| The GaviHas Series
The GaviHas Series is based on the Alpha house, designed especially to be erected in Utopia or Mini-Utopia-Villages. All Alpha are made in factories, and are 20x8 feet ['] long or 40'x8' wide, for two-to-four people to live, work, study and enjoy life in, and are fully equipped for all those roles. Alphas are expandable from 160 or 320 square' to be 5'-to-10' wider (increasing the 3'-wide minimum to an 8'-to-13'-wide central aisle), ie up-to-260'/360', or 520-to-720, square', when parked on a site. (Alphas used in Utopia or Mini-Utopia-Villages can also be attached to one more unit, to form a Beta, or two more units, to form a Gamma, of similar sized, also expandable units, for permanent occupation by one-up-to-six people. The GaviHas Series, based on the Alpha, are designed to be used (almost) anywhere, on a lot, in a frame or on an accessory Carriage, to be driven on roads, or transported on a truck, or aboard trains, boats or ships.
The 20' GaviHas [DS] can also be carried on Amalric IIIs [AIII], on their
- sponsons, on both sides, in groups of up-to-two each, in one level and one line up-to-40' long, for a total of up-to-four DSs, and on the
- on the foredeck of the main hull [AIIIm], in groups of up-to-eight, in two levels and two lines 40' long, for a total of eight DSs
- on the afterdeck of the AIIIm, in groups of up to four, in up-to-two levels and up-to-two lines ie a grand total of four DSs, ie a grand total of 16 DSs.
- sponsons, on both sides, in groups of one each in one level and one line 40' long, for a total of two DHs, and on the
- foredeck of the AIIIm, in groups of up-to-four, in up-to-two levels in up-to-two lines up-to-40' long, for a total of four on the foredeck, ie a grand total of eight DHs.
Note that the afterdeck of AIIIm is not used for DHs, but can carry up to four DSs, Thus, the maximum load can be 16 DSs or eight DHs plus four DSs. At least one of these can be a specially equipped Command DaviHas [CDS or CDH], used to service, control and protect AIIIs, their associated GaviHas, Gavin Hawks, Gavin SuperSea Hawks or as Flag CDS or CDHs [FCDS or FCDH], managing and protecting convoys of Mobile Micro-Airports [MMA].
AIIIs may be formed into convoys, to carry passengers and/or freight as sea transportation, or serve as oceanic or sea based MMA. Each MMA can carry up-to-10 Gavin Hawks, each of which may carry up-to-10 passengers for a total of 100 air-born passengers/MMA. The combination of GaviHas' sea travelers and Gavin Hawks' air travelers can accommodate up-to-200 passengers or 188 passengers plus 12 crew in the CDH or 194 passengers plus 6 crew in the CDS. Up-to-one of the 10 Gavin Hawks handled by an AIII can be a Master Chief Super Hawk [MCSH] equipped to control and protect the AIII or convoys of up-to-100 AIIIs each. Six "super" convoys of up-to-100 AIIIs can carry up to 120,000 passengers and crew, and up to 600 MCSH with zero-to-2,400 pilots, for control and protection.
AIIIs, independently, or in any sized convoys can produce hydrogen fuel [HF], to fuel AIIIs, DHs, GHs and GSSH (in the latter case witout the necessity of landing them aboard but servicing while landed alongside on rbe surface of the water). As a result, convoys can service twice as many passengers/day. This would be a maximum (using 600 AIIIs) of 4.680,000 passengers amd/or troops.
Aside from the use on board AIIIs, the GaviHas system has been added to RDL's Projects to provide Alpha type homes: not, necessarily, incorporated into Utopia or Mini-Utopia-Villages, or carried on AIII. GaviHas homes can also:
- be driven on roads whether or not while occupied
- moved or towed on roads whether or not while occupied, or
- be equipped as Zero-CO2 public-transport-bus/delivery-vans [ZCpv].
This makes the number of Zero-CO2, Alpha houses 10% higher, ie raised from 21,351,250 to 24,386,375. RDL's estimate is that:
- 5% (1,067,562) will be new independent, private houses for one-to-four (an average of three) persons per house
- 4% (852,609) will be additional (ie second) houses (for travel, vacations, rental or investment) owned by existing, Utopian, or GaviHas residents and
- 1% (213,512) will be equipped to be used as (Zero-CO2) ZCpv.
This allows the total population living in Zero-CO2 housing to increase from about 45 million [m], to 51+m. Ie saving of an additional 45m tons/year of CO2 pollution, worth £472.4m.
The average cost of the first 5% of the houses is £80,000 each, ie £68.2 billion [b] and with a selling price of £100,000 each, totaling £85.26b, a margin of £17b. The overall margin is £17.47b. The remaining 4% of the house-transactions could be less advantageous, considering that their occupants will not significantly reduce their CO2 emissions directly, any further. Therefore, that 4% adds only another £17b to £34.47b, as the overall total gain. The ZCpvs will reduce CO2 emissions by being used instead of fossil fueled [FF] buses and vans, (RDL has not yet tried to determine the extent to which this option will be accepted.)
Two main versions of DaviHas are planned, which are:
- GaviSport [DS]-- 20' by 8' (160 square', expandable by 5'-to-10' wider, ie 260-up-to-360 square') and
- GaviHas [DH] – 40' x 8' long (320 square', expandable by 5'-to-10' wider, ie 520-up-to-720 square')
Both sizes can be used independently; parked on, or in a: - Permitted parking space on a street or
- Roadside
- Permitted lot
- Utopia
- Mini-Utopia-Village
- Parking garage
- Parking lot, or
- Available driveway
Both can be installed in available racks (with services) of: - Utopia, or
- Mini-Utopia-Villages
- Both GaviHas can be expanded to be 13'-to-18' wide, when not being transported (nor driven on public roads); but instead:
- If not installed in frames,
- Nor Installed (racked) in a frame (with up to five vertical layers, of GaviHas or Alpha houses, end to end) which are free of obstruction on both sides, but when:
- Mounted in a rack, between the ends, on one end, but not both, of each GaviHas or Alpha houses; stairs or elevator services are provided, both of which can be used to access them. 1.5' deep, vertical spaces, at the bottom and between layers of houses, make room for plumbing, utility services and retractable observation platforms, on both sides. (Or, this space can be used instead for a Carriage, carrying a GaviHas.) Solar heat panels and photovoltaic panels can also be attached to roofs and retractable observation platforms.
- (So far, RDL has not planned for attaching similar sized units to GaviHas, as is done to form 30% of the houses as Betas and 20% as Gamma houses, when installed in Utopia and Mini-Utopia-Villages.)
An expanded:
- DaviHas DS provides a total of 320 square',
- DSy has 420 square'
- DH has 520 square', and
- DHy has 720 square'.
All are fully equipped in the factory with all necessary facilities for living, working, studying, enjoying and sleeping. Also included are communication facilities for music, television for entertainment, studying, learning and earning, plus video conferencing to avoid commuting by car to work or school. If desired, gym facilities can be included and/or studio equipment to support hobbies. Two guests in DS (and four guests in DH) are easily accommodated weekends or overnight. Twice as many guests (ie four or eight) can be entertained during daytime or evening, without exceeding comfortable accommodation for staying overnight.
RDL is studying several existing versions of houses, mostly based on reclaimed shipping containers for rebuilding as Alphas or GaviHas. As we find interesting examples, we will pass on the URL for your enjoyment. Here is one:
http://www.inhabitat.com/2008/06/06/prefab-friday-joshua-tree-by-hangar/#more-11517
Another one, below, is a possible group (dare we say "flock") of GaviHas combined with a lakeside Mini-Utopia-Village. It could be occupied by GaviHas owners who want to stay by the lake for a month or three.
http://www.inhabitat.com/2008/06/06/eco-luxury-for-the-bahamas%25e2%2580%2599-star-island/#more-9212 A new version especially suitable for use on a Project 10 farm is included below: http://www.inhabitat.com/2009/10/01/ultra-adaptable-green-horizon-prefab-debuts-at-west-coast-green/
All GaviHas are designed to be used, if desired, totally independent of racking, and can be carried on an accessory, eg a Carriage (DSA or DHA), (20' or 40' long, 8' wide, and 1.5' thick with 6 inch clearance underneath) to carry either version of GaviHas, driven on roads, at normal speeds. They can be driven from controls operated from inside the forward end of GaviHas. When used independently, there are various accessories, which can be mounted and used with them, for example, Four versions of Carriages, are used to drive along the road:
- a short, 20'x8' accessory platform, [DSAS] (for use with DS) and
- a long, 40'x8' platform, [DHAL] (for use with DH).
Each of these is initially designed to use 4 wheels, driven by electricity stored in a battery bank. The battery banks can be recharged by the rotation of the wheels along the road, or by a gasoline (or diesel) fueled, auxiliary engine. These accessories can also use a battery-charger unit plugged into a utility electricity main. · All versions can have a driver's cab [DD] attached to the front end for use by a professional driver, driving from the DD, instead of from within the GaviHas
· The two, more advanced versions, to be introduced by 2012, use hydrogen-fueled, hydrogen fuel cells (instead of batteries and auxiliary engines) to supply electricity to the driving-wheel motors, 1) DSAS and 2) DSAL
· These two advanced versions can also be equipped with hydrogen generators to electrolyze ordinary water using the electricity from the battery charger units plugged into the utility electricity mains (while stationary) or from photovoltaic panels mounted on the DS or DH, whether in motion or not. This version can also be used to furnish hydrogen or electricity, or both, in addition to usage by the Carriage, by the DS or DH carried aboard.
· After the initial versions are in use, and the advanced versions are also available, there are various alternatives available to the owner. For example, removing the equipment in the initial version, whose functions would then be redundant, will reduce weight and make travel less expensive, by reducing fuel costs. On the other hand, the redundancy could be retained to make the systems more reliable, in case either of the versions fail.
· With the advanced version, the photovoltaic panels may be improved, along with certain other improvements. Firstly, the panels installed on the roof of the GaviHas are in 3 sections, 20' or 40' long, both 8' wide and folding, to allow them to be 8', 16' or 24' wide. On the DS, the area can be 20'x8' (160 square'), 20'x16' (320 square') or 20'x24' (480 square'). For the DH, the areas allowed are 320, 640 or 960 square'. If either GaviHas is stationary, in both cases, the panel can be angled to be either: parallel to the ground, or at a 30 (or 60) degree angle, to be more directly addressed to the sunlight coming into it from the Sun (and to a lesser degree, from the sky). If moving, only one panel can deployed and must remain parallel to the Earth, ie the effective area is either 160 or 320 square'.
· Another improvement is that one 20' long panel, effectively the entire roof of a DS, or half the roof of a DH, can be turned over to serve, temporarily, as a landing platform for a Gavin Hawk, rather than as a solar panel. (In some conditions, the platform can be extended to 18' wide.)
· The platform can be used while the GaviHas is parked, or while being driven, or carried on a trailer or train along the road or rail, or ship or boat on water, with or without a carriage having been attached. The exact situation where the platform can be used depends on the surroundings, and the type of Gavin Hawks in use. (Eg vertically-capable Gavin Hawks can be used almost anywhere, while others can only be used to land or take off when the platform is in motion (or in a steady wind) at 30mph or higher, or the equivalent of both.)
Options
During a typical year, most owners may prefer to live in a GaviHas for 8 to 10 months and travel on the roads for only two to four months of the year. In that case, GaviHas could be shared with other owners in the same manner as executive aircraft are shared, in what may be called a “club”. Versions of GaviHas have been designed with and without another accessory, a “driver cab” [DD]. With a DD, the any licensed driver who owns the GaviHas, or another licensed professional driver, can drive the Carriage, ie with or without a GaviHas aboard. In either case there may, or may not, be anyone occupying the GaviHas. Without a DD, whenever it is moving along the public road, of course, the GaviHas must have a driver aboard, and driving the DSR or DHR, whether by a hired professional or other licensed driver.
In a situation where the owner normally lives in a fixed home, which is not practical to drive on the roads, but the owner wants to travel one to two months of the year, a two-person DS with accommodation for up to two more overnight guests, would be the most practical. More extended travel could call for a four-person DH with accommodation for up to four overnight (or eight day/evening guests) might be preferred. In either case, the choice of a Carriage with a DD, or not, depends on whether the owner wishes to drive or hire a professional driver. For long trips, accompanied by a professional driver, it is best to reserve an overnight accommodation for the professional driver. Some professional drivers may also have cooking, and other, skills as well.
Design of Carriages
The current version of carriages are based on a combination of:
· The Toyota Prius, Honda and General Motor’s designs for cars; based and resting on a carriage, housing all the mechanical equipment required to motor along the road.
· Wheels, steering, braking, suspension, electric motor/generators for driving wheels and recharging batteries, batteries in a battery bank and an auxiliary engine to generate electricity to power electric motors and other electrical equipment (eg maintain charge in batteries) are all physically integrated into the carriage.
· Driver’s controls are mountable in the extreme front section of the GaviHas, in the attachable DD, or both.
· The gasoline-or-diesel-fueled auxiliary engine is only connected to a generator, which is also operated as an electric starter motor. Electricity generated by the generator is used for two purposes, 1) primarily, to maintain the charge in the battery bank at a level needed to drive the wheels in most situations, for at least 10 more hours, and 2) secondarily, to add to the power available from the batteries for powering the driving wheels and essential equipment such as driving lights, and the generator as an electric starter to start the engine. The auxiliary engine is not connected directly to the driving wheels, but is under automatic control to start when needed for either primary purposes or emergency purposes, and stopped when not needed.
· Driving for more than 10 hours or for shorter periods but requiring higher than normal power demands, may require more use of the auxiliary engine, using the fuel carried aboard. At the start of a trip, the battery banks should support normal driving of 10 hours (at 60mph, 600 miles), the fuel carried aboard would support another 10 hours (600 miles, totaling 1,200 miles), assisted by the auxiliary engine, without pauses for refueling. Longer, continuous drives may require pauses of up to two hours, between trips, to allow time to replenish the auxiliary engine’s fuel and recharge the battery banks to an acceptable level.
· The electric motors are connected to the driving wheels to drive them in the forward or reverse direction. Obviously, no transmission, differential or reverse gears are required. The electric motors also operate, under automatic control, to assist braking of the driving wheels. Only emergency braking is necessary, in case of failures of the electrical systems, and parking brakes to lock the wheels to save electricity, when parked. Depending on the characteristics of the tires carried by the driving wheels and the road surface at the contact surfaces, if a wheel is allowed to lock or spin freely, most of the friction between them and the road, will disappear. Automatic control operates under a variety of conditions, 1) to drive the wheels, under control of the driver’s controls, to a) set speed, b) slow down, c) speed up, d) stop and, e) under all circumstances, avoid loss of friction at the contact surfaces. All changes in speed are, normally, automatically controlled, at predetermined rates, based on instructions from the driver’s hand-operated driving controls. Use of the predetermined rates can be overridden by the driver’s use of the foot operated accelerator or brake pedal. Under normal conditions, all adjustments of speeds would be accomplished by increasing, decreasing or interrupting the power supplied from the battery banks to the driving wheels, to speed up, or reducing the power available, or cutting power entirely, while using the driving wheels to drive the driving motors as generators to produce electricity and feed it to the battery bank to recharge the batteries. Obviously, simultaneously guarding is provided, against overcharging batteries, or producing unexpected interference with wheel movement, control or driving. In this version, steering will only use the front pair of driving wheels.
Advanced Version of Carriages
Three or four major improvements are planned for advanced versions of the Carriages:
1. To reduce the usage of the auxiliary engine, a small, light, battery charging unit will be fitted to the carriage, which can be fed from any conventional 220/240 volt [v], or 110/120v, alternating current [AC] socket, to recharge the battery bank, back to the level necessary for normal driving, for 10 hours, without using the auxiliary engine.
2. An improved geographic positioning system [GPS] will be installed, in addition to other goals, to supplement to function of the automatic control system [ACS] to control the auxiliary engine. The ACS will program the use of the auxiliary engine, based primarily on the terrain, characteristics of the projected route, expected time duration and average speed of the trip, section by section, plus the type, weight and load of the vehicle. The predicted electrical energy requirements for the remainder of the trip are calculated and compared constantly with the charge available in the battery bank, compare with power and energy sufficient to complete the trip until the next opportunity to recharge using any available, if known, AC socket, at or nearby, leaving a reasonable safety margin. The complete description of calculating reasonable safety margin is beyond the scope of this paragraph. But, the main objective is to minimize the use of the auxiliary engine (specifically, quantity of fossil fuel burned and pounds of CO2 emitted) in favor of recharging via AC sockets, as much as possible, without causing interruptions, waiting for the auxiliary engine to keep up, having to stop for unplanned refueling of gasoline or diesel, or finding an unplanned, but available AC socket.
3. Tanks for storage of HF will be installed to provide fuel for an HF-cell-battery-recharging-system (which is also installed) to generate electricity to charge (and recharge) the battery banks. The range of the carriage is expected to extend to 100 hours (at 30mph, 3000 miles) of normal driving without requiring to be replenished with HF, and need for an FF engine. Unless it is expected to need frequent extended trips of unusually high demand for electricity, it would be advisable and economic to uninstall the auxiliary engine and FF storage tanks, once the reliability of the HF-cell-recharging system and dependability of HF refueling are proven.
4. A further improvement will be to make sure more powerful HF-cells can be provided, to supply electricity to drive the electric drive motors and other electrical requirements, allowing elimination of the battery bank, batteries and other supporting equipment. And, if it is reliable enough (ie as good or better than batteries): This may also allow drive motors to be simplified, by eliminating the ability to use the drive wheel motors to also operate as generators to recharge the battery bank, but only be required to drive the drive wheels and for braking. Using the electricity generated by a HF-cell, directly, to power the drive motors, also reduces the energy lost by first using electricity to charge battery banks and then using what is left to power the drive motors. This, in turn, saves HF. Saving HF saves weight and saving weight saves HF. Both of these extends the carriage’s range and reduces cost of design, construction and operation. Maximum, sustainable, and safe operating speeds can both be improved and time saved.
The two stages, 3 and 4, may not be necessary, if the power and reliability of the hydrogen-fuel-cells are already adequate to use, as in stage 4. Thus, stage 3 may be skipped.
Addendum I:
This is a new idea for certain applications for pairs of GaviHas: Either, 1) a Master DS [MDS] and a towable Junior DH [JDHt] or, 2) a Senior DS [SDS] and a towable DH [DHt].
The MDS or SDS are both slightly modified versions, of DSs, for more power, to enable them to tow any DHt or JDHt (with their brakes and front steering wheels controlled from the MDS or SDS). The accessory Carriage carrying a towable DHt or JDHt does not have electrical motors (for driving their wheels, assist with braking and generate electricity to recharge their batteries, while slowing down or running down hill), nor engines for recharging, nor batteries, while all normal (non-towable) DHs will have all of these. Two versions are possible, 1) Junior-Master pairs, where the JDHt is designed to be always connected to an MDS whether moving or parked, ie towed by an MDS or served by an MDS (with electricity, fuel and certain services, ie communications etc), or both, whereas 2) the Master-DHt or Senior-DHt pairs, where the towable DHt requires either a MDS or SDS to tow it, and neither the MDS nor SDS is required by the DHt, in any other situation. In both cases the DHts cannot be driven independently, but depends on either an MDS or a SDS, to act as its tractor (or another tractor, suitably equipped to also control the DHt's steering and brakes) to tow, steer and apply it's brakes.
In general, a DHt can be parked, left in a lot, standing alone, or towed by any type of DS (whether occupied, or not), whereas a JDHt is best accompanied by an MDS, whenever occupied by people (or pets). However, the MDS, SDS and DS can all be driven independently and never are required to be accompanied by any model of DH.
In short, all JDHts require support, to stand alone (if occupied), or to be towed, and cannot be driven alone. All other towable DHts are independent, the same as a normal DH, except that they must be towed to travel or be moved.
This deals with two new subjects:
- The design for GaviHas [DS and DH] Carriages are all derived from the General Motors design of a standard platform for all of their different models of cars. (Also, General Motors is most interested in hydrogen fueled cars, and makes hydrogen fuel cells for them, and shared these with Honda for use with their hydrogen fueled cars.)
- The other subject is a new plan for the versions of GaviHas (described in Addendum I above); but, this time, not designed to be lived in, but as a Public-Transport-Bus/delivery-Van [PTBV](combination-passenger-and-delivery vans), primarily, but not exclusively, for use in Utopia.
Mass production of hydrogen fueled cars is likely to fail. The reasons are simple: 1) the cost of re-engineering and re-building the fuel distribution systems for cars is somewhere between $3 and $20 trillions [t], 2) this would open this market to all manufacturers who put hydrogen fueled cars on the market, 3) no description of car will reduce the demand for air travel in airplanes, which already emit more CO2 into the atmosphere than cars, 4) it is extremely unlikely that airplanes, larger than a glider, will be adapted to use hydrogen (by Boeing, Air Bus, etc, 5) cars of any description kill 42,000 people (in the USA, for example) ever year, injure many more and cost $232b, 6) whereas traveling, with remote pilots in charge, is less than one half as dangerous and expensive, 7) using Gavin Hawks, in flocks, for most travel (30 to 4500 mile trips), controlled by remote pilot/air-traffic-controllers [PATC], but fueled by hydrogen produced from water and sunlight etc, at homes etc, eliminates half the danger, all the CO2 emissions, 8) increases travel speeds, 9) cuts time wasted (up to 3.5 hours/trip) and 10) reduces fuel cost.
The new models of GaviHas are to be used for deliveries of goods and transporting passengers, with: a Master DS [MDS] and a towable Junior DH [JDHt] (or two towable Junior DSs [JDSt]) all equipped for transport of goods and passengers, or both, rather than for Live/Work occupation.
Changing the layout of the MDS or JDHt or JDSt, by the driver, according to the space required for goods as opposed to transporting passengers, would be possible in a few minutes; before starting a route, loading goods or picking up passengers.
A collaboration between RDL and General Motors could be very beneficial to, 1) avoid waste of money and effort, 2) promote customer welfare, health and safety, economic benefits for partners and customers, plus 3) reduction of CO2 pollution for everyone, resulting from:
- Mutually supporting Utopia and Mini-Utopia-Villages, making possible: 1) allowing 45+ million people to reduce their CO2 emissions by 90%, 2) to produce HF from water, sunlight and wind, avoiding use of FF in homes, businesses and factories and 3) to HF air travel for passengers on 25-to-10,000-mile trips
Mutually supporting design and manufacture of HF, pilotless Gavin Hawks, instead of cars, for use instead of cars or airplanes, on such trips, perhaps in collaboration with Honda, Toyota, Citroen. Damlier or BMW
Mutually supporting Joint Venture Partnerships [JVP] with other companies, such as: Northrup Grumman (to build Mother Hawks), Carter Aviation Technology (to design Gavin Hawks) and Foster+ Partners (to design and build Utopia and Mini-Utopia-Villages) Mutually supporting merger of design of pilotless aircraft for military and civil use, and including training of ground-based, combination pilots/air-traffic-controllers to pilot pilotless Mother Hawks and Gavin Hawks and
- Collaborating on designing, building and marketing of all forms of DaviHas.)
Addendum IIIThis addendum deals with a new project to develop public transportation, based on DaviHas, primarily such as: a Master DS [MDS] and a towable Junior DH [JDHt] (or two towable Junior DSs [JDSt]) all equipped for transport of goods and passengers, or both, rather than for Live/Work-occupation. Changing the layout of the MDS, JDHt or JDSt, according to the space required for goods as opposed to transporting passengers, would be possible in a few minutes before starting a route, by the driver, before departing to be loaded with goods or pick up passengers.There are four refinements considered, in connection with public transportation:- an option of GaviHas operating under the remote control of pilot/land-traffic-control PLTC, or independently
- a driverless version of GaviHas under remote PLTC control
- an option, in cities, of passenger-controlled-GaviHas [PCDH], and
- a plug-in-electricity-power [PIEP] option of GaviHas instead of refuelable, hydrogen-fuel-cell-powered [HFCP], designed to be converted, or convertible, to HFCP. The convertible version could be used to refuel from either source, available at the moment.
Except for the last refinement, PIEP, using electricity, in area where no hydrogen is available, all options are basically hydrogen fueled [HF]. To widen the applicability: Then, it is necessary to provide refilling-stations for the public-transportation vehicles [PTBV] at least near night-storage-security-garages [NSSG]. This would be based on access to water and electricity (to electrolyze water), accessible by road, near rivers and lakes and equipped to generate electricity, unless other Zero-CO2 sources of electricity were available. (While sufficient supplies were available, the RSPT could be used to supply HF for homes, businesses, industrial plants, private cars, and private owners of DaviHas, who do not have hydrogen production in their DaviHas, in another home or from other Zero-CO2 sources).
This requirement could be the basis for another, fairly unrelated project; to set up small, distributed HF generation plants [DHGPs] based on using locally available water, and electricity (from sunlight, wind, subsurface heat, tides, waves or a combination; but not from natural gas or powered by FF). HF storage tanks of GaviHas could be easily be specially modified (ie enlarged, as [MDSsm] ) to also deliver HF, exclusively or incidentally, for homes, businesses, industrial plants, Gavin Hawks, private cars, or other GaviHas. Rather than pipelines or special tankers, most MDSsm could be used to distribute HF from close-by DHGP, combined with passenger service, food and goods delivery service (and the mail?).
RDL will carefully determine the costs and advantages of using this approach to service this need, ie:
- to satisfy energy needs with DHGP, distributed with MDSsm, rather than
- by universal-locally-based-HF-generation supported in Utopia, Mini-Utopia-Villages and GaviHas (to support Zero-CO2, Gavin Hawk air travel, rather than HF or FF private cars, on the roads).
Is there a reasonable mix of approaches:
- To tolerate the continuation of death and injury, and costs of treatment, caused by accidents during road travel
- To allow more time to adjust for Zero-CO2 lifestyles
- To tolerate the need to adjust labor (and investors and executives) retraining and realignment away from from FF, iron-age, industries
- for four to five years to adjust to change over to pure HF lifestyle, including technology to support it?
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