The GaviHas [GH] Series


The GH Series is based on "Alpha" house, designed especially to be erected in Utopia or Mini-Utopia-Villages. Alpha, made in factories, are 20 feet ['], or 40' long-X 8'-wide, for people to live, work, study, enjoy life in, & be fully equipped for all those roles. 

 expand from 160square' or [/] 320 square', 5'
-to-10' wider (increasing the central aisle: Minimum 3'-to 13' maximum width), ie up-to-260'feet-X-360', or 520-upto-720, square', while parked on a site. (Alphas used in Utopia/Mini-Utopia-Villages can also be attached to one more unit, to form a "Beta", /two more units, to form a "Gamma", of similar sized, also expandable units, for permanent occupation by one-up-to-six people. The GH Series, based on the Alpha, are designed to be used (almost) anywhere, on-a-lot/in-a-frame/on-a-motor-driven accessory "Carriage", driven on roads / transported aboard aircraft, barges, trucks, trains, boats / ships. 

The 20' long GaviHas [DH] can also be carried on Amalric IIIs [AIII], on their:
  • sponsons, on both sides, in groups of up-to-two each, in one level & one line up-to-40' long, for a total of up-to-four DSs, & on 
  • foredecks of  AIII's main hulls [AIIIm] in groups of up-to-eight, in two levels &/or [//] two lines 40' long, for a total of eight DSs. Also
  • on the afterdecks of AIIIms, in groups of up-to-four, in up-to-two levels // up-to-two lines (ie a grand total of four DSs, ie a grand total of 16 DSs.
The 40' long GaviHas [GH] can be carried on AIII, on their
  • sponsons, on both sides, in groups of one each in one level & one line 40' long, for a total of two GHs, 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 GHs.
Note that the afterdeck of AIIIm is not used for GHs, 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 GaviHas" [GDS/GDH], used to service, control//protect, their associated GHs, Gavin Hawks, Gavin SuperSea Hawks /as Flag CDSs, CDHs [FCDS/FCDH], managing//servicee// protecting convoys of Mobile Micro-Airports [MMA].     
AIIIs may be formed into convoys, to carry passengers//freight, as sea transportation/serve as oceanic/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 GHs' sea travelers & Gavin Hawks' air travelers can accommodate up-to-200 passengers, or 188 passengers plus 12 crew-members in the CDH or 194 passengers plus 6 crew-members in the CDS.  One Gavin Hawk handled by one AIII, can be a Master Chief Super Hawk [MCSH] equipped to manage/ control//protect an AIII/convoys of up-to-100 AIIIs/each MCSH. 

Six "super" convoys of up-to-100 AIIIs can carry up to 120,000 passengers & crew members, up to 600 MCSH with zero-to-2,400 pilots, for management, control//protection of super convoys (ie flotillas).

AIIIs, independently, or in any sized convoys, can produce hydrogen fuel [HF], to fuel (& support keeping aloft) AIIIs, DHs, GHs and GSSH (in the latter case without the necessity of landing them aboard but servicing while landed alongside, on the waterside surface). As a result, flotillas can service twice as many passengers/day. This would be a maximum (using 600 AIIIs) of 4,680,000 air-passengers &/or troops/day [to occupy a major nation, especially by United World].
Aside from the use of AIIIs, the GH Series system has been added to RDL's Major Projects to provide Alpha type homes: Not, necessarily, incorporated in//associated w/Utopia/Mini-Utopia-Villages//carried on AIII. GH GaviHas 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 GaviHas for one-to-four (an average of three) persons/GaviHas
  • 4% (852,609) will be additional (ie second) GaviHas (for travel, vacations, rental &/or investment) owned by existing, Utopia , DH//GH residents &
  • 1% (213,512) will be equipped to be used as (Zero-CO2) Gavias [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 £472m. 

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 CO
2 emissions directly //further. Therefore, 4% adds only another £17b to £34.47b, as the overall total gain. ZCpv's will reduce CO2 emissions by being used instead of fossil fueled [FF] buses & vans, (RDL has not yet tried to determine the extent to which this option may be accepted.)  

Two main versions of GaviHas are planned:
  •     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 of GaviHas can be used independently; parked on, or in a:
  •     Permitted parking space on a street, roadside or permitted lot
  •     Utopia
  •     Mini-Utopia-Village
  •     Parking garage
  •     Parking lot, or
  •     Available driveway.
Both GaviHas 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 & 
  •     20% as Gamma houses, when installed in Utopia and Mini-Utopia-Villages.)

An expanded:
  • GaviHas 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 & 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 up-to-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:

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".


A new version (especially suitable for use on a Project 10 farm) is included below:

All GaviHas are designed to be used, if desired, totally independent of racking//can be carried on an accessory, eg a Carriage (DSA or DHA),  (20' or 40' long, 8' wide, & 1.5' thick w/6" 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 & used with them, for example,  Four versions of Carriages, are used to drive GaviHas along the road:

  1. a short, 20'x8' accessory platform, [DSAS] (for use with DS) &
  2. a long, 40'x8' platform, [DHAL] (for use with DH). 
Each of these is initially designed to use four wheels, driven by electricity stored in a battery bank.  The battery banks can be recharged by the rotation of the wheels along the road/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 2015/16, using hydrogen-fueled, hydrogen fuel cells (instead of batteries & auxiliary engines) to supply electricity to the driving-wheel motors, 1) [DS2A] & 2) [DSAL] 
·    These two advanced versions can also be equipped with hydrogen generators to electrolyze ordinary water...
 [Hint: A source of fuel//power//energy {SFPE]//
{GE believes in 
Connectivity//Versatility//Collaborative Intelligence = Necessity//Universally/DEATH} {{C2VNUI-D}}...
using the electricity from the battery charger units plugged into the utility electricity mains (while stationary) or from photovoltaic panels mounted on the DS//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/DH carried aboard.
·    After initial versions are in use & the advanced versions are also available, there are various alternatives available to the GaviHas owner(s). Eg removing the equipment in the initial version, whose functions would then be redundant, reduces weight & makes travel reduces fuel costs. On the other hand, redundancy could retain making the systems more reliable, in case any versions fail.
·    With advanced versions, the photovoltaic panels may be improved, along with certain other improvements.  Firstly, the panels  of the GaviHas are in 3 sections, 20' or 40' long, both 8' wide & folding, allowing  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, more directly addressed to the sunlight coming from the Sun (&, 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 Gavin Hawks, 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//being driven//carried on a trailer/train along the road/rail/on 
ship/boat/ water, w//w/o/ww/o a carriage-attached.  The exact situation where the platform can be used depends on the surroundings & the type of Gavin Hawks in use. (Eg vertically-capable Gavin Hawks [GH] can be used almost anywhere, w/others can only be used to land or take off w/platform-in- motion (or in a steady wind) @30mph/higher/w/equivalent of both.)


During a typical year, most owners may prefer to live in a GH for 8 to 10 months & travel on the roads for only two-to-four months of the year.  In that case, GHs could be shared with other GH's owners in the same manner as executive aircraft are shared, in what may be called a “Club”.  Versions of GaviHas have been designed with & without another accessory, a “driver cab” [DD]. With a DD, the any licensed driver who owns GH, or another licensed professional driver, who can drive the Carriage, ie w/w/o GH aboard.  In either case there may, or may not, be anyone occupying the GH. Without a DD,
whenever moving along the public road. Of course, the GHs must have a driver aboard &,driving the DSR or DHR, whether by a hired professional/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 longer 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, chat//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 are required to motored along the road.
·    Wheels, steering, braking, suspension, electric motor/generators for driving wheels and recharging batteries, batteries in a battery bank & an auxiliary engine to generate electricity to power electric motors & other electrical equipment (eg maintain charge in batteries) are all designed & built to be physically integrated into the carriage.
·    Driver’s controls are mountable in the extreme front section of the GH, w/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 & 2) secondarily, to add to the power available from the batteries for powering the driving wheels & essential equipment, such as driving lights & 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, & stopped when not needed.
·    Driving for more than 10 hours (/for shorter periods but requiring higher than normal power demands) may require more uses of the auxiliary engine//using fuel carried aboard.  At the start of a trip, the battery banks should support normal driving of 10 hours (at 60mph, 600 miles).  Fuel carried aboard would/should support another 10 hours (600 miles, totaling 1,200 miles), assisted by an 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 entire failures of the electrical systems. Parking brakes can be used to lock the wheels & save electric power, when parked.  Depending on the characteristics of the tires carried by the driving wheels & the road surface at the contact surfaces, if a wheel is allowed to lock/spin freely, most of the friction between them & 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//interrupting the power supplied from the battery banks to the driving wheels, to speed up/reduce the power available/cut power entirely, w/using the driving wheels to drive the driving motors as generators to produce electricity & feed power to the battery bank to recharge the batteries. Obviously, simultaneously guarding
is provided, against overcharging batteries, or producing unexpected interference with wheel movement, control//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] /110/120v, alternating current [AC] socket, to recharge the battery bank, back to the level necessary for normal driving, for upto 10 hours, w/o using the auxiliary engine. 
2.    An improved geographic positioning system [GPS] shall be installed: In addition to other goals, to supplement  functioning of the automatic control system [ACS], to control the auxiliary engine. The ACS will program the use of the auxiliary engine, based primarily on intelligent knowledge & planning based on the terrain, characteristics of the projected route, expected time duration & average speed of the trip, section by section, plus the type, weight & 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 & energy sufficient to complete the trip until the next opportunity to recharge using any available, if known, AC socket, at//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 CO
2 emitted) in favor of recharging via AC sockets, as much as possible, w/o causing interruptions/waiting for the auxiliary engine to keep up/ having to stop for unplanned refueling of gasoline/diesel/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// recharge) the battery banks.  The range of the carriage is expected to extend to 100 hours (@ average 30mph for 3000 miles) of normal driving without requiring to be replenished with HF//need for an FF engine. Unless it is expected to need frequent extended trips of unusually high demand for electric power, it would be advisable & economic to uninstall the auxiliary engine & FF storage tanks, once the reliability of the HF-cell-recharging system & 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 & other electrical requirements, allowing elimination of the battery bank, batteries & 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 power the drive wheels & 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 & then using what is left to power the drive motors. This, in turn, saves HF. Saving HF saves weight & saving weight also saves HF. Both of these, extends the carriage’s range & reduces cost of design, construction & operation.  Maximum, sustainable, & safe operating speeds can both be improved & time saved.

The two stages, 3 & 4, may not be necessary, if the power & 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 GHsEither, 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/JDHt (w/their brakes & front steering wheels controlled from the MDS/SDS). The accessory Carriage carrying a towable DHt/JDHt does not have electrical motors (for driving their wheels, assist with braking & generate electricity to recharge their batteries, while slowing down or running down hill), -engines for recharging, -batteries, w/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/served by an MDS (with electricity, fuel & certain services, ie communications etc), or both, whereas 2) the Master-DHt or Senior-DHt pairs, where the towable DHt requires either a MDS/SDS to tow it, &-the -MDS-SDS are required by the DHt, in any other situation. In both cases the DHts cannot be driven independently, but depends on either an MDS/SDS, to act as its tractor (or another tractor, suitably equipped  to also control the DHt's steering & brakes) to tow, steer & 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,/- ), whereas a JDHt is best accompanied by an MDS, whenever occupied by people (or pets).  However, the MDS, SDS//DS can all be driven independently and never required to be accompanied by any model of DH.

In short, all JDHts require support, to stand alone (if occupied)/to be towed, & 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.

Addendum II:

This deals with two new subjects:
  • The design for GH [DS&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, &  makes hydrogen fuel cells for them, & 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 & 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 & re-building the fuel distribution systems for cars is somewhere between $3 & $20 trillions [t],

2) this would open & encourage all manufacturers who put hydrogen fueled cars on the market, however

3) no description of cars 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 one or two-place 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 twice as many car passengers than air passengers, and cost $232b,

6) whereas traveling, with remote pilots in charge, is less than one half as dangerous & expensive (in medical services),

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 & sunlight etc, at homes etc, eliminates half the danger, from all the CO2 emissions,

8) increases travel speeds,

9) cuts time wasted on long trips (up to 3.5 hours/trip) and

10) reduces fuel costs.

The new models of GaviHas are to be used for deliveries of goods & transporting passengers, with: a Master DS [MDS] & a towable Junior DH [JDHt] (or two towable Junior DSs [JDSt]) all equipped for transport of goods, 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

  1. avoid waste of money and effort, 
  2. promote customer welfare, health, safety, economic benefits for partners & 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 & wind, 
    3. avoid use of FF in homes, businesses & factories & 
    4. to HF air travel for passengers on 30-to-10,000-mile trips 
  • Mutually supporting design & 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: 
    1. Northrup Grumman (to build Mother Hawks),
    2. Carter Aviation Technology (to design Gavin Hawks) &
    3. Foster+ Partners (to design & build Utopia and Mini-Utopia-Villages)
  • Mutually supporting merger of design of pilotless aircraft for military and civil use, & including training of ground-based, combination pilots/air-traffic-controllers to pilot pilotless Global Hawks, Mother Hawks and Gavin Hawks &
  • Collaborate on designing, building & marketing of all forms of GaviHas.)

Addendum III

This addendum deals with a new project to develop public transportation, based on GaviHas, 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 from time to time.
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 & electricity (to electrolyze water), accessible by road, near rivers, lakes & 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, & private owners of GaviHas, who do not have hydrogen production in their GaviHas, 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, & electricity (from sunlight, wind, subsurface heat, tides, waves
or a combination; but not powered from ay form of 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 & 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 & GaviHas (to support Zero-CO2 Gavin Hawks 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?