Underwater water

Underwater water


DROP TO DRINK. Expedition 501 of the International Ocean Discovery Program

To minds parched by doomsday forecasts of a water-stressed future, here is some good news: there could be a lot of drinking water under the seas.

One scientific mission went looking — and found it. Expedition 501 of the International Ocean Discovery Program, following up on earlier hints, drilled holes hundreds of feet beneath the sea floor off the New Jersey coast, near Martha’s Vineyard.

The effort confirmed the existence of a huge body of freshwater beneath the Atlantic Ocean — enough to serve New York City for 800 years.

How did the water get there? Scientists are not entirely sure. One hypothesis is that it was “emplaced” during the last Ice Age, around 20,000 years ago. The idea has won support for its elegant simplicity: rainwater seeped underground when sea levels were much lower; later, as the ice melted, rising seas submerged the land — and sealed the freshwater below.

Others argue the process was more gradual, with freshwater accumulating over the past two million years through repeated Pleistocene glaciations — Ice Age cycles during the Pleistocene epoch, which began about 2.6 million years ago and ended roughly 11,700 years ago.

The existence of freshwater beneath the seas is not entirely new knowledge. What Expedition 501 has done is sharpen scientific attention as the scale of the aquifer opens up fresh questions about the origin and movement of this water — and points to similar possibilities elsewhere.

It showed that hope for water-stressed humanity may be lurking undersea. In the years ahead, drill ships may venture not in search of oil or gas, but something far more vital: water!

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Published on January 26, 2026



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Electric mobility may take wing in the not-too-distant future

Electric mobility may take wing in the not-too-distant future


HYTEC PROJECT. Cross-section of the improved turbofan jet engine developed by NASA and GE Aerospace

An Indo-Norwegian startup, SiriNor, announced at the World Economic Forum in Davos last week that it has developed an “electric jet engine” that it expects to be ready for drones by mid-2026. SiriNor, which was invited to present its work at the WEF, says it aims to scale up the technology for commercial aviation platforms by 2030.

Electric flying is now proving to be the same exciting challenge for scientists, investors and aviation enthusiasts as the first bi-winged, wooden and fabric contrivance was to the Wright brothers, a seeming incredulity being yanked into the realm of the possible. Electric flying is almost within reach now, and a handful of startups like SiriNor are promising to get their machines roaring into the skies in the next half decade.

But these efforts are confined, for now, to small aircraft meant for short hops. That is good for starters; the real meal, however, is getting the Boeings and Airbuses — with hundreds of passengers aboard — to fly without burning fossil fuel.

That is genuinely a long haul — no one should expect it day after tomorrow. Still, small but meaningful steps in that direction are becoming visible. One such step came in December 2025, when NASA and GE Aerospace completed the ground testing of a commercial hybrid-electric engine demonstrator. What, exactly, does that mean?

‘Hybrid’ outlook

The large engines that power an Airbus from Mumbai to New York do more than generate thrust. They also supply electricity for avionics, air-conditioning, lighting and motors that operate systems such as landing gear. This is where the idea of “hybrid-electric” propulsion enters the picture.

The question engineers are grappling with is this: Can more electrical power be extracted from the engine without burning additional fuel — so that a greater share of the fuel’s energy is devoted to propulsion rather than onboard systems?

To address this, NASA and GE Aerospace are working on the Hybrid Thermally Efficient Core (HyTEC) project. It is not so much a revolutionary leap as a carefully engineered one: Extracting significantly more electrical power from the engine core while improving overall fuel efficiency and cutting emissions.

Modern commercial aircraft are powered by turbofan engines, easily recognised as the large nacelles slung under the wings. The big rotating fan at the front ingests air as the aircraft moves forward. Much of this air bypasses the engine core and exits at the rear, producing thrust — rather like air rushing out of an inflated balloon. The rest flows into the core, where it is mixed with fuel and combusted. The resulting hot gases drive the turbine, contributing additional thrust. The core is also where electrical power is generated for aircraft systems.

HyTEC seeks to improve the thermal efficiency of this core — in plain terms, to make it run hotter without damaging the materials it is made of. Higher thermal efficiency allows more power to be extracted electrically.

Central to this effort is the concept of a small-core turbofan. A smaller core operating at higher pressures and temperatures can be more efficient, but it also poses formidable engineering challenges. Managing extreme heat, ensuring stable combustion and integrating with increasingly electrified aircraft systems are all crucial tasks. HyTEC is designed to confront these challenges directly.

The project aims to enable power extraction of up to 20 per cent at cruise altitude — roughly two to four times what today’s engines manage. NASA has several initiatives under way in hybrid-electric aviation, but HyTEC stands out as the most promising, says MN Suma, Power Electronics Leader (Research) at GE Aerospace, Bengaluru.

Notably, HyTEC involves no onboard batteries. It is also designed to operate on a higher ratio of sustainable aviation fuel (SAF) in blended fuels, indicating that SAF will play a central role in aviation’s near- and medium-term decarbonisation.

While the December 2025 ground tests mark an important milestone, Suma cautions that bringing this technology to full commercial maturity will take time — possibly a decade.

Hybrid-electric propulsion, she argues, is a pragmatic bridge in aviation’s energy transition. Fully electric or hydrogen-powered large aircraft remain distant prospects, but improving engine efficiency, enabling deeper electrification and ensuring compatibility with sustainable fuels together offer a credible pathway forward.

India’s contribution

India plays a significant role in GE Aerospace’s global innovation network, Suma told businessline. In Bengaluru, the company has built a multidisciplinary team working on technologies critical to future hybrid and electric aircraft. It combines expertise in electronics, thermal management, materials and mechanical design to develop compact, lightweight and reliable power systems capable of operating at very high temperatures.

A particular focus is the power converter — an essential component in hybrid-electric propulsion that manages the flow and transformation of electrical power across aircraft systems. The Bengaluru team is designing converters that deliver high power density while being robust enough to survive the harsh environment inside an aircraft engine.

“Power electronics and system modelling — understanding how components developed across geographies behave when integrated — are two key strengths of GE Aerospace Bengaluru,” Suma says.

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Published on January 26, 2026



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Twinning prayers and AI at mega temple festival

Twinning prayers and AI at mega temple festival


SAFETY FIRST. Police guide visitors at Tiruvannamalai during
Karthigai Deepam festival
| Photo Credit:
VENKATACHALAPATHY C

Each year, the Karthigai Deepam festival at the Arunachaleswarar temple draws millions of pilgrims to Tiruvannamalai, Tamil Nadu, over a very short time period. On December 3, 2025, as the town prepared for peak inflows, authorities deployed a technology-supported surveillance and decision-assistance system to augment traditional policing and traffic management.

Active watch

At the centre of the technology deployment was an AI-enabled video analytics platform designed for large public gatherings. The system was implemented by Vehant Technologies, with Synergy Telematics as the master system integrator. Approximately 750 analytical points were distributed across key zones — the inner temple complex, surrounding arterial roads, the four main gopurams and the ‘Girivalam path’ (circumambulation of Arunachala hill).

These points drew from live feeds on cameras already installed or temporarily commissioned for the event. The platform functioned as a real-time aggregation layer, synthesising inputs from multiple locations into a consolidated operational view for the authorities. By providing this overview, the system enabled a transition from passive observation to active situational management.

Timely alerts

A core capability of the system was real-time crowd estimation across defined zones, such as entry points, queue corridors and congregation areas. Using video analytics, the software generated live occupancy estimates and compared them against predefined safety thresholds set by local authorities who are familiar with the site and historical crowd behaviour.

When live estimates approached or crossed these limits, alerts were triggered at the central command-and-control room (CCR), enabling officials to regulate inflow, temporarily divert foot traffic, open additional pathways or redeploy personnel before congestion escalated.

Girivalam path

The 14-km Girivalam path presents a distinct challenge due to its multiple access points, and the continuous movement of pilgrims. The platform provided a consolidated dashboard that visualised crowd concentration and flow trends along the different segments of the route.

In parallel, AI-assisted vehicle monitoring was used on approach roads and parking areas. In the absence of a centralised public parking facility, traffic management relied on tracking of vehicle inflow and outflow at multiple private parking zones.

Automated number plate recognition and virtual zoning allowed authorities to monitor capacity utilisation and respond when parking areas neared saturation. Alerts enabled traffic to be diverted proactively, reducing secondary congestion in pedestrian-heavy zones.

Behavioural cues

In addition to density monitoring, the system incorporated rule-based behavioural analytics to enforce crowd discipline. These included detection of barrier jumping and counter-flow movement in restricted or one-way corridors. Virtual zones and directional rules were defined in advance by the planners.

When live video feeds indicated a violation of these rules, alerts were issued to on-ground teams. This allowed security personnel to intervene early, before localised disruptions escalated into bottlenecks. Such capabilities were most relevant in high-pressure moments near darshan access points.

Command centre

All system outputs converged at the CCR, located within the temple premises. The facility was staffed by police personnel, including one Assistant Superintendent of Police, two sub-inspectors and five constables operating in eight-hour shifts. These teams were responsible for interpreting alerts, coordinating responses and maintaining communication with units across the town.

The platform interface prioritised clarity over automation, presenting live estimates, alerts and visual feeds to assist human operators. Decisions remained firmly with officials, supported by a continuously updated operational picture. According to those involved in the deployment, the primary value of the system lay in providing advance visibility of emerging pressure points to facilitate preventive action.

For administrators facing rising crowd densities and constrained manpower, such systems represent a pragmatic evolution in public safety strategy.

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Published on January 26, 2026



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Solar cells of efficiencies above 30%

Solar cells of efficiencies above 30%


BIG LEAP: India took eight years to install 20GW solar generation capacity, but set up 100 GW in the next eight
| Photo Credit:
DHIRAJ SINGH

Vinay Rustagi, Chief Business Officer at Premier Energies Ltd, a solar cell and module manufacturer, believes that in just three to four years, the market will see solar cells with conversion efficiencies above 30 per cent, compared with about 25 per cent today. That would be a huge leap. The efficiency here indicates how much of the sunlight falling on the solar cell is converted into electrical energy.

High-efficiency cells are the next frontier of the solar industry. In India, the sector has come a long way since its beginnings in 2010, when the National Solar Mission was launched.

It took the industry eight years to set up 20 GW of manufacturing capacity; in the next eight, it added 100 GW. This was possible mainly because China hammered down module prices — modules account for 55–60 per cent of the cost of a solar plant. But cost efficiency arising from improvements in cell efficiency (cells are assembled into modules) also played a significant role.

Cell efficiency has increased from around 17 per cent to 25 per cent over the last decade. Rustagi expects a repeat of that trajectory. “There is rapid progress. I am pretty optimistic that by 2028 or 2029, there will be commercially available tandem solar cells with efficiencies above 30 per cent,” he told businessline.

A one percentage point increase in module efficiency can mean an additional 13,000–17,000 kWh of generation per MW of installed capacity annually. At a tariff of roughly ₹3 per kWh, this translates to ₹40–50 lakh worth of additional generation for a 100 MW plant. A five percentage point gain, therefore, works out to be ₹2–2.5 crore worth of extra generation.

Scientists broadly agree with Rustagi. Research literature is replete with reports of high-efficiency cell development. For instance, Prof Dinesh Kabra, who has founded the startup ART-PV India, has developed a tandem cell boasting 30.2 per cent efficiency. ART-PV is setting up two manufacturing plants in Mumbai, and Kabra expects the cells to reach the market within two years.

Bandgap engineering

Behind the improvements in cell efficiency lies a science called bandgap engineering.

Light consists of streaming photons of multiple frequencies (and corresponding wavelengths). Each colour of light occupies a different frequency band; even within a single colour, there are multiple frequencies.

Photons of different frequencies carry different amounts of energy — even though they all travel at the same speed. Think of it as two cars moving at the same speed, one carrying a single passenger and the other four.

In a semiconducting material such as a solar cell, a photon transfers its energy to an electron, allowing the electron to move from the valence band to the conduction band. The energy difference between these two bands is called the bandgap.

If the bandgap is too large, many photons do not have enough energy to excite electrons, resulting in lost sunlight energy. A single-junction solar cell has a fixed bandgap, and the well-known Shockley–Queisser limit states that its efficiency cannot exceed 33 per cent. Beyond a point, improving solar-cell efficiency becomes a material and device architecture problem.

A tandem cell addresses this by stacking two layers — like two slices of bread — each with a different bandgap. The top layer absorbs some photons, the bottom layer absorbs others, allowing more of the solar spectrum to be used to raise the overall efficiency.

Globally, scientists are working furiously on bandgap engineering. For example, Sarowr Basm Almahsen and Ghaleb Ali Al-Dahash of the College of Science for Women, University of Babylon, in Hilla (Iraq), have developed a tandem cell, combining two materials. In a paper published in Results in Optics, they write: “We suggest a solar cell made entirely without lead, using two layers: a top layer made of Cs₂AgBi₀.₇₅Sb₀.₂₅Br₆ [cesium silver bismuth-antimony bromide] with a wide bandgap of 1.8 eV, and a bottom layer made of FASnI₃ [formamidinium tin triiodide] with a narrow bandgap of 1.41 eV. This is a critical advancement, as most high-efficiency tandem cells still rely on toxic lead-based perovskites (e.g., MAPbI₃ [methylammonium lead iodide]).”

A bandgap difference of 0.39 eV is quite significant in semiconductor physics. The researchers claim a cell efficiency of 28.2 per cent.

In another paper, a team of scientists from various Indian universities report a tandem cell that places a perovskite layer on top of a conventional CIGS (copper indium gallium selenide) cell, creating a bandgap difference of 0.53 eV. The claimed efficiency is 32.56 per cent.

Switching to tandem

All this physics is fascinating — but how does a company that has invested millions of dollars in conventional cell manufacturing make the leap to tandem cells?

Rustagi says it is possible to retrofit an existing plant. Premier Energies is investing ₹5,000 crore to expand its cell and module capacities to 10.6 GW and 11.1 GW, respectively, by September 2026. Rustagi is not worried about the transition. “We are building a flexible design into our plants to make sure that we can retrofit them easily and make them compatible with these new technologies,” he says.

Kabra believes silicon–perovskite tandem cells will certainly enter the market before 2030. “If India does not move fast, once again the Indian market will be flooded with Chinese products,” he cautions.

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Published on January 12, 2026



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A lesson from Germany on infrastructure maintenance

A lesson from Germany on infrastructure maintenance


TRAGIC NEGLECT: Morbi bridge collapse in Gujarat claimed 141 lives
| Photo Credit:
VIJAY SONEJI

In the early morning hours on September 11, 2024, a 100-m section of the Carola bridge, on the Elbe river in Dresden (Germany), fell into the water. Fortunately, there were no people on that section and no injuries were reported. The bridge, an important road and tram crossing, had shown signs of structural problems and was due for renovation; investigations later pointed to corrosion and material fatigue in the steel components as key factors for the failure.

The collapse disrupted traffic and river navigation, and led to a decision to demolish the remaining structure and plan for a replacement. But more importantly, the incident has since been cited as a wake-up call for improved monitoring and maintenance of ageing infrastructure the world over, especially in India — a country still grappling with the memories of the tragic collapse of the Morbi bridge in Gujarat on October 30, 2022, which caused 141 deaths.

The Fraunhofer Institute of Germany, which swung into action soon after the Dresden bridge collapse, has come out with the finding that monitoring infrastructure is not only simple and easy, but also quite cheap — all you need is the will to do it.

The problem statement before the institute ran like this: High precision, long service life, continuous load-bearing, temperature tolerant from minus 40 degrees Celsius to 120 degrees Celsius. Where will you find such a device?

The solution was hidden in plain sight. Of course, in automobiles, says Christoph Sohrmann, Group Manager at Fraunhofer Institute of Integrated Circuits (IIS). “We could try MEMS sensors, for example, which until now have only been used in vehicles or cellphones but can ‘hear’ breaks in the wires of pre-stressed concrete bridges,” he says in a Fraunhofer Institute press statement, adding, “We will soon be testing this principle on a real bridge.”

Cheaper option

The statement reasons that commercially available sensors for infrastructural monitoring are 10 to 100 times costlier than the repurposed vehicle sensor technology, since many elements such as hardware, production standards, cybersecurity and sensor self-monitoring can be leveraged directly from automotive applications.

Radar sensors developed for the automotive sector cannot be directly used for structural health monitoring (SHM) because they lack the resolution needed to detect small changes and early damage in large engineering structures. To address this, Fraunhofer researchers are developing new monitoring approaches using a combination of tactile sensors and non-contact radar measurements. These methods are being tested on a 45-m experimental bridge at TU Dresden’s real-world laboratory in Bautzen.

Unlike conventional frequency-based techniques, the phase-based interferometric radar analysis allows the researchers to detect even extremely small static displacements — down to millimetre or even sub-millimetre levels — as well as structural vibrations at frequencies above 1,000 Hz. This makes the technology suitable for monitoring structural conditions and early signs of damage.

The measurement campaigns are conducted in close collaboration with safety authorities and civil engineering offices to ensure that the data collected are both relevant and easy to interpret. Civil engineering expertise from TU Dresden played a key role in shaping the monitoring strategy.

In a follow-up project called RICARES, starting this month and funded by the Sächsische Aufbaubank, the team will focus on long-term monitoring of railway bridges, though the technology is also applicable to road bridges. The project will explore how many sensors can be synchronised and how radar performance can be improved using antennas, lenses, or reflectors.

The researchers emphasise that affordable sensors can enable large-scale infrastructure monitoring, helping authorities build long-term datasets that are crucial for identifying early structural damage and improving safety.

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Published on January 12, 2026



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