Michael Pawlyn, of Exploration Architecture, based in London, worked onthe Eden Project for seven years and is now part of the Sahara Forest team. The nutrients to grow the plants could come from local seaweed or be extracted from the seawater. “The crops sitting in this slightly steamy, humid condition can grow fantastically well.” The designers said that virtually any vegetables could be grown in the greenhouses. “So we’ve got conditions in the greenhouse of high humidity and lower temperature,” said Paton.

Some of this fresh water is used to water the crops, some for cleaning the solar mirrors. This reduces the warmth inside by about15 degrees C, compared with the temperature outside.Īt the other end of the greenhouse from the evaporators water vapour is condensed. The solar farm planned by the project runs seawater evaporators, pumping damp, cool air through the greenhouses. “Plants need light for growth but they don’t like heat beyonda certain point,” he said.Ībove certain temperatures the amount of water lost rises so much plants stop their photosynthesis and do not grow. The installations would turn deserts into lush patches of vegetation, according to its designers, and do away with the need to dig wells for fresh water, an activity that has depleted aquifers across the world.Ĭharlie Paton, a member of the team, and the inventor of the Seawater Greenhouse, said the scheme was a proven way to transform arid environments. The Sahara Forest Project, which is already running demonstration plants in Tenerife, Oman and the United Arab Emirates, envisages huge greenhouses with concentrated solar power (CSP), a technology that uses mirrors to focus the sun’s rays, creating steam to drive turbines to generate electricity. Vast greenhouses that use sea water for crop cultivation could be combined with solar power plants to provide food, fresh water and clean energy in deserts, under an ambitious proposal from a team of architects and engineers. The relative movement between the wheels and the differential is achieved through the use of swinging driveshafts connected via universal (U) joints, analogous to the constant-velocity (CV) joints used in front wheel drive vehicles. Instead it is either bolted directly to the vehicle's chassis, or more commonly to a subframe. The key reason for lower unsprung weight relative to a live axle design is that, for driven wheels, the differential unit does not form part of the unsprung elements of the suspension system. A very complex IRS solution can also result in higher manufacturing costs. Independent suspension requires additional engineering effort and expense in development versus a live axle or beam axle arrangement. Independent suspension typically offers better ride quality and handling characteristics, due to lower unsprung weight and the ability of each wheel to address the road undisturbed by activities of the other wheel on the vehicle. Some early independent systems used swing axles, but modern systems use Chapman or MacPherson struts, trailing arms, multiple links, or wishbones. A fully independent suspension has an independent suspension on all wheels. IRS, as the name implies, has the rear wheels independently sprung. Many vehicles also have an independent rear suspension (IRS). Most modern vehicles have independent front suspension (IFS). The anti-roll bar ties the left and right suspension spring rates together but does not tie their motion together. It is common for the left and right sides of the suspension to be connected with anti-roll bars or other such mechanisms. Note that “independent” refers to the motion or path of movement of the wheels/suspension. This is contrasted with a beam axle, live axle or deDion system in which the wheels are linked - movement on one side affects the wheel on the other side. reacting to a bump in the road) independently of each other. Independent suspension is a broad term for any automobile suspension system that allows each wheel on the same axle to move vertically (i.e.

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