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.