is still around €1,000,000,000.

Of this money, €5,000,000 will cover the project's planning, organization and architectural aspects. €70,000,000 will be used to construct and build the maglev trains themselves, using existing know-how from the public domain. Test construction and trials will be carried out in Site-DE12, but Site-DE15 is intended for the later production of the standard trains and all materials required for maintenance. €500,000,000 will be used to lay the rail network and stabilize the tunnels with concrete, while training all personnel will cost around €5,000,000. €80,000,000 will be invested into setting up electronic infrastructure to control, monitor and inspect the rail system. €200,000,000 will be spent on establishing train stations within Sites, and on the maintenance and production facility within Site-DE15. The remaining €100,000,000 will be used for security measures to prevent the tunnels from becoming a weak point for the Germanophone Foundation, although this can be handed over to the Sites themselves and shared between their budgets.

If construction starts in 2005 from Site-DE20, construction is expected to be complete in 2015. Individual sections of the route will be able to go into operation well before this date. Once complete, consideration may be given to expanding the rail network to reach other Foundation Branches in neighboring countries.


A problem associated with SCP-299-DE-0112 is the removal of the resulting slag. This is dumped behind the device as cooled debris, and requires the use of long truck chains, which in turn require good ventilation to keep oxygen content in the drilled tunnels at tolerable levels. The question of where to locate the spoil heap has not yet been decided, but the area around Site-DE10 would be ideal.

Another problem is the soil of northern Germany, which due to its proximity to the sea poses a difficulty for tunnel construction, since tunnels that are dug can quickly collapse due to soft soil. According to results from Site-DE12, this problem can be mitigated by using a newly-developed quick-drying cement, applied immediately after drilling. However, tunnels under large bodies of water such as lakes or even the sea are not recommended.

A disadvantage of maglev trains compared to normal trains is the lower tonnage, a flaw that can be compensated for by their speed and by using cutting-edge magnet technology. Transport can still be impeded by various factors, such as when goods are too bulky to fit into the tunnel, damage the maglev train beyond a tolerable level during transport, or cannot be transported at high speeds. The rails must also be inspected and maintained annually to ensure the safety of the system, which means that sections of the track will have to be temporarily closed. Additionally, accidents such as tunnel collapses, flooding and emergency lockdowns of en-route Sites pose further obstacles to transportation, although similar obstacles are to be expected with alternative transportation methods.

Lastly, it is imperative to properly secure the tunnel entrances, for example with steel bulkheads and explosive charges capable of collapsing them, as tunnels and trains between Sites mean more exits and entrances, which could be exploited by anomalies during containment breaches.

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