Three additions

1.      Locations of new Utopia like cities in Asia – United Arab Emirates = http://www.inhabitat.com/2008/03/10/ras-al-khaimah%25e2%2580%2599s-gateway-city-to-rival-masdar/#more-8807, Shanghai =http://www.arup.com/_assets/_download/8CFDEE1A-CC3E-EA1A-25FD80B2315B50FD.pdf, different looks at Abu Dhabi = http://www.telegraph.co.uk/news/main.jhtml?xml=/news/2008/01/21/wUAE121.xml ,

2.      Expansion outside Utopian wall -- Building and installing as,  bs, or cs is possible everywhere, not just within the Utopian wall. Everywhere a 40-foot circle, free of obstructions, over the roof or adjacent to the area occupied by the house, is available.  If it is close to a railroad, it could allow running a train for autogyros to land and takeoff, if it is moving along the track at airspeed of at least 30 mph with respect to the current wind, relative to the speed along the track. If residents are not interested in using autogyros independently, nor in combination with nearby railways trains, this qualification can be ignored.  In certain areas, a) where a mini-airport, with two runways, at 90 degree angles, each 250 feet long, can be built to tend up to 20 autogyros, at the rate of 10 landings or takeoffs per day (used 18 hours/day) and b) enough available land to accommodate residences which can accommodate the number of people who want to use the airport, can be developed.  Current estimates are that the average number of people/residence is four, and each residence will employ the airport, to land or takeoff on the average of once every two weeks. With 10 transits per day at 7 days /week, on average carrying four people each, means 280 people’s needs can be met. The number of residences would be 70, but bad weather can reduce the maximum number of transits and lack of need, or desire, to travel during inclement weather counteracts demand, thus lowering it.  This leaves the same number of residences supportable.  Overall, the demand for land is 1.3 to three acres for the mini-airport.  Twenty to 40 acres for residences are required. The range of 21.3 to 41.3 acres overall is necessary for mini-Utopia villages

3.      Railcars designed to be autogyro carriers -- Forty-foot platforms can be folded to be only 8 feet wide. Autogyros can be folded to be 7 feet wide, while not actually in flight. (See: http://www.ufo-helithruster.com/specifications_ufo_helithruster_gyrocopter.html) Using railcars as autogyro carriers can be used for autogyros whether they are able to takeoff and land vertically, or not. When the train is travelling at normal speeds, not sitting in the station, there is the same effect as aircraft carriers sailing into the wind, so their aircraft can takeoff and land into wind at a higher airspeeds, relatively, than for prevailing head winds.  Sailing into the wind, at 35 knots, adds the 35 knots to the head winds, to relative airspeed. Sometimes, when the winds are low or it is difficult to head into the wind, it is necessary to launch aircraft with steam-powered catapults. However, trains (and trucks) can, and usually do, travel much faster than any aircraft carrier can sail, and faster than the wind normally blows.  This means that the airspeed of the train can be up to 200+ mph in still air and the relative airspeed at 30 mph even if there is a following wind of 170 mph.  Nobody will fly anything (and most trains will not leave the station) if winds are over 100 mph.  So, in almost all possible conditions, the relative air speed, while matching the speed of the train running along the track, to land or takeoff, there is more than sufficient wind passing over the autogyro's rotor blades, to rotate the rotor, supporting the autogyro, without any assistance from the autogyro’s propulsion or rotor tip mounted (probably, scram) jet engines or having to carry weights in the tips. The only thing special about an autogyro-carrier-railcar is a) to be able to drop the sides of the platform (over the roof) extending more than the 8 foot-width-limit of the car, when not needed for landing or takeoff, and b) after landing, the autogyro’s wings have to be folded so that the overall width of the autogyro is less than 7 feet, and c) the two-bladed rotor blades must be nearly aligned with the centre line of the fuselage (or removed from the rotor). The autogyro can then be lowered in a hatch opening in the roof, so that it is stored below the roof deck. This leaves room on the roof deck above, for other autogyros to land or takeoff.  After being stowed below the top deck, autogyros may be carried through normal tunnels, including the Euro Tunnel. They can be re-launched, if desired, any time after leaving the tunnel, unless the train is nearly stopped. (Electric railways using overhead electric distribution lines and pantographs, instead of “third-rails” are excluded from pulling autogyro-carrier-railcars, for obvious reasons.)

4.      Where roads are available, with no obstacles alongside or crossing over, along several hundred feet: a similar arrangement can be used.  That is: A 40-foot-long trailer towed behind a truck at constant 30 to 60 mph, for a minute or two, can be used by any autogyro to land or takeoff. If there is a roof, autogyros can be stowed below, leaving space for more autogyros to land or takeoff or to pass the autogyro-carrier-trailer through a tunnel or under a bridge. 

5.      Limitations on using autogyro carrier railcars -- Electric trains, as opposed to diesel trains, use distribution lines to distribute electricity along the tracks, either by: a) overhead lines collected via pantographs, or b) third rails, adjacent to, or within, the tracks.  Case a) is likely to be a problem as the overhead lines are supported between the stations and over the tracks by closely spaced poles and “yardarms” extending to over the tracks. Near the stations, a “bridge” supports the distribution lines over the tracks.  In either case, an autogyro attempting to land or takeoff is likely to collide with the distribution line.  If not, the rotor blades are likely to be removed by the poles, unless the nose has already collided with the yardarms, or the bridges, over the tracks. Third rails, 5.b), above, and tracks for diesel trains, are no problem, in any area without other obstacles adjacent to, or over, the track.  Near tunnels, or stations with overhead roofs, obviously, autogyros which cannot takeoff or land vertically, cannot land on or leave trains at rest, unless there is at least 100 feet of runway, and not within tunnels or roofed stations, at all.  Otherwise, for vertical takeoff or landing on trains at rest, the autogyro carrier railcar must extend outside the tunnel or beyond the roof of the station. For long trains, using third-rail-tracks, where the autogyro-carrier-railcar is at the rearmost end, foot passengers normally leave and embark from the front and autogyros can leave and land from the rear without interference with foot passengers.

6.      There are some existing sailing trimarans, which could be modified to land and takeoff autogyros. (See, unmodified: http://www.youtube.com/watch?v=E4BCSKTbB98.)   Under reasonable wind conditions, matching the speed of a trimaran with the wind at 30+ mph, perhaps with some help from a couple of light, stern-mounted Mercury, Yamaha or Suzuki outboard engines, and with an extremely light, 10 or 12 foot, retractable platform at the extreme prow could be landed on with an autogyro even if not ordinarily capable of operating vertically.   After the vertically capable autogyro is really perfect, it would be much easier and could be managed in light, or no, wind.  Round-the-world-relay-races combining autogyros (across land) and trimarans (at sea) would conquer everything other than airplanes, and even those with appropriate penalties for producing CO2 emissions. Trimarans that need to pass bridges need to have masts that can be lowered to avoid waiting for the bridges to raise or turn aside.

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