A new era of naval operations is on the horizon, as Blue Water Autonomy’s unmanned ships leverage tightly integrated hardware, software, and AI to map the ocean floor and transform maritime research.

Blue Water Autonomy is rapidly turning unmanned ships from a concept into an operational reality.

After showcasing its Liberty Class autonomous vessel to the U.S. Navy, the company announced a wave of strategic partnerships tied to the Navy’s Medium Unmanned Surface Vessel (MUSV) program, which includes $6 billion in funding to scale up production.

Currently under construction at Conrad Shipyard, these vessels merge traditional shipbuilding expertise with AI-enabled production systems.

“Traditional shipbuilding doesn’t scale, and pure software approaches don’t deliver hardware,” said Rylan Hamilton, CEO of Blue Water Autonomy, on the company’s website.

“We’re doing both. Integrating proven marine systems with AI-driven manufacturing and operations to fundamentally rethink how ships are built. By distributing and parallelizing work across proven partners, we’re creating a production system that can move at the pace required for a modern maritime industrial base.”

The power of many

The company is harnessing the power of many to realize the future of shipbuilding. Its manufacturing model incorporates multiple industrial partners responsible for different parts of the impressive ship: Tulip will provide a manufacturing execution system, Caterpillar Defense will supply marine diesel engines, and Valsted will support the automation systems.

“Shipbuilding has always required extraordinary coordination, and we’re giving that coordination a software backbone,” explained Erik Mirandette, chief business officer at Tulip. “Tulip connects every step on the factory floor with real-time data and AI-native tools, so Blue Water can orchestrate production at scale, catch issues earlier, and build with the speed and reliability that modern maritime demands.”

Building on this initiative, Blue Water Autonomy is quickly expanding its reach. According to a recent news release, its unmanned, AI-powered vessel will now map the ocean floor—a mission the Navy sees as central to the future of military marine research. The Navy’s interest underscores its commitment to using the most advanced systems available for modern maritime operations.

Moving fast

On August 4, 2026, Blue Water Autonomy won a multiple-award contract with the Naval Oceanographic Office (NAVOCEANO) to provide “high-resolution mapping using long-endurance uncrewed surface vessels” across the Indian and Pacific Oceans.

The company added that deep open-ocean surveys are “among the most demanding work at sea,” and the goal extends well beyond mapping, as the Navy must navigate not only the seas, but also underwater acoustics. These conditions “shape how naval forces move and operate far from the shore.”

Traditionally, these missions relied on costly crewed vessels—often running tens of thousands of dollars a day and requiring travel far from shore. With uncrewed, AI-powered ships, NAVOCEANO and the Navy aim to reduce costs, minimize risk, and dramatically expand the scope of ocean research.

Thanks to AI, these vessels “can operate on the open ocean for months at a time.”

The multi-year NAVOCEANO contract comes with a $40 million ceiling, but Blue Water Autonomy will still have to compete for funding alongside other selected companies.

“Mapping the open ocean is exactly the kind of long, high-endurance work that autonomous vessels are built for,” said Rylan Hamilton, CEO of Blue Water Autonomy. “This selection puts our autonomy to work across the Indian and Pacific oceans, well beyond the range of a crewed survey ship, and it shows the technology we are building serves many different missions.”

As artificial intelligence and automation reshape the naval landscape, the need for large crews is diminishing—and machines may well steer the future of the world’s oceans.

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Canada-based BTQ Technologies and the Industrial Technology Research Institute (ITRI) have completed the first milestone in a multi-year program to validate a new chip architecture designed to accelerate post-quantum cryptography.

The Quantum Compute-in-Memory (QCIM) architecture is being developed as part of a broader chip roadmap led by BTQ and ICTK. The technology is intended to provide hardware-based cryptographic acceleration for devices and systems that will need protection against future quantum computers.

The companies say the results could support future applications across military systems, industrial equipment, automotive technology, IoT devices, Physical AI and connected infrastructure.

Architecture validated in 28-nanometre environment

The first phase of the collaboration focused on validating the QCIM core under demanding operating conditions. The architecture was tested within a TSMC 28-nanometre design environment, where researchers evaluated its ability to accelerate cryptographic operations while maintaining functional correctness.

The tests covered algorithms associated with FIPS 203, 204 and 205, which form part of NIST’s emerging post-quantum cryptography standards. The architecture is also being designed to support additional algorithms as security requirements and standards evolve.

BTQ describes QCIM as a soft IP cryptographic accelerator capable of supporting both conventional and post-quantum cryptographic functions in a compact, low-power design.

The key concept is to perform cryptographic operations inside the memory subsystem rather than moving data between separate processing and memory components. This approach is intended to reduce data movement, latency and power consumption.

Furthermore, the architecture is also designed to be “crypto-agile,” allowing it to support different cryptographic algorithms as requirements change.

From post-quantum algorithms to real-world hardware

The development is part of a collaboration involving three different areas of semiconductor expertise. BTQ is contributing its cryptographic architecture, while ICTK provides secure semiconductor and physical unclonable function capabilities. ITRI is contributing semiconductor design, integration and validation expertise.

The companies say the completed milestone reduces technical uncertainty around the QCIM architecture and provides a foundation for moving toward broader system integration. The next phase will focus on module-level integration, verification and validation. This work will examine how the QCIM core can be incorporated into larger chip and system architectures while maintaining performance, interoperability and functional correctness.

“The results demonstrate that the QCIM architecture can accurately and efficiently accelerate multiple NIST-standardized post-quantum cryptographic algorithms under demanding conditions while maintaining the flexibility required to respond to evolving security standards,” said Olivier Roussy Newton, CEO and chairman of BTQ Technologies.

The technology is being targeted at applications where long-term security, device authentication and efficient cryptographic processing are particularly important, including edge computing, industrial systems, secure elements and AI-enabled devices. BTQ also expects to ship test chips to selected customers and strategic partners by the end of the year for performance and functional validation.

Dr. Chih-Cheng Lu, manager of ITRI’s Electronic and Optoelectronic System Research Laboratories, added that the next stage will build on the current results through additional integration and verification.

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A new study has looked at historic flooding of the Yangtze River and concluded that human attempts to temper flood risks may have actually made things worse. From ancient dykes to modern dams and floodgates, the team has concluded that, overall, these may have made flood events more devastating.

The core idea is deceptively simple: if you squeeze a river into a narrower space, the same volume of floodwater has fewer places to go. The result is that flood events, when they occur, can be amplified rather than dampened.

Historically, when the Yangtze flooded, water spread into surrounding floodplains, lakes and wetlands. Locally, this was clearly bad news, but those areas acted like enormous temporary storage tanks.

In other words, they absorbed water, slowed it down and released it gradually. In response, people then built embankments, drained lakes and reclaimed floodplains for farming and development. That protected those particular areas from ordinary floods, but the team claims, removed much of the river system’s overflow capacity.

To support their claims, the international team, led by Yu Shiyong of Jiangsu Normal University, looked at flood events over the last 500 years as the core of their study. They combined sediment archives, historical reports, and high-resolution climate reanalysis data to reconstruct the size and scale of historic floods along the river.

Did humans make Yangtze floods worse?

They found that embankment construction increased the estimated magnitude of a 100-year flood by about 18%, while lake enclosure and reclamation increased it by about 8%. A “100-year flood” does not mean one flood every 100 years. It means a flood of that size has historically had roughly a 1% chance in any given year.

But, you may well wonder, aren’t dams and levees supposed to prevent this? In short, they do, for smaller, more frequent flooding events. But the team argues that measures intended to control flooding can amplify the peak discharge of rare, extreme events.

Another problem human measures like dams and levees seem to have created, the team argues, is a perception of safety. With them in place, locals feel more secure in living in flood plains and will build houses, factories, etc, in places where they otherwise wouldn’t.

Termed the “levee effect,” when an extreme flood eventually overtops or exceeds those defences, the resulting damage can be much greater because more people and assets are now exposed.

So what can be done? The team argues that a more hybrid water management system might be better going forward. Rather than removing dams and levees, etc, they argue for strengthening defenses where needed, especially near large population centers.

They also argue that lakes and wetlands should be reconnected to rivers, and floodplains should be restored and preserved to act as natural flood absorbers. The team also suggests setting up controlled areas that can act as artificial floodplains, and restoring forests and wetlands upstream to slow rain runoff into rivers.

Nature knows best

“The core idea is not to eliminate floods, but to allow them to accumulate, divert and be released slowly in a predictable, controllable and minimally damaging space,” Lead author Yu Shiyong said in an interview.

“An ideal flood control system for the Yangtze River should be a robust river and lake ecosystem with self-adjusting capabilities, rather than relying solely on ever-rising dykes,” he added.

“Truly modern water management is about scientifically determining which areas must be protected, which areas should be left flood-prone, and when to store water and release it, while ensuring that the costs and benefits are shared fairly,” Yu added.

You can view the study for yourself in the journal Proceedings of the National Academy of Sciences of the United States of America.

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Researchers from the Southwest Research Institute (SwRI) have successfully developed an optimized spark-ignited hydrogen engine suitable for medium-duty commercial vehicles. As a form of internal combustion engine (ICE), the new engine behaves much more like a diesel engine than earlier hydrogen engines.

In other words, it is not a new kind of fuel-cell engine, but rather burns hydrogen inside cylinders using spark ignition. Just like a petrol engine, the new ICE produces mechanical propulsion using pistons.

“In addition to decades of developing medium- and heavy-duty engines, SwRI has some of the most extensive experience in the world developing and testing H₂-ICEs for internal research, clients and industry demonstrations,” said Dr. Qilong Lu, a program manager in SwRI’s Powertrain Systems Engineering Department and one of the leads on this project.

“The engine was designed, constructed and rigorously tested at SwRI to ensure efficiency and performance,” Dr. Lu added.

Diesel-like torque hydrogen engine

“We began at the single-cylinder level, focusing on optimizing combustion and injection strategies,” Lu said. “From there, our team ramped up efforts to develop the full multi-cylinder engine, addressing key challenges such as pre-ignition, combustion stability and overall systems integration,” Lu added.

The attraction is that hydrogen contains no carbon, so burning it produces water rather than carbon dioxide. It also allows manufacturers to retain much of the familiar internal-combustion ecosystem: engines, transmissions, manufacturing equipment, servicing knowledge and supply chains.

The team also managed to deliver the new hydrogen ICE’s diesel-like torque using a turbocharger that forces more air into the engine. This allows it to burn more hydrogen and produce the strong low-speed torque needed to move loaded trucks.

The new engine also has improved airflow thanks to an innovative intake-port geometry allowing hydrogen to burn much faster than petrol and requiring different air movement inside the cylinder.

The engine also features larger intake valves and hydrogen-specific injectors to enable optimum fuel-to-air mixing within the cylinders. It also uses special software and calibrations to precisely manage injection, ignition, boost pressure and the air–fuel mixture.

Another wrinkle they had to overcome is safety. Hot engine surfaces or residual gases can ignite hydrogen before the spark fires, producing knocking, power loss or potentially engine damage.

Low-emissions but not zero

In terms of emissions, the engine produces what the team describes as “near-zero tailpipe CO₂.” While this is true in terms of the engine itself, the way in which the fuel hydrogen is produced matters here.

If produced from natural gas, rather than renewable electricity, CO₂ could remain high, all things considered. Also, hydrogen combustion can still produce nitrogen oxides, or NOx, because combustion heats nitrogen and oxygen from the air to very high temperatures.

It therefore isn’t literally a zero-emission engine and may require careful combustion control and exhaust after-treatment.

“The project brought together many areas and experts at the Institute to complete,” said Chris Bitsis, assistant director of SwRI’s Powertrain Systems Engineering Department, who oversees combustion research programs. “SwRI’s hydrogen combustion engine program is working every day to advance this technology and showcase its potential as a near-zero carbon emissions industry solution,” he added.

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Wind propulsion company bound4blue has completed the installation of a 22-metre (72-foot) tall suction sail on the 292-foot (89-metre) cargo ship Na Hiro E Pae. This makes it the “first multipurpose vessel” worldwide to adopt a wind propulsion system. The unit was fitted at the Astilleros Armon Vigo yard in Spain for Greek shipping firm Société de Navigation des Australes SNA Tuha’a Pae.

“We hope Na Hiro E Pae leads the way for other ambitious shipping companies keen to unlock sustainable advantages,” said José Miguel Bermúdez.

Capable of carrying 200 passengers and 1,500 tonnes of supplies between Tahiti and the Austral Islands, the ship is expected to cut its energy consumption by 10 percent using the autonomous system alongside existing service from the Tuhaa Pae IV, which has operated on the route since 2012.

Delivering significant fuel savings

The installed technology, known as the eSail, yields sevenfold the thrust generated by an equally sized conventional rigid sail. This high efficiency allows a relatively small unit to deliver significant fuel savings without interfering with the fast loading and unloading operations required on multipurpose ships.

“bound4blue’s mechanically simple suction sail, producing up to seven times the propulsive force of a standard rigid sail of the same size, slots into a ‘green technology mix’ that includes engines capable of running on biofuel or e-fuel, electric POD propulsion, efficient waste management, and autonomy in fresh water supply,” highlighted the company in a press release. 

The system functions by pulling airflow across a wide aerodynamic contour to assist the main engines. An autonomous vertical sail uses suction technology to draw air over this shape, creating propulsive thrust that decreases the mechanical burden on the vessel’s primary engines.

By pulling the air over its surface, the system prevents airflow separation that normally limits conventional sails. This aerodynamic effect allows the unit to generate far higher propulsive force relative to its physical surface area, directly lowering fuel usage and engine emissions.

“Multipurpose vessels have traditionally been seen as a challenging segment for wind power, due to the required flexibility of operations and related integration demands,” added Bermúdez.

Utilizing other green technologies

The compact nature of the eSail provides high force efficiency, allowing the vessel to maintain open deck space for cargo handling while utilizing wind energy.

The Na Hiro E Pae combines the suction sail with several other onboard green technologies. The ship features engines configured to burn biofuel or e-fuel as soon as local regional markets can supply them.

It also incorporates electric POD propulsion, efficient waste management systems, and autonomous fresh water supply capabilities to support its passenger and freight services.

“Sustainability was a key objective throughout the design process, and the eSAIL forms an important part of a wider package of technologies that will help us reduce energy consumption and environmental impact, while maintaining the reliable transport services our communities depend upon,” concluded Boris PIEL technical Director, SNA Tuha’a Pae Shipping Company.

Graham Corporation has secured two US defense contracts worth more than $43 million to supply equipment for the MK48 Mod 7 heavyweight torpedo and the country’s submarine fleet.

The New York-based manufacturer announced the awards on August 7.

The contracts cover alternators and regulators for the torpedo program and new MK19 Mod 2 air turbine pump assemblies for submarine spares, supporting the US Navy’s undersea warfare capabilities and fleet readiness.

Power systems for the MK48 torpedo

The first award exercises the fourth option year of an existing contract supporting the MK48 Mod 7 Heavyweight Torpedo program. It was awarded during Graham’s first quarter of fiscal 2027, which ended June 30, 2026.

Under the option, Graham will continue supplying alternators and regulators used within the torpedo system. Alternators generate electrical power, while regulators manage the resulting voltage and current to help onboard electronics operate reliably.

These components are particularly important in a heavyweight torpedo, where propulsion, guidance, sensing and control systems must function under demanding underwater conditions.

Reliable power management can support target acquisition and navigation while helping the weapon maintain performance throughout its mission.

The MK48 is launched from submarines and is designed to engage hostile submarines and surface ships.

Continued component orders also indicate that the US is sustaining and upgrading an established weapon as undersea competition becomes increasingly important.

Submarine pumps to arrive from 2028

Graham received the second contract during its fiscal 2027 second quarter, which ends September 30, 2026. The company will manufacture new-build MK19 Mod 2 air turbine pump assemblies for the submarine fleet’s spare-parts inventory.

Deliveries are scheduled to begin in 2028 and continue through 2030. The extended delivery period could help the Navy maintain a dependable supply of replacement hardware for submarines already in service.

Air turbine pumps convert energy from pressurized air into mechanical pumping power.

On submarines, equipment of this kind can support essential fluid-handling functions in environments where compact construction, dependable operation and tight performance tolerances are critical.

Maintaining spare assemblies also reduces the risk of a component shortage keeping a submarine out of service for longer than necessary.

The contract therefore supports not only equipment production but also maintenance planning and operational availability.

$43 million added to defense backlog

Revenue from the MK48 Mod 7 and MK19 Mod 2 awards will be recorded in Graham’s fiscal 2027 first- and second-quarter backlog. The deals extend the company’s role as a supplier of specialized technologies for US defense platforms.

“These awards reflect the continued demand we’re seeing across our defense platforms, and demonstrate the durability of our customer relationships built over years of consistent execution,” said Matthew Malone, President and CEO of Graham Corporation.

“Our mission-critical applications remain vital in helping our customers meet high-level performance requirements. We’re proud to continue supporting the MK48 and submarine programs and look forward to building on this momentum,” he added.

Beyond defense, Graham develops fluid, power, heat-transfer, vacuum and advanced mixing technologies for the space, energy and process industries.

The latest awards reinforce how those engineering capabilities are being applied to torpedo reliability, submarine maintenance and the long-term readiness of America’s undersea fleet.

Few institutions have shaped humanity’s understanding of space quite like NASA. Since its founding in 1958, the agency has launched hundreds of missions, but only a handful fundamentally changed science, engineering, or human history.

Some placed humans on the Moon. Others transformed astronomy, revealed hidden worlds across the Solar System, or even ventured beyond the Sun’s influence. Here are 15 NASA missions whose legacy continues to shape science and exploration today.

1. Project Mercury (1958-1963)

NASA’s first human spaceflight program proved that Americans could survive and operate in space. Alan Shepard became the first American in space in 1961, while John Glenn became the first American to orbit Earth a year later, laying the groundwork for every crewed mission that followed.

2. Project Gemini (1961-1966)

Before astronauts could reach the Moon, NASA had to master orbital rendezvous, docking, long-duration spaceflight, and spacewalks. Gemini accomplished all of those objectives, becoming the technological bridge between Mercury and Apollo.

3. Apollo 11 (1969)

Perhaps no mission changed history more profoundly. Neil Armstrong and Buzz Aldrin became the first humans to walk on the Moon while Michael Collins orbited overhead. Apollo 11 demonstrated that humanity could travel to another celestial body and safely return home, inspiring generations of scientists and engineers.

4. Skylab (1973-1979)

America’s first space station proved humans could live and work in space for months at a time. Crews conducted hundreds of experiments in medicine, solar physics, and Earth observation, paving the way for the International Space Station decades later.

5. Viking 1 (1975-1982)

When Viking 1 landed safely on Mars in 1976, it became the first successful mission to operate on the Martian surface. It returned the first images from the ground, analyzed Martian soil, and conducted pioneering experiments searching for signs of life.

6. Voyager 1 and Voyager 2 (1977-Present)

Originally designed to explore the outer planets, the twin Voyager spacecraft delivered humanity’s first close-up views of Jupiter, Saturn, Uranus, and Neptune. Both continue operating today, with Voyager 1 becoming the first human-made object to enter interstellar space.

7. Space Shuttle Program (1981-2011)

The Space Shuttle transformed access to low Earth orbit by introducing partially reusable spacecraft. Shuttle missions deployed and serviced satellites, launched the Hubble Space Telescope, assembled much of the International Space Station, and flew 135 missions over three decades.

8. Hubble Space Telescope (1990-Present)

Hubble revolutionized modern astronomy. Its observations helped refine the age of the Universe, study black holes, discover thousands of galaxies, and capture some of the most iconic images ever taken from space. More than three decades later, it continues producing groundbreaking science.

9. Mars Pathfinder (1997)

Pathfinder introduced the world to Sojourner, the first rover to operate on another planet. The mission demonstrated that relatively low-cost robotic exploration could deliver enormous scientific returns and paved the way for the sophisticated Mars rovers that followed.

10. Cassini-Huygens (1997-2017)

Cassini transformed our understanding of Saturn and its moons. It revealed water-rich plumes erupting from Enceladus, explored Titan’s methane lakes, and showed that icy moons may possess environments capable of supporting life.

11. Spirit and Opportunity (2003-2019)

Expected to survive only 90 Martian days, the twin rovers rewrote expectations. Opportunity operated for nearly 15 years, discovering overwhelming evidence that liquid water once flowed across Mars, dramatically reshaping scientific understanding of the planet’s history.

12. Curiosity (2011-Present)

Curiosity’s mobile laboratory confirmed that ancient Mars once possessed lakes, rivers, and the chemical ingredients necessary for microbial life. It continues investigating how the planet evolved from a wetter world into today’s cold desert.

13. James Webb Space Telescope (2021-Present)

Built to succeed Hubble, the James Webb Space Telescope has observed some of the earliest known galaxies, analyzed exoplanet atmospheres, and provided unprecedented infrared views of the cosmos. Its discoveries are already reshaping astronomy and cosmology.

14. Perseverance and Ingenuity (2020-Present)

Perseverance is searching for signs of ancient microbial life in Jezero Crater while collecting samples for future return to Earth. Its companion, Ingenuity, became the first aircraft to achieve powered, controlled flight on another planet, opening an entirely new chapter in planetary exploration.

15. Artemis I (2022)

More than 50 years after Apollo, Artemis I successfully tested NASA’s Orion spacecraft and Space Launch System during an uncrewed mission around the Moon. It marked the beginning of NASA’s Artemis program, which aims to return astronauts to the lunar surface and eventually support human missions to Mars.

From the Moon to interstellar space

NASA’s greatest missions have done far more than achieve technical milestones. They have expanded humanity’s understanding of the Universe, transformed engineering, and inspired generations to pursue science and exploration. With programs such as Artemis, Europa Clipper, and future Mars missions on the horizon, the next history-making NASA mission may already be on its way.

Check out 7 upcoming NASA missions here.

Helicopters are no longer the only aircraft capable of taking off vertically. Electric motors, autonomous flight systems and lightweight materials are giving rise to machines that lift like helicopters but fly more like conventional airplanes.

Some are designed to carry passengers over congested cities, while others could transport soldiers, deliver cargo or give individuals their own personal aircraft. Here are 10 futuristic VTOL aircraft attempting to change how people and goods move through the sky.

1. Joby Aviation air taxi

Joby Aviation

Joby Aviation has developed one of the most mature electric vertical takeoff and landing aircraft in the industry. Its air taxi uses six tilting electric propellers to rise vertically before transitioning into forward flight.

The aircraft is designed to carry a pilot and four passengers at speeds of up to 200 mph, with a range of up to 100 miles. Joby reported that its aircraft had completed more than 2,600 flights and covered over 50,000 miles by December 2025.

2. Archer Midnight

Archer Midnight

Archer Aviation’s Midnight is built for short, repeated journeys across crowded cities. The aircraft has 12 electric motors and propellers, providing additional redundancy if one propulsion unit fails.

Midnight can carry four passengers and a pilot at speeds of up to 150 mph. Although its claimed range reaches 100 miles, it is optimized for consecutive journeys of around 20 to 50 miles. A piloted aircraft completed a 55-mile flight in 31 minutes in August 2025.

3. BETA ALIA VTOL

Wikimedia Commons

BETA Technologies has taken a relatively straightforward approach with its ALIA VTOL. Four horizontal propellers provide vertical lift, while a separate propeller at the rear drives the aircraft during forward flight.

ALIA is designed to carry five passengers or around 200 cubic feet of cargo. It has a listed maximum speed of 153 knots, equivalent to approximately 176 mph.

BETA is targeting passenger transport, medical missions, logistics and military operations with the platform.

4. AutoFlight Prosperity I

AutoFlight

China’s AutoFlight is developing Prosperity I for longer passenger journeys between cities and transport hubs. Its unusual propulsion system includes 10 lifting propellers and three propellers for forward flight.

The aircraft has five seats, including one for the pilot, and a typical payload capacity of 350 kilograms. AutoFlight claims a range exceeding 250 kilometres and a cruise speed above 200 kilometres per hour.

The passenger aircraft is currently progressing through airworthiness certification.

5. Vertical Aerospace Valo

Valo is the latest electric aircraft being developed by Britain’s Vertical Aerospace. It uses eight tilt-shift propellers and a carbon-composite airframe to carry four passengers and one pilot.

The all-electric aircraft is designed to travel up to 100 miles at speeds reaching 150 mph. Vertical is also planning a hybrid-electric version with a significantly more ambitious range of up to 1,000 miles.

The company is targeting entry into service after regulatory approval, currently expected in 2028.

6. Horizon Cavorite X7

Hysky

Instead of placing its lift propellers outside the aircraft, Horizon Aircraft has hidden them inside the wings. Panels open to expose 12 electric fans during vertical takeoff and close once the Cavorite X7 transitions into forward flight.

The Canadian hybrid-electric aircraft is being developed to carry six passengers and one pilot. Horizon is targeting a range of approximately 500 miles and a maximum speed of around 280 mph.

Its proposed missions include regional transport, defence and emergency response.

7. Jetson ONE

Jetson ONE

The Jetson ONE resembles a cross between an open-wheel racing car and an oversized drone. Its lightweight aluminium-and-carbon-fibre frame carries a single pilot above eight electrically powered propellers.

The aircraft offers approximately 20 minutes of flight and has a software-limited maximum speed of 63 mph.

It is controlled using a four-axis joystick and includes automatic landing, motor redundancy and a ballistic parachute. Unlike many proposed personal eVTOLs, early Jetson ONE aircraft have already reached customers.

8. ARIDGE Land Aircraft Carrier

Aridge

ARIDGE’s Land Aircraft Carrier approaches the flying-car problem by separating driving and flying. The system consists of a six-wheeled ground vehicle carrying a detachable two-seat electric aircraft inside its rear compartment.

Once the vehicle reaches a suitable location, the aerial module can be released and prepared for vertical flight. This modular architecture avoids forcing one machine to operate effectively both on public roads and in the air.

9. Sikorsky Nomad

Lockheed Martin

Sikorsky’s Nomad is a family of autonomous aircraft built around a rotor-blown-wing design. Two large propellers generate airflow over the wing, allowing the aircraft to hover before transitioning into efficient horizontal flight.

A 10.3-foot-wing prototype completed more than 40 takeoffs and landings, including 30 transitions between helicopter and airplane modes.

The larger Nomad aircraft could eventually perform reconnaissance, light-attack and contested-logistics missions without putting a crew onboard.

10. Bell MV-75 Cheyenne II

Bell MV

Bell’s MV-75 Cheyenne II is being developed as the U.S. Army’s next-generation long-range assault aircraft. Derived from the V-280 Valor demonstrator, it uses tilting rotors to combine helicopter-like vertical flight with turboprop-like speed.

The Army expects the MV-75 to fly more than twice as far and twice as fast as parts of its current helicopter fleet. It could eventually conduct air assault, medical evacuation, resupply and disaster-relief missions while replacing the UH-60 Black Hawk in certain roles.

Conclusion

These aircraft show there is no single solution to the vertical-flight problem. Companies are experimenting with tilting propellers, dedicated lift rotors, concealed fans, hybrid engines and autonomous flight systems.

However, flying prototypes are only part of the challenge. Certification, infrastructure, battery life, noise and operating costs will ultimately decide which of these futuristic VTOL aircraft become everyday machines—and which remain captivating visions of aviation’s future.

A new industrial complex in China’s Shandong province is beginning production rollout with a specific goal. Manufacturing batteries designed to store electricity for longer periods and support increasingly renewable power grids.

HiTHIUM held the production rollout ceremony for its Heze Base on August 7 in Heze Luxi New Area. The company describes the facility as the world’s first integrated industrial park dedicated exclusively to long-duration energy storage (LDES).

Unlike conventional battery plants focused primarily on cells, the Heze project brings together battery-cell manufacturing, materials production and energy-storage system integration. The planned facility covers approximately 80 hectares, with total investment across the industrial chain exceeding RMB 13 billion.

Why long-duration storage matters

Solar and wind power can produce large amounts of electricity when conditions are favorable, but generation does not always coincide with demand. Energy storage allows excess electricity to be stored and released later, helping balance the grid. LDES is intended to extend that capability over longer periods. For example, stored electricity could be released after solar generation falls in the evening or during longer periods of low renewable output. That makes the technology increasingly relevant as power systems add more variable renewable generation.

A battery factory built around LDES

The Heze Base uses a whole-industry-chain approach, covering LFP battery cells, modules and system integration, new materials and upstream raw-material processing. The facility is also designed around very large-capacity battery products. HiTHIUM says its fifth-generation intelligent manufacturing lines can produce more than 15 GWh per production line, while the company is developing thousand-ampere-hour-class cells for LDES applications.

Larger-capacity cells can potentially reduce the number of individual cells and connections needed in a large storage installation, simplifying parts of system construction. HiTHIUM’s earlier LDES products include a 1,175 Ah cell, which the company says entered mass production in 2025.

Automating storage production

The factory itself is designed as a highly automated manufacturing operation. HiTHIUM says its fifth-generation production lines have an automation rate exceeding 95% and incorporate more than 1,000 quality-control checkpoints, including AI-powered visual inspection.

According to the company, the new production system reduces floor space required per GWh by 50%, production manpower by 58%, and manufacturing energy consumption by 13% compared with its previous generation. HiTHIUM also reports a 200% improvement in production efficiency.

These figures are company-reported comparisons, but they highlight an important part of the LDES race: reducing costs will depend not only on battery chemistry, but also on manufacturing efficiency.

From cells to complete storage systems

The Heze Base is intended to take the battery manufacturing process from raw materials all the way through to finished, containerized energy-storage systems. That integrated approach matters because grid-scale storage is more complicated than simply installing large numbers of battery cells. Cells must be assembled into modules and systems, with the finished equipment incorporating the components and controls required for large-scale energy storage.

HiTHIUM says the Heze rollout marks a new phase focused on scaled manufacturing and delivery of LDES products. The significance of the project ultimately goes beyond one factory. As renewable generation expands, electricity grids need increasingly capable ways to shift power across time. The growth of dedicated LDES manufacturing suggests battery companies are now preparing for a market where storing electricity for longer periods could become just as important as generating it.

One of the world’s most ambitious neutrino experiments, the Deep Underground Neutrino Experiment (DUNE), is being built to catch some of the universe’s most elusive particles, but finding those fleeting signals may soon involve artificial intelligence. 

As the massive detector takes shape a mile underground in South Dakota, researchers are developing AI systems to sort through huge amounts of data, identify neutrino interactions, spot signs of a stellar explosion and even detect problems inside the detector.

This could fundamentally change how scientists run a particle-physics experiment at DUNE’s scale. 

For instance, instead of waiting for conventional analysis to work through enormous amounts of data, AI could identify important events in near real time and direct researchers toward the signals most worth investigating.

“These approaches are going to really accelerate DUNE in terms of the commissioning process and the sensitivity of the experiment to reach our full discovery potential,” Sowjanya Gollapinni, a representative from DUNE, said.

Can AI read ghost-particle tracks?

Neutrinos are notoriously difficult to study. Trillions pass through our bodies every second, yet they interact so rarely that detecting them requires an enormous detector and an intense neutrino beam. 

Fermilab will generate a powerful neutrino beam that will travel to a detector at the Sanford Underground Research Facility in South Dakota, where huge chambers filled with liquid argon will record the tiny traces left when neutrinos collide with argon atoms.

Keeping so much argon in the right state is itself a huge engineering challenge. Each of DUNE’s two planned far-detector cryostats will eventually house about 17,000 tons of liquid argon, kept at roughly −300°F. The massive cryogenic containers must keep the argon cold enough for the detector to work.

However, the problem does not end when a neutrino is detected. Every interaction can produce several particles, each leaving a trail through the argon.

Scientists must work backward through those tracks to determine where the collision occurred, what particles were created, and what the original neutrino’s energy and direction were. 

Fermilab researchers have already spent years testing whether machine learning can make this process faster. The MicroBooNE experiment was among the first high-energy physics experiments to use deep neural networks to analyze images from a liquid-argon detector. DUNE is now taking that approach much further.

“We are going to have very high resolution, almost photographic-quality images of these interactions. Which is great, but also brings challenges such as making reconstruction more difficult because we see such fine detail.” ,” Leigh Whitehead, an AI expert at DUNE, said.

An AI lookout for exploding stars

DUNE’s AI will also be searching for something far rarer—a supernova in our galaxy.

When a massive star collapses and explodes, neutrinos escape from its interior and can reach Earth before the burst of light becomes visible. This gives scientists an unusual opportunity to study the violent processes occurring inside a dying star. 

DUNE’s giant liquid-argon detector is being built in part to capture neutrinos from astrophysical events such as nearby supernovae.

An AI trigger will continuously monitor DUNE’s detector for the telltale pattern of a supernova neutrino burst. If it finds a promising signal, the system is designed to preserve data from 10 seconds before to 100 seconds after the candidate event. 

This could give astronomers an early warning, allowing telescopes to turn toward the exploding star while its light is still arriving.

The neutrinos themselves could reveal what the explosion leaves behind — potentially a neutron star or a black hole. This makes DUNE part particle detector, part cosmic early-warning system.

AI could become DUNE’s technician

There is another problem hidden inside DUNE’s enormous scale, which is keeping the detector running. Thousands of components must operate together underground, and operators need to respond quickly when something goes wrong. 

Researchers are therefore investigating whether a large language model could search through records of previously solved problems and point operators toward relevant fixes.

Machine learning could eventually go a step further by recognizing patterns that indicate a detector anomaly before an actual failure occurs. 

This approach, therefore, reflects a broader push to use AI throughout particle-physics experiments, where increasingly complex facilities are producing more data than conventional methods can easily handle.

Building an AI-powered physics experiment

DUNE will eventually produce petabytes of data, making fast and reliable analysis essential. Researchers are developing AI tools alongside the detector while working with national laboratories and universities to build the computing infrastructure needed to handle that flood of information. 

The collaboration now includes more than 1,500 scientists and engineers from over 35 countries and CERN, while also training the next generation of researchers. 

The AI systems will need to be developed and tested alongside the experiment, but if they work as intended, DUNE could become a model for how AI helps scientists operate massive experiments and find rare signals hidden in overwhelming amounts of data.

For years, ruthenium dioxide (RuO₂) has kept physicists confused. Depending on which experiment they looked at, the metallic oxide either appeared magnetic or not magnetic at all. 

This uncertainty has made it difficult to determine whether RuO₂ belongs to an unusual new class of materials known as altermagnets, which could one day power faster and more energy-efficient electronics.

Now, in a new study, researchers have shown that the missing piece may not be the material itself—but how tightly it is stretched. By growing an ultrathin RuO₂ film just two nanometers thick and keeping its crystal lattice under strain, they detected clear signs of magnetic order that had remained hidden in thicker, relaxed samples. 

The findings suggest that magnetism in RuO₂ is not a fixed property but something scientists may be able to switch on simply by engineering the material’s atomic structure. “RuO2 has attracted renewed interest due to expectations of prominent altermagnetic spin splitting,” the researchers said.

The debate over an unusual magnetic material

RuO₂ is already widely used as an industrial catalyst and is valued for its excellent electrical conductivity. 

However, over the past few years, it has become the focus of an intense debate because some experiments suggested it might be an altermagnet—a recently proposed type of magnetic material that combines features of conventional magnets and nonmagnetic materials.

Unlike an ordinary bar magnet, an altermagnet has almost no overall magnetization even though its electrons remain magnetically ordered. Previous studies, however, produced conflicting results. 

Some reported magnetic order, unusual Hall effects, and efficient spin-charge conversion, while others found no evidence of magnetism in bulk crystals or relaxed thin films. A recent study even concluded that RuO₂ showed no altermagnetic behavior down to films 5 nanometers thick. 

However, no one had directly examined fully strained films thinner than about four nanometers using techniques capable of measuring both the motion and spin of electrons at the same time.

“The spin structure of RuO2 remains largely unexplored in the ultrathin limit,” the study authors note.

Stretching atoms to uncover hidden magnetism

To explore that missing regime, the researchers grew atomically smooth RuO₂ films only two nanometers thick on titanium dioxide-based substrates. Since the substrate’s atomic spacing differs slightly from that of RuO₂, the ultrathin film is forced to stretch to match it—a condition known as epitaxial strain.

You can think of it like laying a small wire mesh over a frame with slightly different spacing. The mesh has to stretch to fit, subtly changing the positions of every junction. In a crystal, those tiny shifts alter how electrons move and interact.

The team then used spin-resolved angle-resolved photoemission spectroscopy (spin-ARPES), which shines light on the material to eject electrons. By measuring each electron’s energy, momentum, and spin, scientists can map the material’s electronic structure in remarkable detail.

To ensure the results were genuine, they repeated the measurements in two different experimental geometries to separate real magnetic signals from possible measurement artifacts. Additional X-ray and optical experiments confirmed that the films remained fully strained and revealed their crystal symmetry.

Hidden magnetic signals emerge

The measurements uncovered an unusual momentum-dependent spin texture, meaning the direction of an electron’s spin changed systematically depending on how it moved through the crystal.

After performing a detailed symmetry analysis, the researchers ruled out nonmagnetic explanations, including effects caused by the crystal’s polar structure or by the measurement process itself.

As the study authors note, “A comprehensive symmetry analysis rules out nonmagnetic origins of this spin texture. These findings suggest an emergent nonrelativistic spin structure enabled by epitaxial strain in the ultrathin limit, marking a distinct departure from the behavior of relaxed or bulk RuO₂.”

The observed behavior was consistent with either weak ferromagnetism or altermagnetism, indicating that strain fundamentally changes the electronic ground state of RuO₂.

Strain as a new control knob

The findings suggest that strain could become a practical way to switch magnetic properties on in materials that normally do not display them, opening new possibilities for low-power spintronic devices based on electron spin instead of electric charge.

However, the experiments were carried out at around 15 kelvin (about −258°C), so it is still unknown whether the same behavior persists at room temperature. 

Future studies will need to determine exactly which magnetic state emerges and whether it can be reliably controlled in real-world devices.

The study is published in the journal Science Advances.

China has released new footage highlighting tests aboard its Type 076 amphibious assault ship Sichuan, including the vessel’s first publicly disclosed live-fire launch of countermeasures and an electromagnetic catapult test using a dead load.

The Sichuan features a new propulsion system and an electromagnetic catapult designed to support future unmanned operations at sea, marking a step toward expanding China’s naval aviation capabilities beyond traditional carrier-based platforms. 

Military observers noted that the dead load test represents an early-stage evaluation carried out before full aircraft launch trials, helping validate the performance and reliability of the electromagnetic launch system.

Operational readiness with electromagnetic catapult trial

The successful completion of the electromagnetic catapult test during the construction phase of the Type 076 amphibious assault ship suggests that the system has reached an operational and reliable stage, according to military observers. 

The vessel has already completed multiple sea trials, fueling expectations that it could soon enter service. Observers also anticipate the future release of footage showing the ship conducting launches of actual carrier-based aircraft, which would provide further insight into its capabilities, Global Times reported.

Chinese military affairs expert Song Zhongping said the Type 076 amphibious assault ship marks a significant technological advance, introducing new possibilities for naval operations. Speaking to the Global Times on Saturday, he noted that the vessel addresses the challenge of deploying carrier-based aircraft from amphibious assault ships while also driving innovation in future maritime operational concepts.

The Type 076 combines technologies developed for China’s Type 075 amphibious assault ship and Type 003 aircraft carrier, bringing together existing systems to create a more advanced naval platform. According to Song, the integration of these technologies improvaes the ship’s overall capabilities and demonstrates China’s progress in electromagnetic catapult systems and related technologies.

Enabling longer-range drone missions with heavier payloads

The electromagnetic catapult system aboard the Type 076 is expected to expand the range of aircraft the ship can deploy, supporting both manned fighter jets and larger unmanned aircraft. According to Song, the technology could allow drones to operate with heavier payloads and greater endurance, enabling them to carry additional equipment or weapons for longer-range missions.

Launched in December 2024, the Sichuan began its first sea trials in November 2025, according to Xinhua News Agency. The vessel has a full-load displacement of more than 40,000 tons and features a twin-island superstructure, a full-length flight deck, and newly integrated electromagnetic catapult and arrestor systems.

These technologies are designed to improve aircraft launch and recovery capabilities while expanding the operational flexibility of the ship. Furthermore, the vessel is designed as a multi-role naval platform capable of supporting a range of operations, including the deployment of fixed-wing aircraft, helicopters, and amphibious equipment. 

Chinese media note that the ship has successfully completed multiple rounds of sea trials, allowing engineers and naval crews to evaluate its systems, performance, and operational readiness ahead of its expected commissioning.

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More than 6,000 exoplanets have now been confirmed beyond our Solar System, but only a handful truly redefine what astronomers thought was possible. Over the past few years, observatories such as the James Webb Space Telescope (JWST), ESO’s Very Large Telescope (VLT), and NASA’s TESS mission have uncovered alien worlds that are evaporating into space, forming before our eyes, or hiding in plain sight for more than a decade. Here are seven of the most fascinating exoplanets discovered or dramatically redefined in recent years.

1. Beta Pictoris d: The planet that hid for more than a decade

Astronomers using the European Southern Observatory’s Very Large Telescope recently announced the discovery of Beta Pictoris d, a giant planet that had remained hidden in archival observations for over ten years. The world is about 100 times fainter than its famous sibling, Beta Pictoris b, making it one of the faintest exoplanets ever directly imaged from Earth. Its discovery also makes Beta Pictoris only the second known planetary system with three directly imaged planets, providing astronomers with an exceptional laboratory for studying planetary formation.

2. BD+05 4868 Ab: A planet literally evaporating away

Few exoplanets are as dramatic as BD+05 4868 Ab. Located about 140 light-years away, this rocky world orbits so close to its host star that its surface is believed to be molten. Intense heat strips away rock from the planet, creating spectacular comet-like mineral tails stretching millions of kilometers into space. Astronomers believe they are witnessing the slow destruction of an entire planet in real time, making it one of the most unusual planetary systems ever observed.

3. WISPIT-2 b: Watching a planet being born

Most exoplanets are discovered long after they have formed. WISPIT-2 b is different. It was directly imaged while still embedded within the gas-and-dust disk surrounding its young star. The planet appears to have carved a visible gap inside the protoplanetary disk, giving astronomers one of the clearest views yet of planetary formation in progress. Systems like WISPIT-2 are exceptionally rare and provide valuable insights into how giant planets emerge from stellar nurseries.

4. TOI-561 b: A lava world that challenged expectations

The rocky exoplanet TOI-561 b circles its star in less than half an Earth day, making its surface hot enough to sustain vast oceans of molten rock. Recent observations have suggested that this extreme world may retain an atmosphere despite temperatures that should have stripped lighter gases away long ago. Understanding how such planets survive under these conditions could improve scientists’ understanding of rocky planets orbiting close to their stars.

5. 2M1510 (AB) b: A real-life Tatooine

Science fiction imagined planets orbiting two suns decades before astronomers found one. 2M1510 (AB) b goes a step further by orbiting two brown dwarfs instead of ordinary stars. Brown dwarfs are often described as “failed stars” because they never became massive enough to sustain hydrogen fusion. The discovery has challenged existing theories of planet formation, suggesting planets can emerge in environments previously considered unlikely.

6. K2-18 b: The exoplanet that keeps scientists debating life

Few planets have generated as much discussion as K2-18 b. Located within its star’s habitable zone, the super-Earth has been studied extensively by the James Webb Space Telescope for signs of atmospheric chemistry that could hint at biological activity. While recent observations sparked excitement over possible biosignature gases, subsequent analyses have emphasized that no evidence of extraterrestrial life has been confirmed. Even so, K2-18 b remains one of the most important targets in the search for potentially habitable worlds.

7. L 98-59 d: A volcanic world unlike anything in our Solar System

Among the newest additions to this growing list is L 98-59 d, an exoplanet about 35 light-years away that appears to host a global molten magma ocean beneath an atmosphere rich in sulfur compounds. The discovery offers astronomers an unprecedented opportunity to study how rocky planets evolve under extreme conditions. Unlike Earth, where volcanic activity is largely localized, L 98-59 d may represent an entire planet shaped by continuous volcanism, making it one of the most hostile—and scientifically valuable—worlds ever identified.

The golden age of exoplanet discovery

Every year, astronomers uncover hundreds of new worlds, but the most exciting discoveries are no longer just about adding another dot to the catalog. Today’s observatories are beginning to reveal how planets form, how they die, what their atmospheres contain, and whether any could potentially support life.

With the James Webb Space Telescope, next-generation ground observatories, and future missions on the horizon, these seven worlds are unlikely to remain the most astonishing for long. The next truly extraordinary exoplanet could already be waiting in the data.

For years, lithium-ion batteries have dominated the electric vehicle (EV) industry. But a new contender is rapidly gaining momentum. Sodium-ion batteries, once considered a laboratory curiosity, are now entering commercial production, with companies such as CATL unveiling second-generation cells and several automakers exploring the technology for future vehicles.

The growing interest has led to an obvious question. Could sodium-ion batteries replace lithium-ion batteries? While sodium-ion batteries offer several compelling advantages, they are unlikely to replace lithium altogether. Instead, they could become an important part of a more diverse battery ecosystem.

How do sodium-ion batteries work?

At first glance, sodium-ion batteries look remarkably similar to lithium-ion batteries. Both generate electricity by shuttling charged ions between a positive electrode (cathode) and a negative electrode (anode) during charging and discharging. The key difference is that lithium-ion batteries use lithium ions, while sodium-ion batteries use sodium ions.

That seemingly small change has major implications. Sodium is one of the most abundant elements on Earth and is widely available across many regions, unlike lithium, whose mining and refining remain concentrated in relatively few countries. Because of this, sodium-ion batteries have the potential to reduce supply chain risks while lowering dependence on critical minerals.

Why are researchers so excited?

The biggest attraction is cost. Lithium prices have fluctuated dramatically over the past decade as EV demand surged. Sodium, by comparison, is inexpensive and widely available, making it an attractive alternative for manufacturers looking to build more affordable batteries.

Sodium-ion chemistry also performs well in cold weather, where conventional lithium-ion batteries often experience noticeable reductions in charging speed and driving range. Another advantage is safety. Many sodium-ion designs demonstrate excellent thermal stability, reducing the likelihood of thermal runaway compared with some lithium-based chemistries.

Taken together, these characteristics make sodium-ion batteries particularly appealing for lower-cost EVs, grid-scale energy storage, and commercial vehicles where affordability and durability often matter more than maximum driving range.

So why hasn’t sodium replaced lithium?

The answer comes down to energy density. Lithium is a much lighter element than sodium, allowing lithium-ion batteries to store more energy for the same weight. Modern lithium iron phosphate (LFP) batteries commonly exceed 200 watt-hours per kilogram, while nickel-rich lithium chemistries can achieve even higher values.

Although sodium-ion technology has improved rapidly, with commercial cells now approaching 175 Wh/kg, it still trails the best lithium-ion batteries. That means an EV using sodium-ion cells generally requires a larger or heavier battery pack to achieve the same driving range.

For compact city cars, this may not be a major issue. For premium long-range EVs, however, every kilogram matters.

The future may not be lithium or sodium it could be both

Perhaps the most interesting development isn’t replacing lithium batteries at all. Several manufacturers, including CATL, are developing hybrid battery packs that combine lithium-ion and sodium-ion cells in a single vehicle.

The idea is to let each chemistry do what it does best. Lithium cells provide high energy density for long driving range, while sodium-ion cells offer strong cold-weather performance, improved durability, and lower costs. Advanced battery management systems can intelligently balance power between the two chemistries depending on temperature, driving conditions, and charging requirements.

If successful, these hybrid packs could reduce winter range losses while lowering manufacturing costs without sacrificing overall vehicle performance.

Where sodium-ion batteries could make the biggest impact

Rather than competing directly with every lithium-ion battery, sodium-ion technology appears best suited to applications where cost and reliability outweigh maximum range. Affordable city EVs, delivery vans, buses, two- and three-wheelers, forklifts, and stationary energy storage systems are all strong candidates. In many of these applications, vehicles return to predictable charging locations, reducing the importance of ultra-high energy density.

Long-range luxury EVs, performance cars, and electric aircraft, however, are likely to continue relying on higher-energy lithium-based chemistries for the foreseeable future.

So, are sodium-ion batteries a game-changer?

Yes but perhaps not in the way many people expect. Sodium-ion batteries are unlikely to replace lithium-ion batteries across the entire automotive industry. Instead, they represent an important new option that could make electric mobility cheaper, more resilient, and less dependent on constrained raw material supply chains.

Much like modern vehicles use different engine types for different purposes, tomorrow’s EV market is likely to rely on multiple battery chemistries, each optimized for specific applications. If lithium-ion batteries helped launch the EV revolution, sodium-ion batteries could play a key role in making that revolution more affordable, more sustainable, and accessible to far more people around the world.

Frontier Infrastructure Holdings (Frontier) and Carbonfuture have announced a new partnership to create and market carbon-removal credits from CO₂ produced by ethanol plants across the US’ Mountain West and Texas.

Under the agreement, Frontier will handle the physical CO₂ while Carbonfuture will help sell the resulting credits. According to reports, this deal now represents the largest ethanol-based bioenergy carbon capture and sequestration (BECCS) carbon dioxide removal (CDR) deal ever signed.

Under the deal, 750,000 carbon credits will be made available from “Project Spirit,” which is Frontier’s ethanol BECCS initiative. These credits will be made available for purchase by corporate and institutional buyers via Carbonfuture once active.

The idea is that CO₂ will be absorbed from corn. This corn is then harvested and fermented to make ethanol, a process that releases relatively pure CO₂.

Typically, this CO₂ is released back into the atmosphere, but under Project Spirit, it is captured at source. The gas is then compressed and liquefied ready for transport in special railcars to Wyoming.

Carbon storage from corn

It is then injected underground in deep geological storage vessels. The process will be actively monitored, and credits are issued for sale for the net quantity permanently removed.

“The removal will be certified under Puro.earth’s Geologically Stored Carbon (GSC) Methodology, with monitoring, reporting, and verification provided by Mangrove Systems,” Frontier explains in its press release.

Ethanol fermentation, it turns out, is attractive for carbon capture because it produces an unusually concentrated CO₂ stream (around 99% in some systems). So it generally requires less complicated separation than capturing dilute CO₂ from a power-station exhaust.

It is also considered “biogenic,” meaning the CO₂ is removed from the atmosphere by plants rather than “cleaning up” extra carbon released from burning things like fossil fuels.

“This partnership agreement marks an important step forward for our CO₂-by-rail initiative and for the ethanol producers we serve,” said Steven Lowenthal, Co-CEO of Frontier, in a press release.

“Carbonfuture has built a trusted platform for durable carbon removal, and partnering with them gives our customers a practical, near-term pathway to achieving their net zero goals through a trustworthy infrastructure,” he added.

Not entirely carbon negative

“Buyers are looking for durable carbon removal they can trust, at scale,” said Julie Mansfield, Head of Global Buyer Growth, Carbonfuture.

“By bringing Frontier’s ethanol BECCS supply to market, this partnership expands access to verifiable, durable removals while reinforcing the rigorous standards needed to scale the sector,” he added.

It is important to note that this is not yet a completed removal project, nor does the announcement say that all 750,000 credits have already been purchased. According to reports, the first CO₂ removals are expected to begin sometime in late 2027.

It is also important to note that the process will not be entirely net-negative in terms of CO₂ emissions. Growing the corn in the first place requires the use of fertilizers, diesel-powered farming machinery, and energy to process and ferment the corn.

Transportation via rail and other parasitic electrical costs are involved for processing the CO₂ and injection underground are also involved. That all said, this will prove attractive to carbon credit purchasers when it finally does go live later next year.

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Atlas Energy Solutions Inc. (Atlas) has announced that it intends to expand its autonomous truck operations in the US Permian Basin from 28 to 100 by mid-2027. The company will work with Kodiak AI, Inc. (Kodiak) to make this ambition a reality using its physical artificial intelligence (AI)-powered autonomous driving technology.

What that means in practice is retrofitting or upfitting trucks with a package of sensors, controls, cameras, and other hardware to enable them to be operated autonomously using an AI “driver.”

According to Atlas, the new trucks will be used to expand operations at its second load-out point along its 42-mile (68 km) “Dune Express” sand conveyor system. This system will help Atlas become more responsive to customer needs for the transport and supply of proppant in the region.

Proppant, in case you are unaware, is a special grade of sand used by oil and gas companies during hydraulic fracturing. The sand is pumped underground to keep the cavities created by fracturing open, allowing oil and gas to flow freely.

Delivering sand without drivers

As you can appreciate, that requires enormous quantities of the stuff. What’s more, transporting it from mines or storage sites to drilling locations involves thousands of repetitive truck journeys, often on remote, dusty and relatively predictable routes.

The load-out points refer to strategic locations along the so-called “Dune Express” where this sand is loaded onto trucks. At present, Atlas explains, autonomous trucks have been used from one load-out point at a time.

The addition of another (one in Texas and one in New Mexico) will enable them to cover a wider area and improve customer order fulfillment. According to Atlas, since incorporating driverless trucks into its operations, they have carried approximately 7,000 loads totaling around 450,000 tons of sand over 23,500 “driverless hours.”

As for the trucks in question, they are entirely driverless but with an important distinction. To date, these trucks have tended to operate on controlled oilfield logistics networks, or private roads, not public highways or lanes.

That is considerably easier from an AI-training perspective than allowing autonomous trucks to travel freely through ordinary cities or mixed public traffic. The next major step is therefore operating on public roads, which Atlas and Kodiak say they expect to begin by early 2027, subject to regulatory and operational approval.

Fleet to increase to 100 by mid-2027

That would greatly expand where the trucks can deliver. “This partnership with Kodiak is a critical part of the Atlas strategy to transform oilfield sand logistics through innovation,” said John Turner, CEO and President of Atlas Energy Solutions, in a press release.

“Our mission is to seek critical energy infrastructure with inefficiencies, then engineer solutions that improve efficiency, reduce risk and enhance our customers’ operational success,” he added.

“Together, Atlas and Kodiak have deployed the world’s largest fleet of driverless big-rig trucks,” said Don Burnette, Founder and CEO, Kodiak.

“We’ve demonstrated that autonomous trucking is delivering meaningful results today. Our expanding partnership, which now covers two unique locations, is creating a blueprint for how autonomy can transform logistics by improving efficiency, increasing productivity, and delivering lasting value for customers at commercial scale,” he added.

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From perfumes and synthetic flavorings to plastics and resins, acetaldehyde is a chemical used to make countless everyday products. 

However, producing it efficiently has remained a challenge because the catalysts that convert ethanol into acetaldehyde gradually lose activity, generate unwanted byproducts, or break down over time.

Now, researchers have developed a three-metal catalyst that tackles those long-standing problems in an unusual way. By pairing platinum and chromium atoms inside a silver matrix, they created tiny dumbbell structures known as heterometallic pair sites. 

These atomic pairs selectively remove only the hydrogen atoms needed to convert ethanol into acetaldehyde while suppressing the deactivation pathways seen in comparable platinum-silver and chromium-silver catalysts. 

“Our catalyst solves an important problem in chemistry because it completes a selective dehydrogenation: Instead of stripping away all of the hydrogen atoms, it removes just the ones necessary,” Anatoly Frenkel, one of the study authors and a chemist at Stony Brook University, said.

Moreover, since the process starts with ethanol that can be produced from biomass such as crop residues, forestry waste, and food waste, it could also provide a more sustainable alternative to conventional petrochemical production.

Breaking the limits of conventional catalysts

Catalysts speed up chemical reactions without being consumed, but making one that is both fast and selective is difficult. In ethanol dehydrogenation, conventional catalysts often keep reacting after removing the required hydrogen atoms, triggering unwanted reactions. 

Over time, they can also become coated with carbon deposits, known as coking, or undergo structural changes that reduce their performance.

To overcome these problems, the researchers turned to quantum mechanical calculations, which predicted that platinum and chromium atoms would naturally pair up when dispersed inside silver. 

“Prior quantum chemical calculations and surface science experiments by our collaborators showed that platinum-chromium pairs form preferentially in silver and exhibit electronic structures distinct from isolated platinum and chromium sites, enabling unique surface chemistry,” Jason Weaver, one of the study authors and a chemist at the University of Florida, said.

The team then fabricated thin films of the alloys to test whether these predicted atomic pairs actually formed.

Building the atomic picture

The researchers combined several advanced techniques to examine the catalyst from the inside out. At Brookhaven National Laboratory’s National Synchrotron Light Source II, X-ray absorption fine structure (XAFS) measurements confirmed that platinum and chromium atoms had indeed paired together throughout the silver host.

The catalyst’s surface was then analyzed at Sweden’s MAX IV synchrotron using surface-sensitive XAFS and ambient-pressure X-ray photoelectron spectroscopy (AP-XPS), which allowed scientists to observe the catalyst while it was actively converting ethanol. 

These measurements showed that only catalysts containing platinum-chromium pairs efficiently produced acetaldehyde. 

Additional scanning transmission electron microscopy (STEM) mapped the distribution of platinum and chromium atoms inside the silver matrix, providing further evidence that the unusual atomic arrangement was responsible for the catalyst’s behavior.

“Combining this with the local bonding information from surface-sensitive XAFS gives a really complete picture of the state of the catalyst and how this affects its performance,” Lindsay Merte, one of the study authors and an associate professor of physics at Malmö University, said. 

Tiny atomic pairs, major gains

Catalytic tests showed that the trimetallic platinum-chromium-silver catalyst became active at around 200°C and steadily increased its activity up to 350°C, where it selectively converted ethanol into acetaldehyde and hydrogen, with mass spectrometry identifying these as the dominant gaseous products.

In contrast, platinum-silver catalysts accumulated carbon deposits that blocked active sites, while chromium-silver catalysts became less effective because of oxidation. 

The platinum-chromium pairs greatly suppressed both of these deactivation pathways, allowing the catalyst to remain active for longer. 

The researchers also found that these heterometallic pair sites stayed stable even at relatively high active-metal loadings, addressing a common limitation of many atomically dispersed catalysts.

Previous studies had suggested that carefully designed pairs of different metals could outperform isolated single atoms, but this work provides experimental evidence that such heterometallic pair sites can operate under realistic reaction conditions.

A new strategy for catalyst design

The study offers a new blueprint for catalyst design. Instead of searching for entirely new materials, scientists may be able to create longer-lasting, more selective catalysts simply by arranging familiar metals in new atomic partnerships—a strategy that could benefit not only ethanol dehydrogenation but many other industrial chemical reactions as well.

However, the catalyst has so far been demonstrated only as a model thin-film system, so additional work will be needed before it can be adapted for industrial reactors. 

The researchers’ next goal is to translate the same atomic design into high-surface-area nanoparticles, which are better suited for large-scale chemical manufacturing.

The study is published in the journal Angewandte Chemie.

Growing populations and expanding industries are intensifying freshwater shortages across parts of Africa, the Middle East, and Southeast Asia, increasing the need for sustainable water supplies. Solar desalination has emerged as a promising solution, using sunlight to convert seawater into freshwater with relatively low energy requirements.

But real-world conditions pose a challenge. Seawater near ports, shipping routes, and industrial areas is often contaminated with oil, which can clog desalination membranes and reduce their performance. 

Although many experimental solar desalination systems have shown strong results in laboratory tests using clean saltwater, it remains uncertain how effectively they would operate in polluted seawater.

New membrane design aims to make solar desalination more practical

In an effort to overcome this limitation, researchers at Pusan National University developed a multifunctional hydrogel membrane that combines oil separation and solar-driven desalination in a single system. 

Led by Professor Sanghyun Jeong from the Department of Civil and Environmental Engineering, the team designed a membrane architecture that simultaneously removes oil contaminants while producing freshwater, eliminating the need for separate treatment stages. The study was published online on June 1, 2026, and will appear in the October 15, 2026, issue of Desalination.

Inspired by the need for selective water treatment, the researchers developed a membrane with a “Janus” architecture, giving each side a distinct function. One surface is hydrophilic, made from a chitosan and polyvinyl alcohol hydrogel, allowing water to pass through while blocking oil droplets. 

The opposite surface is hydrophobic and incorporates copper oxide nanoparticles coated with a carbon shell, which are embedded within a nanofiber layer. This dual-sided design enables the membrane to handle different contaminants while supporting more efficient desalination and oil separation.

Higher oil removal and faster solar water evaporation

By separating the membrane’s functions across different layers, the researchers prevented oil separation and solar heat generation from interfering with each other, a common challenge in single-layer designs. The hydrophobic side absorbs sunlight, converts it into heat, and drives water evaporation at the membrane surface.

Testing showed that the membrane removed more than 99.99% of oil from contaminated seawater while maintaining stable performance across different oil droplet sizes and repeated cycles. During solar desalination experiments, it achieved a water evaporation rate of about 0.05 gallons per square foot per hour, nearly three times higher than conventional single-layer membranes.

According to Prof. Jeong, the new membrane technology could support more sustainable water treatment by harnessing renewable solar energy while combining contaminant removal and freshwater production in a single platform. The integrated approach has the potential to reduce energy consumption, simplify operations, and minimize secondary waste generation compared with conventional desalination methods.

The researchers suggest that the membrane developed in this study represents a broader strategy for designing next-generation water treatment technologies. By integrating multiple treatment functions into a single membrane architecture, the approach could provide a framework for creating more efficient and adaptable systems beyond desalination applications.

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Coal has long been associated with electricity generation, steelmaking, and carbon emissions. But a new technology unveiled in China aims to give the fossil fuel a very different role. Transforming it into high-value carbon materials used in industries ranging from energy storage to aerospace.

The technology, presented at an industry conference in Taiyuan, Shanxi Province, converts ordinary coal into premium carbon materials through a specialized coal liquefaction process. Developers say the approach could significantly increase the economic value of coal while reducing emissions associated with conventional coal utilization.

A different approach to coal utilization

According to the company, the technology was jointly developed by Zhaoqing Shunxin Coal Chemical Industry Technology Co., Ltd. and Guangdong Coal-based Carbon Materials Research Co., Ltd. It was reviewed by an expert panel organized by the China International Association for the Promotion of Science and Technology in October 2025, which assessed the process as having reached an internationally leading level and recommended accelerating its commercialization.

Rather than burning coal for energy or converting it into fuels, the process focuses on extracting carbon-rich molecular structures that can serve as feedstock for advanced engineering materials.

The developers say the technology is based on quantum chemistry, separating coal molecules according to their chemical structure and bond strength. Molecules with lower bond energies are converted into oil and gas, while highly stable aromatic structures are transformed into condensed-ring pitch. A carbon-rich precursor used to manufacture advanced carbon materials.

From coal to aerospace-grade materials

One of the most notable aspects of the technology is the range of materials it claims can be produced. According to the developers, the condensed-ring pitch can be used to manufacture carbon foam, carbon fibers, 3D graphene, super-activated carbon, and supercapacitor-grade activated carbon. These materials are widely used across sectors including aerospace, energy storage, electronics, and advanced manufacturing.

The company also claims its carbon foam exceeds China’s Class A flame-retardancy standard and is suitable for military and aerospace applications. If these performance claims are validated at commercial scale, the technology would shift coal from being primarily an energy resource to serving as a raw material for high-performance engineered products.

Environmental and economic potential

The developers also highlight environmental benefits. According to the company, approximately 60% of the carbon contained in coal can be converted directly into carbon materials rather than being released through combustion. The process is also claimed to reduce carbon dioxide emissions by around two tonnes per tonne of coal processed, while generating virtually no waste gas, wastewater, or solid waste.

Economically, the approach aims to move coal further up the value chain. Instead of producing a commodity worth hundreds or thousands of yuan per tonne, the process is designed to generate advanced carbon materials that can command values ranging from tens of thousands to hundreds of thousands of yuan per tonne, depending on the final product. These figures were provided by the technology’s developers and have not been independently verified.

Moving toward commercialization

The technology has already taken its first step toward industrial deployment. The developers announced a cooperation agreement with the state-owned China Pingmei Shenma Group to construct a 6,000-tonne-per-year coal-based carbon materials project in Henan Province. They also said several carbon products produced using the process have completed user testing with downstream manufacturers and are now ready for commercial-scale deployment.

Although the technology still faces the challenge of proving its performance at industrial scale, it reflects a broader shift in how coal is being viewed. Rather than serving solely as a fuel, researchers are increasingly exploring its potential as a source of advanced materials, potentially opening new applications for one of the world’s most abundant carbon resources.

The United States is moving to expand its domestic drone manufacturing base after Performance Drone Works (PDW) received a conditional loan commitment of up to $820 million from the Department of War’s Office of Strategic Capital (OSC). Rather than focusing solely on producing more drones, the proposed funding aims is address one of the industry’s biggest vulnerabilities: reliance on foreign-controlled supply chains for critical drone components.

If finalized, the financing would help expand U.S. production capacity for propulsion systems, power electronics, flight-control hardware, vision systems, and other key technologies used in drones, robotics, and autonomous platforms.

Building the industrial base behind military drones

Modern military drones are only as resilient as the supply chains that support them. While the United States develops some of the world’s most advanced unmanned systems, many of the electronic components and subsystems that power them continue to come from overseas suppliers.

According to the company, the proposed investment would allow PDW to manufacture many of these critical technologies domestically while also supplying components to other American drone manufacturers. The initiative reflects broader efforts to strengthen the U.S. defense industrial base as demand for unmanned systems continues to grow.

The company currently operates Drone Factory 01, a 90,000-square-foot engineering and manufacturing facility in Huntsville, Alabama, where engineering, systems integration, flight testing, manufacturing, and fulfillment are carried out under one roof.

Lessons from modern warfare

The announcement comes as drones have become one of the defining technologies of modern conflict. From intelligence gathering and precision strikes to logistics and electronic warfare, unmanned systems are now central to military operations across multiple theaters.

Recent conflicts have also exposed the importance of manufacturing capacity. Producing advanced drones at scale requires a reliable supply of motors, batteries, flight controllers, sensors, cameras, communications equipment, and propulsion systems. Many of these have historically depended on international supply chains.

By investing in domestic production of these technologies, the United States aims to reduce potential supply disruptions while improving the ability to rapidly manufacture mission-critical systems when required.

Beyond defense applications

Although the proposed financing is driven by national security priorities, the manufacturing capability could extend beyond military use. PDW said the expanded production capacity is intended to support future public safety, industrial, and commercial applications in addition to meeting defense requirements. A stronger domestic component ecosystem could also benefit the wider U.S. drone industry by providing American-made alternatives for manufacturers that currently rely on imported hardware.

The Office of Strategic Capital was established to help finance technologies considered important to long-term U.S. national security and industrial competitiveness, particularly in areas where private investment alone may not be sufficient to rapidly scale manufacturing.

Funding remains conditional

The proposed $820 million financing has not yet been finalized. According to the announcement, the commitment remains conditional and is subject to additional financial, legal, technical, and due diligence requirements before reaching financial close.

Even so, the size of the proposed investment illustrates how drone manufacturing has become a strategic priority for the United States. As militaries increasingly rely on autonomous systems across air, land, and sea, building secure domestic supply chains for the components behind those platforms is emerging as an important part of maintaining technological and industrial competitiveness.