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The initiative, launched by Chief Minister N Chandrababu Naidu is being implemented on a pilot basis in seven mandals across seven dists

Emirates President Sir Tim Clark believes Boeing could eventually move forward with a larger version of its 777X family, potentially known as the 777-10, as the manufacturer gains more insight from the lengthy development and testing programme of the 777-9. Speaking at the Farnborough Airshow, Clark renewed Emirates’ interest in a stretched version of the aircraft as the Dubai-based airline continues to wait for delivery of its first 777-9, which has faced significant delays. “As far as the ‘777-10’ is concerned...we do want a bigger one,” Clark said, noting that the performance capability of the 777-9 “is improving”. He explained that Boeing’s ongoing testing programme has revealed opportunities for additional capability, including higher take-off weights and increased engine performance. “We already see higher take-off weights coming into the mix. We also see more thrust coming from [GE Aerospace],” Clark said. He added that the extensive testing period of the aircraft had provided Boeing with valuable structural data that could support a future stretch. “So in the end, the amount of testing they’ve been doing on this aircraft – given the time it’s taken to get out of the door – is already telling Boeing that they have the structural metrics to actually look at a stretch on this aircraft,” he said. “So I’m kind of confident that that’s the way it’ll go.” Clark suggested that improvements to the 777-9’s performance, combined with the possibility of a larger variant, may have influenced interest from rival manufacturers. He appeared to reference Airbus’ early studies into a potential larger version of the A350 beyond the A350-1000. The prospect of larger widebody aircraft reflects growing airline demand for higher-capacity long-haul jets capable of carrying more passengers while improving efficiency on major international routes. Emirates Awaits First 777-9 Delivery Emirates currently remains one of the largest customers for the Boeing 777X programme and is expecting its first 777-9 delivery in the second quarter of 2027. Clark said he expects Boeing to present the aircraft to Emirates later this year with its systems installed and engines operating, allowing the airline to review the aircraft before certification is completed. “And then we just wait for the certification process to complete, and its [extended twin-engined operations capability] programmed,” he said. “So far, so good.” The 777-9 programme has experienced years of delays due to development challenges, regulatory scrutiny, and industry disruptions following the COVID-19 pandemic. Despite the setbacks, Boeing and Emirates believe the aircraft entering service will benefit from extensive testing and accumulated improvements. Emirates Rejects Early-Build 777X Aircraft While Emirates remains committed to the 777X programme, Clark confirmed that the airline will not accept some of the earliest aircraft originally built for the carrier. The decision is linked to Boeing’s “change incorporation” process, which involves reviewing around 30 early 777X airframes to determine the modifications required to bring them up to the latest delivery standard. Clark said the long delay in the programme has made some early aircraft unsuitable for Emirates’ operational needs. “Those airframes that were built for us...I was on board the first one, kitted out completely – except for our game-changer first-class suites,” he said, recalling his visit to the aircraft in 2019. He described the moment as a sign of optimism before the programme encountered further setbacks. “When I got on board, the [folding wing-tips] were flapping for me...and [they were] trying to show me that it was all – not ‘la la land’, but they did actually work,” Clark said. “I thought, this is great, I’m going to get this aircraft out of the door by maybe April [2020], and then, of course, it all went wrong.” The global pandemic severely affected aviation, particularly long-haul travel, creating additional delays for aircraft programmes and airline fleet plans. Clark argued that accepting the earliest aircraft would no longer make commercial sense because of their age. “If we were to take those [early] aircraft in the first quarter of next year, they’ll be nearly eight years old, they’re half-life and no use to anybody,” he said. He suggested Boeing should consider writing off some of the aircraft rather than continuing to carry them as inventory. “Quite honestly, if it had been me looking at these kind of things, looking at the prognosis...at some point, I would have provisioned for the write-off. And I would have charged that to my [profit-and-loss account],” Clark said. Boeing Faces Decisions on Stored Aircraft The early 777X aircraft have remained stored for years, creating a challenge for Boeing as the company evaluates whether refurbishment costs are justified. Clark said there was little value in keeping aircraft on the balance sheet if deliveries were unlikely. “I probably would have said, ‘These aren’t going anywhere’,” he said. However, he acknowledged that the aircraft could potentially find buyers if Boeing offers them at significantly reduced prices. “They have been standing on their wheels, with no engines of course, for some time,” Clark said. “We last saw them a few years ago, parked outside Renton, all greened-up, looking very sad.” He added that Boeing’s decision would ultimately depend on whether the cost of upgrading the aircraft made commercial sense. “Whether or not that’s worth doing, whether or not you just cut them up, is up to them,” he said. For Emirates, however, the decision is already clear. Clark confirmed that the airline, which is expected to receive around “10 or 11” of the earliest 777-9 aircraft, will not take those units. “We’ve already told them that,” he said. Boeing Eyes 777-9 Entry Into Service Clark said Boeing’s immediate priority remains completing certification work on other programmes, including the 737 Max 7 and Max 10, before turning its full attention toward the 777-9. “As soon as they’ve gone, their concentration is to get the [777-9] out the door,” he said. Despite the programme’s delays, Clark believes the extensive development work could result in a highly mature aircraft when it finally enters commercial service. “[Boeing] honestly thinks, and we believe, that with all the work that’s been done – the mods have been done, the latest mods on the engine – when it gets into the fleet, it’ll be almost a mature aeroplane,” he said. “After all, it should be that, given that it’s probably the most tested aircraft in history. So we’ll see.” For Emirates, the arrival of the 777-9 remains a key part of its future fleet strategy, while the possibility of a larger 777-10 variant could represent another step in the evolution of Boeing’s flagship twin-engine widebody family.

The Bengaluru Metropolitan Transport Corporation (BMTC) is introducing the following AC bus services to Electronics City on Monday.

A new 100,000-sentence dataset could improve translation and classroom tools for Sinhala and Tamil, where AI support remains patchy.

You can find 4K UHD resolution in projectors of all shapes, sizes, and prices, from tiny tabletop models to home theater powerhouses with stunning quality. Here's your complete guide to choosing the best one.

Asia’s premier tech show BTS 2026 to discuss AI & Beyond

On July 17, 2026, a fire broke out at ACME Solar's Suryodaya Battery Energy Storage System ( BESS ) facility in Pokhran, Rajasthan. Within hours, social media and several news outlets were calling it a "BESS fire" - language that implies lithium-ion cells going into thermal runaway. The company's own root cause analysis tells a narrower story: a short circuit in the AC cabling between a transformer and the Power Conversion System (PCS), affecting four PCS units. No battery container was damaged. No cell failure. No BMS failure. Estimated revenue impact roughly ₹20 lakh, out of a facility that is part of ACME's 3.62 GWh of operational BESS capacity across three Rajasthan sites. That gap, between what actually failed and what got reported, is the real story, and it points to a structural problem in how India builds storage systems. What a PCS Actually Does A BESS is not just a stack of batteries. It's an integrated system of four core layers - the battery cells and modules, the Battery Management System (BMS) that monitors cell health, the Power Conversion System (PCS) that converts stored DC power into grid-usable AC power (and back again while charging), and an Energy Management System (EMS) that orchestrates the whole plant. The PCS sits at the electrical interface, often built around IGBT semiconductor switches, handling high voltages and currents to keep the plant synced with the grid. Because the PCS is pure power electronics, its failure modes look nothing like a battery's. A cell going into thermal runaway is a chemical, self-sustaining reaction that starts inside a battery and can cascade to neighbouring cells. A PCS fault, like the one at Pokhran, is typically an electrical event: an IGBT short, an overheated busbar, a degraded AC cable joint, arcing at a transformer connection. It can ignite just as violently, but it starts and often ends in the conversion equipment, not the cells, unless it's allowed to spread. Why the Distinction Gets Lost In India's fast-scaling storage sector, ACME is not an isolated case. The country's installed BESS capacity jumped roughly 11-fold in eighteen months, from about 0.78 GWh in December 2025 to 8.7 GWh by mid-2026, with 47 GWh of tenders floated in the first half of 2026 alone, against a total pipeline of 260 GWh. At that pace, projects are commissioned fast, and under India's typical L1 (lowest-bidder) procurement model, cells might come from a top-tier chemistry supplier while switchgear, protection relays, and AC-side cabling are sourced separately, engineered by different vendors, and tested in isolation. When something fails at the seam between subsystems, as it did at Pokhran, there's often no single party who owns the interaction between AC protection, PCS, BMS, and the enclosure under fault conditions. So the failure gets attributed to the most visible, most talked-about component - the battery. The Regulatory Response, and Its Gap India's Central Electricity Authority (CEA) has moved to close part of this gap. Its Measures Relating to Safety and Electric Supply (Amendment) Regulations, 2026, notified on March 30, 2026, add a new Chapter XA - 14 regulations, numbered 122(A) through 122(N) - specifically for BESS installations above 650 volts. The headline requirement is two-fault tolerance - the systems must be designed to either continue operating safely or shut down securely even after two independent faults, covering scenarios like overcharge, over-discharge, short circuits, and out-of-range temperatures. The rules also mandate automatic fire suppression for containers above 200 kWh, 1.8-metre perimeter fencing, independent third-party fire audits, and at least 90 days of retained fault data for post-incident analysis. The catch is timing: these rules don't take effect until April 1, 2027, meaning most of today's fleet, including facilities commissioned this year, are being built and operated under the older, less specific framework. And a fault-tolerance mandate addresses design. It doesn't by itself fix a procurement culture built around splitting a single integrated system across five vendors with five different quality standards. Why It Matters at This Scale India's storage buildout is only getting bigger. The National Electricity Plan projects the country will need roughly 82 GWh of storage capacity by 2026-27, rising to about 411 GWh by 2031-32, and, under net-zero assumptions, around 2,380 GWh by 2047. Separate industry estimates put grid-scale BESS deployment at 42-47 GW by the early 2030s. Whatever the exact figure, the trajectory is the same - an order-of-magnitude expansion within a decade, built largely on today's procurement and integration practices.