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Gendered Research and Innovation as Complement to Current TU Delft gender policy: DEWIS talks to Claudia Werker

Claudia Werker serves as vice-chairwoman of the works council of TU Delft and as DEWIS Board member. She is an Associate Professor at the Faculty of Technology, Policy and Management. We discuss how to improve gender diversity at TU Delft with the help of traditional gender policy and beyond.

Martijn Tijssen

Guangtao Yang

Michael Falkenberg

MSc student Michael Falkenberg was born in Preetz, Germany, in 1989. He received his Bachelor's in Business Administration & Industrial Engineering from Nordakademie University of Applied Sciences in Elmshorn, Germany. He then came to Delft and started his Master's of Science in Sustainable Energy Technologies in 2014. In July 2015 he started in the PVMD group with a SIP 2 project regarding a PV system on the STUD building. Since October 2015 he is working on his MSc thesis on a triple junction solar cell for water splitting. CONTACT INFORMATION Room: LB 2.390 Phone: +31 (0)15 27 85042 Telefax: +31 (0)15 27 82968 e-mail M. Falkenberg Photovoltaic Materials and Devices EWI Faculty - Delft University of Technology Mekelweg 4 2628 CD DELFT The Netherlands

Timo van Pelt

MSc student Timo was born in Rotterdam and decided that the TU Delft would be a nice place to study. He finished his BSc. in aerospace engineering in 2012 and felt the urge to travel the world. Unfortunately money ran out so he decided to continue his studies here in Delft. Staying true to his cause as an aerospace engineer he started studying aerodynamics as well as sustainable energy technology where he focussed on solar systems. Currently he is designing a solar powered aircraft capable of crossing the globe with two pilots on board, soon though he plans to travel the world again.

National Geographic Magazine: 'How Green, How Soon?

National Geographic Magazine's October cover story 'How green, how soon?' is about sustainable aviation. In the spring, top photographer Davide Monteleone visited the faculty to take spectacular photos of the Flying-V and the SmartX-alpha flexible aircraft wing for the magazine.

Jorge Fuentes Casillas

MSc student Jorge Fuentes was born in Guadalajara city in Mexico, the 21-August-1985, he studied Computational Engineering at the León Institute of Technology, in Mexico from 2003-08. He worked for 5 years in different private and public companies as a programmer and computer technician, being the Leon’s Government and Guanajuato Government where he worked the longest period of time (1.5 years and 2.5 years) as a public server, always doing his best since his work was going to be used by the people. He has always been interested on participating in social activities, making volunteering work in orphan houses and NGO’s working for reforestation projects and animal healthcare in León or making donations to other NGO’s. That’s why he continued his master studies in a different but really interesting area such as energy, where he felt that his work could have a more direct impact on behalf of the people, since the current work had more impact for private companies and he wants that his work can be directly beneficial for communities belonging to developing areas. The SET programme offered by the Delft University of Technology gave Jorge the possibility of applying his beliefs, in this master he was able to do his internship for an NGO named S3C (Solar for Subsaharan Schools and Communities) under the supervision of the Professor Olindo Isabella, the internship was held in Kenya (July-September 2015) and it consisted on designing a hybrid system using a PV System and biomass tanks in order to generate electricity, gas and heat by using photovoltaic panels, solar heaters for water and biogas from the cattle’s dung. As a student of the SET program he has faced many difficulties such as adaptation to the Dutch educational system and the fact of retaking studies after 5 years of working, making him to face difficult times but at the same time, he has never given up on his beliefs or his capacities, having a strong will power to that makes him to continue until the end of his studies. Now he has another opportunity to make his work beneficial for others, this will be thanks to the Thesis Project in which Jorge will work. The project consists to think, define, design and build smart primary schools in India by the elaboration of a blueprint, which will be used in order to build these schools depending on their needs (number of students, size of school, power demand, sanitation, amongst others). The blueprint must allow the scalability and it must fulfil the criteria of being sustainable, scalable and economic, making it a suitable place for expansion and modernization in the future with a minimal investment when t is required. This project will present challenges like a possible integration of the PV materials into the structure of the building amongst other challenges. This will be a multidisciplinary project where other areas like architecture and civil engineering will provide valuable information, here, the collaboration between the people working on this project will help to have a high quality product on behalf of the Indian children and reduce the drop of studies. CONTACT INFORMATION Room: LB 02.480 Phone: +31 (0)15 27 81654 Telefax: +31 (0)15 27 82968 e-mail J. A. Fuentes Casillas Photovoltaic Materials and Devices EWI Faculty - Delft University of Technology Mekelweg 4 2628 CD DELFT The Netherlands

Erika Duran

MSc student Erika was born in Guadalajara, Mexico and has obtained her degree in Chemical Engineering at the University of Guadalajara. After gathering work experience in the Chemical industry, she decided to continue her studies and take up on a sustainable career. Therefore, she is currently studying a M.Sc. in Sustainable Energy Technology at TU Delft. She joined the PVMD group to work on her master thesis project and she is currently developing an energy yield prediction method for Building Integrated Photovoltaic (BIPV) modules with complex curved geometries. CONTACT INFORMATION Room: LB 2.490 Phone: +31 (0)15 27 85786 Telefax: +31 (0)15 27 82968 e-mail E. Dur án Urz úa Photovoltaic Materials and Devices EWI Faculty - Delft University of Technology Mekelweg 4 2628 CD DELFT The Netherlands

The next phase in aircraft design

The aircraft design of the Flying-V is potentially much more efficient than the traditional “pipe with wings” design. The concept was received with great enthusiasm, but a lot of hard work will need to be done if the sustainable flying wing is to be ready by 2040. I n June 2019, TU Delft and KLM presented their plans for the Flying-V: an aircraft designed to save 20% on both fuel and emissions due to its unique shape. KLM is sponsoring the project for sustainable flying as part of its 100th anniversary programme. During celebrations to mark the event last October, the scale model and the mock-up of the interior of the Flying-V attracted huge interest, and the story was covered by numerous media, from Dutch Design Week to the DWDD talk show. “Something we had been working on for years was suddenly in the spotlight”, explains Roelof Vos, project leader of Flying-V and Assistant Professor of flight performance and propulsion. Checking the calculations A patent that appeared in the media first drew Vos’s attention in 2014. Graduate Justus Benad from TU Berlin had come up with a draft design for Airbus, for a flying wing with seating for 300 passengers. “Most new aircraft concepts aren’t radically different from current designs. This one intrigued me”, says Vos. “It promised a staggering 10% improvement in aerodynamic efficiency and a 2% reduction in take-off weight compared with a conventional aircraft. My immediate reaction was: as critical researchers, we have to check these claims thoroughly.” Vos also thought that he could improve the draft design: “We gave it an oval fuselage instead of a round pipe, and it became the Delft Flying-V.” The aerodynamics research based on this version improved the results even further than the original promising 10%. The prognosis for a lower take-off weight also turned out to be correct, although this was difficult to calculate for an aircraft that was still only a design on paper. “After consulting with experts from Airbus, we concluded that whatever else, the aircraft would not become heavier. Our claim is that the unladen weight will be 7% lower, but the total weight will depend on the interior and all the systems.” Construction weight The lower weight is largely due to the unique shape of the aircraft: “Passengers normally sit in the middle of the plane and the wings generate the lift; this force must then be transferred to the cabin. This requires extra construction weight, which is no longer needed in our design.” This is nothing new; it’s one of the ideas behind aircraft such as the Blended Wing Body planes (BWB), in which the wings, cabin and engines are designed as a single unit. “But the Blended Wing Body design is not attractive from an industrial perspective, as every aircraft needs to be designed individually, whereas the Flying V is easy to lengthen or shorten so you can build series of aircraft using 95% of the same parts”, explains Vos. Test model Work is currently underway in the Aeroplane Hall of the Faculty of Aerospace Engineering to construct a scale model of the Flying-V with a wingspan of three metres. Researcher Malcom Brown is heading the project. His students are closely involved, as they are with other parts of the project. “It’s great to see how much students learn from doing something practical like building a model that actually works”, says Brown. “Some of them aren’t as practical as others when it comes to things like drilling or filing, but that’s just as much part of the learning process. The model will be used for actual research flights, so we have to be as accurate as possible.” Measurement arm A 3D measurement arm with laser scanner was purchased specially for the job. “The measurement arm allows us to determine the precise shape and location of components to a tenth of a millimetre. In this way, we can check whether all the parts we have ordered satisfy our requirements and are positioned correctly”, explains Brown. Despite all this accuracy, building a test model is a nerve-racking business, right up to the last moment. “Real life is never the same as the calculations, so we won’t know whether the aircraft can really fly, or the flight characteristics, until the test flights. Wind tunnel tests, for example, have shown that the aircraft might be less stable at a certain high angle. This didn’t show up in the computer simulations”, he continues. “Scaling up wind tunnel measurements to life-size test models is always a huge challenge in aerospace engineering.” A doctoral candidate is currently looking into ways of improving the theory behind this scaling up process; the research will be of use to other projects too. Interior Professor of Environmental Ergonomics Peter Vink, who is working on the plane’s interior, isn’t troubled by the scaling-up problems. Part of the interior has been built to true size and is currently on display in the Faculty of Industrial Design Engineering. “We are using the project as an opportunity to improve comfort for passengers”, he says. Four winning ideas were chosen from a design competition for students. They related to beds, lounge seats, group seating and individual seats. The beds make it possible for economy-class passengers to sleep horizontally, according to Vink: “We place three beds one above another, whereby the middle bunk can be slid up allowing the bottom bunk to be used for seating during take-off and landing. This is necessary to provide fast escape routes in the event of evacuation. You don’t lose any seating, because three beds take up just as much space as three seats”, he explains. In the group seating, passengers sit opposite each other like they do on trains. “More than a quarter of all passengers fly in groups. Sitting opposite each other makes it easier to chat or play games with the children”, continues Vink. “The lounge seats allow you to sit in different positions, from chill to working with a laptop. It is important to change your position regularly, and with this seat, your position is determined by what you are doing.” The individual seats are not directly next to each other, but alternate and are mounted at an angle of 26 degrees to the aircraft’s flight direction. This is a safety regulation. “Sitting at too wide an angle to the plane’s flightpath is less safe if the plane crashes”, he explains. “But there’s another advantage to this arrangement: you have more leg and shoulder room.” Boarding and disembarking in these spots is also made easier because you can flip over the seat cushion. “You can also use the folded seat position if you want to sit a bit higher”, says Vink. Sustainability Sustainability was also taken into account in the interior design. “Interior constitutes weight, and the heavier the plane is, the more fuel you need. The seats we’ve designed are three to five kilos lighter than the current models. In the rest of the interior, we’ve tried to use as much openwork as possible, rather than solid structures, using generative design methods. This saves material and therefore weight.” Many of these ideas could be used in regular aircraft, but there are still some unanswered questions about the interior of the Flying-V. “For example, our plans don’t leave enough room for hand luggage”, says Vink. “Then again, we have until 2040 to think about it.” Still so much to do The media attention may have quietened down, but work behind the scenes is still in full swing. “This was an integrated project from the word go; all disciplines are involved. You don’t want to complete a fantastic aerodynamic design, only to discover that the finished product is far too heavy”, explains Vos. “So we recently met experts from across the sector to discuss the challenges they envisaged. We ended up with a list of almost 50 subjects that need further scrutiny.” They varied from highly practical to totally theoretical. “This new aircraft must be capable of landing and being serviced at existing airports. Imagine if you have to change an engine and they’re fitted on top of the wings. You can get to them using a crane at Schiphol, but what about at other airports in the world?” And there are more conceptual questions about the dynamic stability of the design. “You need to know precisely how the mass is distributed and how the aerodynamics change at different speeds”, says Vos. “We can measure some of this during the test flights, but a small test model doesn’t fly fast enough to be able to draw any definite conclusions. We can try to estimate it using existing methods, but these were designed for the existing models. So in order to do this, we need to come up with a clever way of combining the results of various tests and analyses.” Next phase All three of them agree about the need for a new configuration. “You can’t just carry on using the current solutions”, claims Vink. “Existing configurations only allow incremental, minor improvements”, adds Vos. “This may well be the first step in the next phase of aviation”, says Brown. “The sector knows that it needs to modernise. Not only for economic reasons because fuel is currently the biggest expense for aviation companies, but also because of the increasingly strict emissions policies.” So will we be flying in a Flying-V in 2040? “Airbus, Schiphol, KLM and other parties are already very enthusiastic. We’ll form a consortium next year, so that we can work more intensively on developing the design with all of these parties”, explains Vos. But the researcher is still erring on the side of caution. “There’s still so much that we don’t know about this aircraft; in another five years, we might even come to the conclusion that it’s not feasible after all.” Existing configurations only allow incremental, minor improvements Read more stories of Aerospace Engineering Roelof Vos, Malcom Brown, Peter Vink This is a Portrait of Science from Aerospace Engineering I n June 2019, TU Delft and KLM presented their plans for the Flying-V: an aircraft designed to save 20% on both fuel and emissions due to its unique shape. KLM is sponsoring the project for sustainable flying as part of its 100th anniversary programme. During celebrations to mark the event last October, the scale model and the mock-up of the interior of the Flying-V attracted huge interest, and the story was covered by numerous media, from Dutch Design Week to the DWDD talk show. “Something we had been working on for years was suddenly in the spotlight”, explains Roelof Vos, project leader of Flying-V and Assistant Professor of flight performance and propulsion. Checking the calculations A patent that appeared in the media first drew Vos’s attention in 2014. Graduate Justus Benad from TU Berlin had come up with a draft design for Airbus, for a flying wing with seating for 300 passengers. “Most new aircraft concepts aren’t radically different from current designs. This one intrigued me”, says Vos. “It promised a staggering 10% improvement in aerodynamic efficiency and a 2% reduction in take-off weight compared with a conventional aircraft. My immediate reaction was: as critical researchers, we have to check these claims thoroughly.” Vos also thought that he could improve the draft design: “We gave it an oval fuselage instead of a round pipe, and it became the Delft Flying-V.” The aerodynamics research based on this version improved the results even further than the original promising 10%. The prognosis for a lower take-off weight also turned out to be correct, although this was difficult to calculate for an aircraft that was still only a design on paper. “After consulting with experts from Airbus, we concluded that whatever else, the aircraft would not become heavier. Our claim is that the unladen weight will be 7% lower, but the total weight will depend on the interior and all the systems.” Construction weight The lower weight is largely due to the unique shape of the aircraft: “Passengers normally sit in the middle of the plane and the wings generate the lift; this force must then be transferred to the cabin. This requires extra construction weight, which is no longer needed in our design.” This is nothing new; it’s one of the ideas behind aircraft such as the Blended Wing Body planes (BWB), in which the wings, cabin and engines are designed as a single unit. “But the Blended Wing Body design is not attractive from an industrial perspective, as every aircraft needs to be designed individually, whereas the Flying V is easy to lengthen or shorten so you can build series of aircraft using 95% of the same parts”, explains Vos. Test model Work is currently underway in the Aeroplane Hall of the Faculty of Aerospace Engineering to construct a scale model of the Flying-V with a wingspan of three metres. Researcher Malcom Brown is heading the project. His students are closely involved, as they are with other parts of the project. “It’s great to see how much students learn from doing something practical like building a model that actually works”, says Brown. “Some of them aren’t as practical as others when it comes to things like drilling or filing, but that’s just as much part of the learning process. The model will be used for actual research flights, so we have to be as accurate as possible.” Measurement arm A 3D measurement arm with laser scanner was purchased specially for the job. “The measurement arm allows us to determine the precise shape and location of components to a tenth of a millimetre. In this way, we can check whether all the parts we have ordered satisfy our requirements and are positioned correctly”, explains Brown. Despite all this accuracy, building a test model is a nerve-racking business, right up to the last moment. “Real life is never the same as the calculations, so we won’t know whether the aircraft can really fly, or the flight characteristics, until the test flights. Wind tunnel tests, for example, have shown that the aircraft might be less stable at a certain high angle. This didn’t show up in the computer simulations”, he continues. “Scaling up wind tunnel measurements to life-size test models is always a huge challenge in aerospace engineering.” A doctoral candidate is currently looking into ways of improving the theory behind this scaling up process; the research will be of use to other projects too. Interior Professor of Environmental Ergonomics Peter Vink, who is working on the plane’s interior, isn’t troubled by the scaling-up problems. Part of the interior has been built to true size and is currently on display in the Faculty of Industrial Design Engineering. “We are using the project as an opportunity to improve comfort for passengers”, he says. Four winning ideas were chosen from a design competition for students. They related to beds, lounge seats, group seating and individual seats. The beds make it possible for economy-class passengers to sleep horizontally, according to Vink: “We place three beds one above another, whereby the middle bunk can be slid up allowing the bottom bunk to be used for seating during take-off and landing. This is necessary to provide fast escape routes in the event of evacuation. You don’t lose any seating, because three beds take up just as much space as three seats”, he explains. In the group seating, passengers sit opposite each other like they do on trains. “More than a quarter of all passengers fly in groups. Sitting opposite each other makes it easier to chat or play games with the children”, continues Vink. “The lounge seats allow you to sit in different positions, from chill to working with a laptop. It is important to change your position regularly, and with this seat, your position is determined by what you are doing.” The individual seats are not directly next to each other, but alternate and are mounted at an angle of 26 degrees to the aircraft’s flight direction. This is a safety regulation. “Sitting at too wide an angle to the plane’s flightpath is less safe if the plane crashes”, he explains. “But there’s another advantage to this arrangement: you have more leg and shoulder room.” Boarding and disembarking in these spots is also made easier because you can flip over the seat cushion. “You can also use the folded seat position if you want to sit a bit higher”, says Vink. Sustainability Sustainability was also taken into account in the interior design. “Interior constitutes weight, and the heavier the plane is, the more fuel you need. The seats we’ve designed are three to five kilos lighter than the current models. In the rest of the interior, we’ve tried to use as much openwork as possible, rather than solid structures, using generative design methods. This saves material and therefore weight.” Many of these ideas could be used in regular aircraft, but there are still some unanswered questions about the interior of the Flying-V. “For example, our plans don’t leave enough room for hand luggage”, says Vink. “Then again, we have until 2040 to think about it.” Still so much to do The media attention may have quietened down, but work behind the scenes is still in full swing. “This was an integrated project from the word go; all disciplines are involved. You don’t want to complete a fantastic aerodynamic design, only to discover that the finished product is far too heavy”, explains Vos. “So we recently met experts from across the sector to discuss the challenges they envisaged. We ended up with a list of almost 50 subjects that need further scrutiny.” They varied from highly practical to totally theoretical. “This new aircraft must be capable of landing and being serviced at existing airports. Imagine if you have to change an engine and they’re fitted on top of the wings. You can get to them using a crane at Schiphol, but what about at other airports in the world?” And there are more conceptual questions about the dynamic stability of the design. “You need to know precisely how the mass is distributed and how the aerodynamics change at different speeds”, says Vos. “We can measure some of this during the test flights, but a small test model doesn’t fly fast enough to be able to draw any definite conclusions. We can try to estimate it using existing methods, but these were designed for the existing models. So in order to do this, we need to come up with a clever way of combining the results of various tests and analyses.” Next phase All three of them agree about the need for a new configuration. “You can’t just carry on using the current solutions”, claims Vink. “Existing configurations only allow incremental, minor improvements”, adds Vos. “This may well be the first step in the next phase of aviation”, says Brown. “The sector knows that it needs to modernise. Not only for economic reasons because fuel is currently the biggest expense for aviation companies, but also because of the increasingly strict emissions policies.” So will we be flying in a Flying-V in 2040? “Airbus, Schiphol, KLM and other parties are already very enthusiastic. We’ll form a consortium next year, so that we can work more intensively on developing the design with all of these parties”, explains Vos. But the researcher is still erring on the side of caution. “There’s still so much that we don’t know about this aircraft; in another five years, we might even come to the conclusion that it’s not feasible after all.” Existing configurations only allow incremental, minor improvements Roelof Vos, Malcom Brown, Peter Vink This is a Portrait of Science from Aerospace Engineering Other Portraits of Science Design for a better world The future of architectural glass

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Boosting sustainable building education

Boosting sustainable building education in The Netherlands On 17 September, TU Delft launched a new initiative to implement sustainable building practices across the Dutch educational landscape by bringing together educators from Dutch vocational institutions (MBO) and TU Delft lecturers. Last week, the kick-off event at The Green Village on the TU Delft campus brought together 10 educators from MBO institutions and lecturers from TU Delft’s Sustainable Building with Timber MOOC. Educating for impact From September to December 2024, the MBO educators will participate in the MOOC as students: watching videos, completing course exercises, and submitting assignments. Additionally, they will engage in online sessions guided by TU Delft lecturers, who provide subject matter expertise, and an educational expert supporting the online learning process. From December through June 2025, the focus will shift to creating adaptable and open teaching resources specifically developed for MBO institutions. A ripple effect By equipping teachers with the tools and knowledge to teach sustainable building, the initiative supports the transition to more environmentally responsible practices within the building industry. The knowledge shared through this programme will shape the future workforce and contribute to a more sustainable world. While initially targeting a limited number of MBO institutions, the initiative’s impact is expected to extend far beyond. As educators integrate the materials into their curricula, the knowledge will reach future generations of students, amplifying the long-term influence of the project. Sustainable Building with Timber MOOC Course details A two-way learning process This mutually beneficial project embodies lifelong learning. MBO teachers gain access to cutting-edge teaching materials on building with timber, while TU Delft benefits from the practical insights these practitioners bring from the field. This knowledge exchange enhances vocational education and strengthens TU Delft’s research and teaching. Open resources for lasting impact A key goal of the project is to create open-access, customisable teaching materials, enabling educators to tailor content to meet the specific needs of their institutions and students. This flexible approach fosters the teaching of sustainable building techniques. Acknowledgements Heartfelt thanks to everyone involved in making this initiative possible. Together, we are laying the foundations for a more sustainable future.

Do something that matters

We komen in Nederland in het basis- en voorgezet onderwijs samen 13.500 leraren tekort. Het leraarschap heeft niet altijd de reputatie die het verdient. En dat terwijl het alles in zich heeft. Daarom startte Universiteiten van Nederland (UNL) vorig week de campagne ‘Doe iets wat ertoe doet’. Het doel is om mensen met een nieuwe blik naar het leraarschap te laten kijken.

Three Students Nominated for the ECHO award

Three TU Delft students have been nominated for the ECHO Award 2024. The ECHO award is awarded to students with a non-western background who are actively engaged in society. Sibel, TJ and Pravesha talk about their background their nomination. The finalists will be selected on September 27th. Sibel Gökbekir How has your background influenced your academic journey? As a woman with Turkish roots, my academic journey has been about more than just pursuing degrees in engineering and law; it’s been about consistently advocating for the diverse needs of women and multicultural groups, ensuring their voices are heard in important decisions. This is why I actively contributed to different board positions at TU Delft, working to promote inclusivity and equality. My background inspired me to explore how engineering, law, and social justice intersect, particularly in empowering marginalised communities. I chose to study energy transitions and human rights to contribute to a fairer, more inclusive World. How have you turned this into contributions to society? I’ve dedicated my academic and personal life to promoting diversity and inclusion. As a youth ambassador for Stop Street Harassment, I aimed to create safer spaces for women and minorities because I believe everyone has the right to feel free and safe in society. Through the Turkish Golden Tulip Foundation, I advocated for vulnerable communities in earthquake relief. Additionally, I founded an initiative for migrant students in Rotterdam-South and I have been committed to improving educational opportunities for secondary school students with a migration background. Next, I gave guest lectures across the Netherlands to educate the younger generation about climate change and equitable energy transitions, emphasising the importance of a fair transition for all communities. What does it mean for you to nominated to the ECHO award? I feel very honoured to have been nominated on behalf of TU Delft. My commitment to community engagement is part of who I am, and therefore the ECHO Award is more than just a recognition; It offers me an opportunity to further expand my contributions to a more inclusive society. As an ECHO Ambassador, I plan to expand my efforts in promoting equality and sustainability, while inspiring others to take action for a more equitable World. TJ Rivera How has your background influenced your academic journey? My background as a Filipino in a Dutch-speaking bachelor’s programme made my academic journey both challenging and enriching. Being gay in a male-dominated field like Architecture, where most role models were heteronormative men, added another layer of difficulty. It was intimidating to not see people like me represented. However, this experience fuelled my belief that systems can and should be challenged, changed, and updated. I aimed to bring a fresh perspective, advocating for greater diversity and inclusivity in the field. How have you turned this into contributions to society? I translated my personal challenges into tangible contributions by advocating for inclusivity within architecture. Together with like-minded individuals, I began exploring the intersection of identity, sexuality, and architecture, and collaborated with my faculty’s diversity team to raise awareness. As I became known for my work with the queer community, I saw an opportunity to create lasting change. I co-revived ARGUS, the once-inactive study association for the Master of Architecture, which now serves as a platform to discuss and address issues of diversity within the field. This initiative continues to foster a more inclusive academic environment. What does it mean for you to be nominated to the Echo award? Being nominated for the ECHO Award is a significant milestone in my journey to expand my mission beyond the confines of my faculty. This national platform provides the opportunity to raise awareness and advocate for social justice on a larger scale. I believe students are key to driving change, and my focus is on amplifying the voices of the queer community, which is often overlooked. The ECHO Award will enable me to form partnerships with organizations and universities, further promoting diversity, inclusivity, and equality. It’s a chance to create broader, tangible change, addressing the needs of those who often go unheard. Pravesha Ramsundersingh How has your background influenced your academic journey? As a woman in STEM (Science, Technology, Engineering, and Mathematics), my background has been a powerful motivator to challenge gender disparities within Computer Science. Experiencing firsthand the underrepresentation of women in this field, I have been driven to not only excel academically but also become an advocate for diversity. Through leadership roles in the Faculty and Central Student Councils, I’ve focused on creating an inclusive environment that supports women and minority students, ensuring that everyone has the opportunity to succeed. How have you turned this into contributions to society? I’ve translated my experiences into actionable contributions by actively advocating for DEI at TU Delft. I ensured sexual education and consent training for 3,000 freshmen students, and I led initiatives like the Social Safety Initiatives Conference alongside the Dutch National Coordinator against Racism and Discrimination. In my student governance roles, I pushed for policies that address gender discrimination and social safety concerns, creating a more supportive environment for students of all backgrounds to thrive in both academic and social spaces. What does it mean for you to nominated to the ECHO award? Being nominated for the ECHO Award is an incredible honour that highlights the importance of the work I have done to promote DEI. It inspires me to continue advocating for systemic change in the tech industry and academia. This nomination reaffirms my commitment to driving equity in STEM, ensuring that future generations have more inclusive opportunities. It also motivates me to keep pushing boundaries and empower others to take action for a more just and equal society. The ECHO Award Every year ECHO, Center for Diversity Policy, invites colleges and universities to nominate socially active students who make a difference in the field of Diversity & Inclusion for the ECHO Award 2024. The ECHO Award calls attention to the specific experiences that students with a non-Western background* carry with them and the way they manage to turn these experiences into a constructive contribution to society. Winners are selected by an independent jury and may attend a full-service Summercourse at UCLA in the United States in 2025. Read more: ECHO Award - ECHO (echo-net.nl)

All renewed BK bachelor courses relate to Sustainable Development Goals

All 24 courses in BK’s renewed bachelor’s programme are now connected to at least one Sustainable Development Goal (SDG). The most prevalent SDG in this new programme is SDG 11 (Sustainable Cities and Communities), followed by SDG 4 (Quality Education) and SDG 15 (Life on Land). In total, 14 of the 17 SDGs are linked to at least one course: a starting point for better integrating sustainability in the courses’ contents, assignments and teaching materials.

2nd round of the 2024 SPRINT funding call with São Paulo, Brazil

The second round of the 2024 SPRINT call has opened . This SPRINT (São Paulo Researchers in International Collaboration) fund supports exchange visits and/or joint workshops undertaken by TU Delft staff and researchers from the State of São Paulo, Brazil. SPRINT funds the initial phase of joint international research collaborations with clear expectations that the researchers will submit a follow-up research proposals that continues the research started under SPRINT and consolidates the research partnership. The deadline for the 2024.2 edition is October 28, 2024.The total duration of a project can be 1 year, and the budget envelope is up to 7,500 Euro from TU Delft and up to 10,000 USD from FAPESP. FAPESP and TU Delft will fund a maximum of 4 approved proposals under this call. Please note that the Brazilian partners must have a current project funded by FAPESP to be eligible. Applicants need to send an application to both FAPESP and TU Delft. See full details in the call conditions. More information from FAPESP on past and present SPRINT calls can be found here. Questions on the call can be directed to Daphne van de Sande at D.vandeSande@tudelft.nl or Marie Kummerlowe at a.m.kummerlowe@tudelft.nl . SPRINT 2024.2 – Guidelines Delft University of Technology

Cutting-Edge Multi-Camera System for Multi-Modal Data Capture

Researchers from the Intelligent Systems department have built an advanced multi-camera capture system designed for high-quality data collection from objects and people. By incorporating existing audio devices, this system enables the recording of multi-modal data from human social interactions including both video and audio, offering invaluable resources for understanding human behavior, modeling physical objects, and analyzing human-object interactions. 

Breaking the bubble in Buitenhof: TU student explores the connecting power of a mural

Op 16 september onthulde burgemeester Marja van Bijsterveld officieel de nieuwe muurschildering ‘Cherished’, op de flat aan de Haydnlaan in Buitenhof. TU Student Virginia Facciotto deed voor haar master ‘Design for Interaction’ een half jaar onderzoek naar de vraag wat de waarde van een mural is voor de wijk: “De muurschildering kan zeker bijdragen aan een positief beeld over de wijk, maar dan moet wel het hele verhaal verteld worden.”

Unconscious Bias session during Summer Introduction Programme (18-22 August 2024)

As part of Summer Introduction Programme , our colleagues Fatima Ait Bari and Stavroula Manolaki of the Diversity & Inclusion (D&I) Office gave an engaging presentation on Unconscious bias. The audience consisted of a group of master’s, exchange and bridging students, many from the international community, arriving at TU Delft this academic year 2024-2025. The session had as a goal to take the students along a “journey” of exploring how unconscious biases are formed, how they influence our interactions, and how we can become more aware of them. Participants were encouraged to reflect on their own biases and consider how they hinder their connection with people with diverse perspectives. Through interactive discussions and scientific insights, the presentation emphasized the importance of focusing on shared similarities to foster inclusive relationships. The D&I colleagues guided the students through a thought-provoking journey, helping them take steps toward greater inclusion and understanding in both academic and social environments. The presentation ended with encouraging the students to “Get together on the basis of our similarities; to grow on the basis of our differences”. We wish all new master, exchange and bridging students a successful and enjoyable academic year at TU Delft!

Fresh from Cafe X, not from the delivery service: food deliveries are not allowed

Geen eten bezorgen bij X
We hebben een nieuwe regel opgenomen in de huisregels van X met betrekking tot het nuttigen van afhaalmaaltijden bij X. Het is niet toegestaan om eten te laten bezorgen door een bezorgdienst en dit op het terrein te nuttigen. Je bent natuurlijk wel van harte welkom in Café X voor een hapje en een drankje.

Equity, Diversity & Inclusion Month 2024

In oktober 2024 viert de TU Delft de EDI-maand met als thema: United for Change, Together We Grow. Gedurende de hele maand biedt het Diversity & Inclusion office in samenwerking met de faculteiten, netwerken en serviceafdelingen workshops, trainingen en andere evenementen georganiseerd door en in de meeste gevallen aangeboden door collega's binnen de TU Delft.

NWO grants funding for innovative research on physical experimental environments

How to move from experiment to mainstream? A consortium led by professor Tamara Metze, has been awarded a prestigious grant from the Netherlands Organisation for Scientific Research (NWO). In search for pathways toward more sustainable futures, Metze and her team will explore how various innovations in field labs such as The Green Village, in urban living labs such as Engy Lab South-East in Amsterdam, and in all sorts of citizens’ initiatives, can be mainstreamed and make more impact on sustainability transitions. Pilot paradox The project ‘From EXperiment to sustainable change: TRAnsformative methodologies for Innovation and learning’ (EXTRA) seeks to overcome a persistent “pilot paradox”. In this paradox, much experimentation takes place but long-term systemic impact remains difficult. Researchers together with all sorts of change makers will synthesise existing knowledge on how to mainstream, upscale, spread, broaden and deepen developed innovations. Tamara Metze: ‘I am excited to unravel what are effective ways of cocreation that lead to mainstreaming the positive changes made in experimental environments. We will figure out how learning and innovation can lead to lasting changes in regulations, policies, and financial systems and the biophysical environment.’ Tamara Metze Read the NWO press release Actionable tools The project is crucial for accelerating sustainability transitions. By refining methodologies for mission-driven experimentation and develop hands on tools for all sorts of change-makers, it will be easier to mainstream the sustainable lessons and innovations. ‘These tools will not only aid grassroots innovators but also influence institutional and organisational structures, ensuring that lessons learned from experiments are better anchored in policies, regulations, and organisations’, explains Metze. The project will employ a transdisciplinary action research approach, bringing together knowledge from various disciplines and policy domains. By co-creating solutions with public and private partners, the research will have an immediate impact. In the long term, the project aims to build a more efficient innovation ecosystem, contributing to more impactful and sustainable outcomes for both society and the environment. Projectpartners TU Delft, VU Amsterdam, Wageningen University & Research, Hogeschool van Amsterdam, Erasmus Universiteit Rotterdam, Hogeschool Rotterdam, The Green Village, AMS Institute; PBL Planbureau voor de Leefomgeving, WoonFriesland, Dijkstra Draisma, Provincie Noord-Holland, Ministerie van Binnenlandse Zaken, PRICE / Almere, BouwLab, Alliantie Samen Nieuw-West, Innovation Quarter.

Interview Eveline Vreede with Digitaal Veilig Den Haag

Eveline Vreede is the Managing Director of our Safety & Security Institute. She is responsible for collaborations, programs and the development of the Safety & Security theme at TU Delft | Campus The Hague. Among other things, she connects the institute with government agencies. Digitaal Veilig Den Haag spoke with her about the institute's activities in the field of digital security.

TU Delft Excellence Fund supports Prof. Stefan Witte and Dr Anasua Chatterjee

With support from the TU Delft Excellence Fund, two prominent scientists recently started their work at TU Delft. As per September, Prof. Stefan de Witte has been appointed Professor of Optics for Nanoscale Metrology at the department of Imaging Physics.

Researchers Use an EUV Flashlight and Free-Air Diffusion, Plus a Clever Algorithm, to Inspect Chips

Postdoc Yifeng Shao (ImPhys) and his colleagues from Delft and Utrecht University have investigated a new imaging technique using extreme ultraviolet light to study the three-dimensional structures of chips at the nanoscale.

Outstanding Paper Award on Scientific Understanding in RL

M. Suau, M. T. J. Spaan, and F. A. Oliehoek were awarded the Outstanding Paper Award on Scientific Understanding in RL at the first Reinforcement Learning Conference (RLC).

Professor of Urban Design Tess Broekmans: ‘Designers must learn to listen better’

Tess Broekmans, co-owner of Urhahn urban design and strategy, delivered her inaugural address as professor of Urban Design on Friday 6 September. In it, she addressed ‘the complexity of the everyday’. After all, how can designers' visions connect better with people's everyday lives? In doing so, she also sees a new role for area developers.

2 Veni Grants for the ELLIS Unit

In an effort to make new and strengthen existing connections, a delegation of ELLIS Unit Delft visited ELLIS Munich and some of the most renowned AI research institutions in Munich area on the 25th and 26th of January 2024. The delegation consisted of people from TU Delft’s cognitive robotics department, and the sequential decision making group.

Unusual waves grow way beyond known limits

Waves that come from multiple directions are extremer than extreme. These remarkable deep-sea waves can be four times steeper than what was previously imagined, as is shown in research by TU Delft and other universities that was published in Nature today. A long time ago, stories were told of mysterious rogue waves that materialised out of nowhere and could topple even the largest ships. These waves lost their mythical character when the first rogue wave was recorded at the Draupner platform in the North Sea. In 2018, Ton van den Bremer and his colleagues at the Universities of Edinburgh and Oxford managed to recreate the Draupner wave in the lab for the first time ever, and this opportunity to study freak waves closely produced unexpected insights. Multiple waves push up water New research by the research consortium now shows that these remarkable waves do not break when traditional theories hold they should, the secret behind which lies in how they arise. Ton van den Bremer, expert on fluid mechanics at TU Delft and led the study, explains: “When most people think of waves, they think of the rolling waves you’d find on a beach. The type of wave we studied occurs in open water and arises when waves coming from multiple directions come together. When these waves with a high directional spread converge, the water is pushed upwards, forming a partially standing wave. An example of this is known as a crossing wave. How crossing waves arise Under certain conditions at sea, waves from multiple directions occur. This can happen in a place where two seas meet, or where winds suddenly change direction, as in a hurricane. When waves from two directions meet, a cross wave occurs, provided their directions are far enough apart. The study also shows that the further apart the directions are, the higher the resulting cross-wave. Travelling waves break when they reach a certain limit, this is when they reach their maximum steepness. The study shows that waves with a multidirectional spreading can get as much as 80% steeper than this limit before they start breaking, which means they can get almost twice as high as ‘normal waves’ before they start to break. Travelling wave (l) and a wave with high directional spreading (r) Breaking waves that grow Next, the researchers found another highly unusual phenomenon that defies existing theories, a phenomenon that is unprecedented according to Van den Bremer: “Once a conventional wave breaks, it forms a white cap, and there is no way back. But when a wave with a high directional spreading breaks, it can keep growing.” The study shows that these enormous waves can grow to twice their original steepness while breaking, which is already twice bigger than the conventional limit. Together, the waves can grow four times steeper than previously thought possible. Damage to offshore structures The knowledge that multidirectional waves can become as much as four times larger than was deemed possible can help design safer marine structures. "The three-dimensionality of waves is often overlooked in the design of offshore wind turbines and other structures in general; our findings suggest this leads to designs that are less reliable", says Mark McAllister of the University of Oxford, who led the experiments and is now a senior scientist at Wood Thilsted. Innovative vertical sensors made it possible to take accurate 3D measurements of waves. Innovative 3D measurement method A 3D measurement method developed in the FloWave lab paved the way for these new insights. “Conventional 2D wave measurement methods weren’t up to the task”, Van den Bremer explains, which is why the research group designed a new way to create 3D wave measurements. Ross Calvert of the University of Edinburgh: “This is the first time we've been able to measure wave heights at such high spatial resolution over such a big area, giving us a much more detailed understanding of complex wave breaking behaviour." FloWave Ocean Energy Research Facility in Edinburgh. The circular basin has a diameter of 25 metres and can be used to generate waves from multiple directions. Header image by: Fabien Duboc

A strong nose for trouble

Ammonia gas – it is both highly poisonous and corrosive, yet also often used in industry, or present around intensive livestock farming. To better mitigate the risks of ammonia leaks, Paddy French together with Lina Sarro and Sten Vollebregt will make smaller, more robust and eventually more affordable ammonia sensors. The NWO OTP programme has funded their research into a fully-integrated, single-chip sensor that incorporates two porous silicon carbide structures for detecting ammonia and humidity, all in a single layer and one etch step.

Stefan Witte joins Imaging Physics as professor

Delft University of Technology's Executive Board has appointed Stefan Witte as professor of Optics for nanoscale metrology in the Imaging Physics department of the Faculty of Applied Sciences as of September 2024. Thanks to the TU Delft Excellence Fund, Stefan Witte can get off to a flying start with his new research group and expects to obtain the first research results soon.