World’s most powerful and sensitive Radio Telescope

 Scientists readies to build world’s most sensitive and powerful Radio Telescope in Nevada         

Caltech researchers are preparing to build a radio telescope which will be the most sensitive ever constructed and survey the sky 100 times faster than any other radio telescope worldwide. Deep Synoptic Array will feature 1,650 dishes in Nevada, survey sky 100 times faster than existing telescopes. Schmidt Sciences has greenlit construction of the Deep Synoptic Array after the project completed its final design review. The milestone paves the way for construction to begin on the telescope, which is planned for a remote valley in Nevada. The array will consist of 1,650 radio dishes, each slightly more than 6 meters in diameter. The team plans to build the telescope by 2029, with science operations commencing soon after. This could become the most sensitive and fastest radio telescope array ever built. The ambitions are staggeringly vast. Once completed, the Deep Synoptic Array (DSA) will feature a whopping 1,650 radio dishes, each measuring just shy of 20 feet across, spanning an area of 12 by 10 miles in a remote Nevada desert valley. To put those numbers into perspective, New Mexico’s Very Large Array, one of the largest radio telescopes, is made up of just 27 radio dishes.

Arrays made up of large numbers of dishes have a key advantage: they can dramatically improve the spatial resolution of deep space observations by effectively acting as one enormous instrument. However, one drawback is that they are far less sensitive to light than one giant dish, making them only suitable for luminous astronomical objects, like pulsars, the highly magnetized remains of dead stars, and fast radio bursts, brief flashes of powerful radio waves. To reduce the chance of radio frequency interference, unwanted external electromagnetic signals or “noise” that have plagued astronomers for decades, the team chose an extremely remote part of the Nevada desert, not far from Great Basin National Park. “The DSA will survey the entire visible sky several times in its first five years at unprecedented speeds,” said Gregg Hallinan, principal investigator of DSA, professor of astronomy at Caltech, and director of Caltech’s Owens Valley Radio Observatory. “While all other radio telescopes combined have so far found about 20 million radio sources, the DSA will match that in the first day of operations. By the end of its initial survey, it will have discovered about 1 billion new radio sources.”

The telescope will discover radio emission from millions of stars, galaxies and other cosmic objects. It will address the mysteries of black holes, pulsars and fast radio bursts. It will also probe the physics of dark matter and gravity, and it will measure the structure and expansion of the universe. “Radio astronomy is about to go from sketch to photograph,” said Vikram Ravi, the co-principal investigator of the DSA and a professor of astronomy at Caltech. “The DSA is looking at a far larger volume of the universe far more often than any other telescope.” Scientists behind the DSA promise that the new array will improve on the sensitivity of existing radio telescope arrays while dramatically speeding up the process of scanning wide swathes of the night sky. Researchers are hoping to use the array to study mysterious and little-understood phenomena like fast radio bursts, as well as much broader concepts, like how dark energy influences the expansion of the universe. The speed of the DSA also offers a key advantage: it will give astronomers access to data in near-real-time, allowing them to start processing it almost immediately. Best of all, the public will have unfettered access from the get go.

“We want the whole world to also have access to the data just as quickly as we do,” DSA lead project manager Katie Jameson explained. “The DSA functions like a photo lab that is developing these radio images in real time for all to use.” The DSA will be capable of making images in real time. The numerous radio dishes will feed into a supercomputer which creates images instantly. The images will be immediately accessible to the worldwide astronomical community. “Without the radio camera, we would have to store 100 exabytes of data to complete our survey,” Hallinan said. “This would require 5 million hard drives in a multi-billion-dollar facility the size of multiple football fields. The radio camera solves this problem.” The DSA’s radio camera will convert the raw data to images in real time with the help of an off-site supercomputer built from Graphics Processing Units. The radio camera images will be given freely to the public with no proprietary period.

To keep costs down, Caltech researchers turned to a highly unusual manufacturing partner: cake pan maker Fat Daddio’s. The team contracted the company to produce thousands of baking pans, which turned out to be the perfect shape to help convert electromagnetic waves to electrical signals. “It’s all about metal fabrication, and this is something Fat Daddio’s has a lot of experience in!” DSA lead project engineer Francois Kapp explained. The DSA will have the ability to detect more than 100,000 intensely powerful flashes of radio light from fast radio bursts and to localize them to their home galaxies. The DSA will also reveal more than 20,000 new pulsars. “The science that can be done is endless,” Hallinan said. “There will be enough discoveries to occupy every radio astronomer on the planet.” The DSA is led by Caltech and funded by Schmidt Sciences. It is part of the Eric and Wendy Schmidt Observatory System. Two pathfinder projects which led to the DSA, the DSA-110 and the OVRO Long Wavelength Array, were funded by the National Science Foundation.

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World’s first commercial large gas engine

 First commercial engine generating electricity by burning a mixture containing up to 30% hydrogen

Japan is taking an important step in the energy transition with the first commercial large gas engine capable of generating electricity by burning a fuel blend containing up to 30% hydrogen and natural gas. The engine was developed by Kawasaki Heavy Industries and is part of the KG series. It is designed for distributed power plants in the 8 MW class. For many households and factories, the energy transition often feels distant until the electric bill jumps or the lights flicker on a hot summer evening. Now Japan is putting a very tangible tool into that transition, unveiling the world’s first commercial large gas engine which can generate electricity using a fuel mix with 30% hydrogen by volume blended into natural gas. Kawasaki Heavy Industries quietly opened the order book for this hydrogen ready model. The unit sits in the eight megawatt class for distributed power plants and is built on the company’s KG series platform.

The main idea is to enable the transition to lower emissions without fully replacing existing infrastructure. With a fuel blend containing up to 30% hydrogen, part of the carbon emissions/ kilowatt-hour produced can be reduced, especially if the hydrogen is produced through a low-carbon route. According to Kawasaki, many of the older KG series engines, with more than 240 orders worldwide since 2011, can be upgraded to operate with the same hydrogen blend. This allows existing gas-fired power assets to extend their service life and gradually reduce their emissions, instead of being replaced entirely. On paper, the idea sounds straightforward. Add hydrogen to the fuel, keep the same pipes and tanks, and trim carbon dioxide emissions from each kilowatt hour. In practice, the design reflects a transition mindset that tries to give plant operators a cleaner option without forcing them to scrap equipment that still works.

The new engine can burn fuel which contains up to 30% hydrogen by volume, with the balance supplied by natural gas. Engineers chose that level because it can usually move through existing distribution networks with only limited adjustments instead of a complete rebuild of pipelines and storage tanks. Earlier KG series engines have already logged more than 240 orders worldwide since 2011. Kawasaki’s tests and public materials confirm that many of those units can be upgraded to the same hydrogen co-firing specification. In practical terms, a plant that was designed a decade ago for pure natural gas can extend its life while cutting emissions instead of waiting for a brand new fleet to arrive. Safety is the side of this story which rarely shows up in marketing but matters a lot in the control room. Hydrogen molecules are extremely small, can seep through seals that easily contain methane, and ignite across a wider range of fuel and air mixtures. During the verification campaign, engineers spent significant time testing hydrogen leak detection, purging routines, and the way the entire fuel system responds if something fails. The commercial engine now includes hydrogen sensors distributed along the fuel path and nitrogen purging which can flush lines during startup, shutdown or a fault, adding another layer of protection for operators and nearby communities.

There is a catch. Engines can be ready long before the fuel is. Japan still imports nearly all of its primary energy, and large-scale hydrogen logistics are only now coming into focus. To a large extent, the centerpiece of that effort is the Kawasaki LH2 Terminal rising on Ogishima in Kawasaki City. The facility is described as the country’s first commercial-scale liquid hydrogen import base, centered on a cryogenic tank which can hold about fifty thousand cubic meters of liquefied hydrogen, together with systems for ship handling, liquefaction, gas supply, and truck dispatch. Commercial operations are planned around 2030. In parallel, Kawasaki is working with Japan Suiso Energy on a new liquefied hydrogen carrier with a capacity of roughly forty thousand cubic meters. This vessel represents a major step up from the earlier Suiso Frontier demonstrator which carried the first test shipment of liquefied hydrogen from Australia to Japan a few years ago. Together, the ship and terminal are intended to anchor an international hydrogen supply chain that can eventually feed both coastal bunkering facilities and inland power plants.

In Japan this work on stationary power coincides with a similar push at sea. Around the same time the KG engine went on sale, a consortium of Japanese manufacturers, including Kawasaki, Yanmar Power Solutions and Japan Engine Corporation, announced they had completed what they describe as the first land-based operation of marine hydrogen engines. The trial used a newly developed liquefied hydrogen fuel supply system at Japan Engine’s factory site. The tests confirmed that medium-speed, four-stroke engines could run on hydrogen at rated output. A separate low-speed, two-stroke model, aimed at driving the main propeller on large cargo ships, is scheduled to enter trials this year. All three engine types share a dual fuel architecture, so crews can run on hydrogen where bunkering is available and switch to marine diesel on routes that still lack hydrogen refueling. Both the power plant engine and the ship engines sit inside a much bigger climate policy experiment. Their development is backed by New Energy and Industrial Technology Development Organization (NEDO) through the Green Innovation Fund, which the Ministry of Economy, Trade and Industry (METI) capitalized with about two trillion yen to help Japan reach carbon neutrality by 2050.

This kind of public backing lets companies tackle problems which are hard to finance through normal market channels, such as long-term durability of hydrogen valves or training crews to handle extremely cold fuel safely at sea. It also buys time for technologies that cut emissions but may not yet compete on cost with conventional fuels. For people breathing the air near busy ports or watching their monthly utility bill, the obvious question is whether these projects lower emissions in the short run. The answer, for the most part, is yes. A gas plant which switches from pure natural gas to a 30% hydrogen blend lowers its direct CO2 output/unit of electricity, especially if the hydrogen comes from low-carbon production. Hydrogen capable ship engines offer similar potential along heavily trafficked sea routes once fuel is available. At the same time, experts warn that none of this removes the need to build a genuinely clean hydrogen industry. Until import terminals, carriers, and electrolyzers are running at scale, many early buyers of the KG engine will either pay a premium for limited local hydrogen, operate mainly on natural gas, or hold back and wait.

The benefit, to a large extent, is that existing plants and vessels can adapt instead of becoming stranded assets when cleaner fuels begin to flow. In short, Japan is betting that making today’s equipment flexible is one of the quickest ways to open the door to tomorrow’s fuel. Safety is a key part of the development, because hydrogen is more difficult to control than methane: its molecules are very small, it can pass through seals, and it ignites across a wider range of mixtures with air. For this reason, the engine includes hydrogen leak sensors along the fuel path and a nitrogen purging system for startup, shutdown, or fault conditions. The development is also linked to Japan’s broader approach to the hydrogen economy, from engines for power plants to marine engines, liquid hydrogen terminals and future supply chains. The main condition remains the availability of enough clean hydrogen: the engines may be ready before the fuel itself is available in large quantities for all.

Muhammad (Peace be upon him) Name