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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

Half Height Horizontal

Green ammonia remains a challenge, but researchers make significant progress

The production of ammonia, essential for fertiliser production, is responsible for almost 1.5% of global carbon emissions. This needs to be greener, which is why researchers have been looking for sustainable alternatives for years.

"Measuring brain activity through the skull with ultrasound opens new doors"

PhD Candidate Rick Waasdorp is looking for ways to correct the distortion caused by the skull when using Ultrasound technology. ‘’My goal is to develop an adaptive method for skull corrections that automatically measures the skull of new patients.’’

NWO funding for flexible power demand in electrically driven industry

NWO is funding two projects to explore ways to make the power demand of industry more flexible, allowing it to better align with future energy supplies. One of these projects, “DEFLAME,” is led by Machteld van den Broek from TU Delft. Solar and wind power generate variable amounts of electricity, while today’s industry demands a relatively constant supply. Adjustments are needed to prepare industry for a power supply based on sun and wind. These adjustments include technical, economic, and social adaptations that are being researched collaboratively by academic institutions and industry partners in these two projects. They also aim to address the barriers that hinder such adaptations. About DEFLAME DEFLAME stands for Direct Electrification of Industrial Heat Demand supported by Flexibility at Multiple Levels and their Exchanges (DEFLAME). This project aims to make the Dutch process industry—particularly the chemical and food industries—more resilient and climate-neutral by electrifying industrial heat using flexible solutions. Van den Broek explains, “For instance, we could scale installations up or down, store heat in underground systems, and/or store electricity in batteries, so that industry can better respond to fluctuations in the energy network.” This effort requires collaboration across multiple levels: technology, individual plants, industrial clusters, and national and international energy systems. DEFLAME focuses on removing obstacles to electrifying low-temperature heat (up to 400°C) with efficient technology. “This kind of heat is used in many processes. It’s essential to drive the right chemical reactions, and it’s also needed for drying, distillation, and evaporation processes. For example, in the crystallisation process to turn sugar beets into sugar, or in salt extraction,” Van den Broek explains. In crystallisation processes, for instance, mechanical vapour recompression can be used. In this process, vapours are compressed by an electrically driven compressor and then reused to heat the evaporator. “This saves energy, as it uses residual heat and allows for electricity to be sourced cleanly. With solar and wind, unlike with gas, the power supply is variable. If we want to electrify industry, businesses and technology need to be able to respond flexibly to this, for example, by storing heat as a cluster or building flexibility into the electrical system.” DEFLAME will identify strategies and institutional arrangements to unlock these solutions from multiple levels and with an interdisciplinary approach. Van den Broek states, “I look forward to taking an important step together with our partners to advance industrial electrification in the Netherlands. This is an essential part of the energy transition.” Consortium Partners The consortium partners include Atlas Copco, Cosun, ISPT, Nobian, Oranje Wind Power II C.V./RWE, Smart Port, Stedin, Tennet, TNO, TU Delft, and TU Eindhoven. Read the NWO press release . Prof.dr.ir. M.A. (Machteld) van den Broek

Students Amos Yusuf, Mick Dam & Bas Brouwer winners of Mekel Prize 2024

Master students Amos Yusuf, from the ME faculty (Mick Dam, from the EEMCS faculty and graduate Bas Brouwer have won the Mekel Prize 2024 for the best extra scientific activity at TU Delft: the development of an initiative that brings master students into the classroom teaching sciences to the younger generations. The prize was ceremonially awarded by prof Tim van den Hagen on 13 November after the Van Hasselt Lecture at the Prinsenhof, Delft. They received a statue of Professor Jan Mekel and 1.500,- to spend on their project. Insights into climate change are being openly doubted. Funding for important educational efforts and research are being withdrawn. Short clips – so called “reels” – on Youtube and TikTok threaten to simplify complex political and social problems. AI fakes befuddle what is true and what is not. The voices of science that contribute to those discussion with modesty, careful argument and scepticism, are drowned in noise. This poses a threat for universities like TU Delft, who strive to increase student numbers, who benefit from diverse student populations and aim to pass on their knowledge and scientific virtues to the next generation. It is, therefore, alarming that student enrolments to Bachelor and Master Programs at TU Delft have declined in the past year. Students in front of the class The project is aimed to make the sciences more appealing to the next generation. They have identified the problem that students tend miss out on the opportunity of entering a higher education trajectory in the Beta sciences – because they have a wrong picture of such education. In their mind, they depict it as boring and dry. In his pilot lecture at the Stanislas VMBO in Delft, Amos Yusuf has successfully challenged this image. He shared his enthusiasm for the field of robotics and presented himself as a positive role model to the pupils. And in return the excitement of the high school students is palpable in the videos and pictures from the day. The spark of science fills their eyes. Bas Brouwer Mick Dam are the founders of NUVO – the platform that facilitates the engagement of Master Students in high school education in Delft Their efforts offer TU Delft Master Students a valuable learning moment: By sharing insights from their fields with pupils at high school in an educational setting, our students can find identify their own misunderstandings of their subject, learn to speak in front of non-scientific audiences and peak into education as a work field they themselves might not have considered. An extraordinary commitment According to the Mekel jury, the project scored well on all the criteria (risk mitigation, inclusiveness, transparency and societal relevance). However, it was the extraordinary commitment of Amos who was fully immersed during his Master Project and the efforts of Brouwer and Dam that brought together teaching and research which is integral to academic culture that made the project stand out. About the Mekel Prize The Mekel Prize will be awarded to the most socially responsible research project or extra-scientific activity (e.g. founding of an NGO or organization, an initiative or realization of an event or other impactful project) by an employee or group of employees of TU Delft – projects that showcase in an outstanding fashion that they have been committed from the beginning to relevant moral and societal values and have been aware of and tried to mitigate as much as possible in innovative ways the risks involved in their research. The award recognizes such efforts and wants to encourage the responsible development of science and technology at TU Delft in the future. For furthermore information About the project: https://www.de-nuvo.nl/video-robotica-pilot/ About the Mekel Prize: https://www.tudelft.nl/en/tpm/our-faculty/departments/values-technology-and-innovation/sections/ethics-philosophy-of-technology/mekel-prize

The ENHANCE Diversity Seed Fund

Are you a student at TU Delft or another ENHANCE university with a passion for promoting diversity and inclusion? The ENHANCE Diversity Seed Fund is your chance to turn that passion into action. ENHANCE provides funding to support innovative, student-led projects that address key challenges related to inclusion and diversity within our academic communities. Key Details: Funding Available: Up to 1500 Euros per project in the 1st round! Eligibility: Students from ENHANCE member universities. Staff can also join student-led initiatives. Application Deadline: 8 January 2025. More information: Join the online Information Event on the 26 November 2024 16:00-17:00 CET on Zoom . More information: enhanceuniversity.eu/diversity/diversityseedfund/

New catheter technology promises safer and more efficient treatment of blood vessels

Each year, more than 200 million catheters are used worldwide to treat vascular diseases, including heart disease and artery stenosis. When navigating into blood vessels, friction between the catheter and the vessel wall can cause major complications. With a new innovative catheter technology, Mostafa Atalla and colleagues can change the friction from having grip to completely slippery with the flick of a switch. Their design improves the safety and efficiency of endovascular procedures. The findings have been published in IEEE. Catheter with variable friction The prototype of the new catheter features advanced friction control modules to precisely control the friction between the catheter and the vessel wall. The friction is modulated via ultrasonic vibrations, which overpressure the thin fluid layer. This innovative variable friction technology makes it possible to switch between low friction for smooth navigation through the vessel and high friction for optimal stability during the procedure. In a proof-of-concept, Atalla and his team show that the prototype significantly reduces friction, averaging 60% on rigid surfaces and 11% on soft surfaces. Experiments on animal aortic tissue confirm the promising results of this technology and its potential for medical applications. Fully assembled catheters The researchers tested the prototype during friction experiments on different tissue types. They are also investigating how the technology can be applied to other procedures, such as bowel interventions. More information Publicatie DOI : 10.1109/TMRB.2024.3464672 Toward Variable-Friction Catheters Using Ultrasonic Lubrication | IEEE Journals & Magazine | IEEE Xplore Mostafa Atalla: m.a.a.atalla@tudelft.nl Aimee Sakes: a.sakes@tudelft.nl Michaël Wiertlewski: m.wiertlewski@tudelft.nl Would you like to know more and/or attend a demonstration of the prototype please contact me: Fien Bosman, press officer Health TU Delft: f.j.bosman@tudelft.nl/ 0624953733

Design and imagination as essential tools during the climate crisis

In Nature Partner Journals, ten researchers advocate the use of imagination in tackling the climate crisis. They focus specifically on urbanising river deltas, which are of great social and economic importance and highly vulnerable to climate change. "We scientists should not merely outline doomsday scenarios," says Professor Chris Zevenbergen. "Create a vision for people to believe in and work towards.”

Inaugural address: machine optimisation key to more efficient logistics system

The processing and transport of materials can be made much more efficient, says TU Delft professor Dingena Schott in her inaugural address, ‘Advancing Transport and Processing: from Model to Impact’. She will deliver her address on 15 November. Her research focuses on the interaction between machines and materials, with a special emphasis on granular materials.

FAST University Fund invites all TU Delft students

FAST University Fund invites all TU Delft students to apply for the Ambitious Project Grant or the Event Grant of up to €15.000!

Education demonstration in Utrecht cancelled

Safety cannot be guaranteed In our post of 22 October , we announced that students and staff of TU Delft will have the opportunity to take part in protests against the cabinet's plans to cut higher education. Today it has been announced that the demonstration against the cuts to higher education and science on 14 November in Utrecht has been cancelled because the safety of the demonstrators cannot be guaranteed. Read the reaction of Universiteiten van Nederland to the cancellation of the education demonstration in Utrecht (Dutch only).

Young Investigator Award for Gabrielle Laloy-Borgna

Gabrielle has won the technical Young Investigator Award at Euroson 2024 (congress of the European Federation of Ultrasound Societies in Medicine and Biology) with her presentation entitled: “Ultrasound imaging in bones: tissue characterization, anatomical images
and blood flow measurements”.

Ilaria Orsi joined ImPhys as PhD student

Ilaria started her PhD program in the Renaud group about ultrasound imaging inside bones, contributing to the advancement of such non-invasive technique to characterize tissue composition and to quantify blood flow.

First prize for ZhenZhen Wu at the 2024 NWO Biophysics poster awards

ZhenZhen Wu's poster, “Absolute Voltage Imaging in Developing Zebrafish,” won first prize in the 2024 NWO Biophysics poster awards, competing against over 150 posters. The BioPM Poster Prizes are awarded to the best posters presented at the NWO Biophysics Conference, and the winners are selected by a jury. ZhenZhen Wu z.wu-3@tudelft.nl

Enrolment for new courses open on 13 November

The new courses will start from Monday 18 November. Enrolment for these starts from Wednesday 13 November at 08.00! In the second quarter, a new series of courses awaits you. You can find out more on the website. Maybe you already know that you want to attend your favourite course again or maybe you want to discover and try something new; it's all possible. The enrolment moment for the course depends on the day the course takes place. At 08:00 enrolments for Monday's courses open, at 10:00 for Tuesday's courses, at 12:00 for Wednesday's courses, at 14:00 for Thursday's courses and at 16:00 for courses on Friday, Saturday and Sunday. Enrolments go fast Enrolment for our courses always runs fast, so don't wait too long or be surprised by a course where spots are still available! Enrolment closes Enrolment closes on Friday 22 November at 16.00.

Contributions of SPTL at the CVS Congress (21-22 November, Utrecht)

On November 21 and 22, the 51st edition of the CVS congress is held in the Railway museum in Utrecht. Members of the Smart Public Transport Lab contribute to the following sessions: Knus in de bus op dinsdag; zijn alle werkdagen nog wel hetzelfde? Thursday, November 21, 16:00-17:30 Julia Bickel, Maxim Meijers and Niels van Oort [abstract] Stedelijkheidsgraden in transportmodellen: Een analyse over de impact van de ruimtelijke omgeving op reisgedrag Thursday, November 21, 16:00-17:30 Janine Grauss, Justin Hogenberg and Niels van Oort [abstract] Van en naar het treinstation: Voorkeuren van reizigers voor gedeelde elektrische micromobiliteit Friday, November 22, 11:30-13:00 Nejc Geržinič, Mark van Hagen, Dorine Duives and Niels van Oort [ abstract ] Gamen maakt de toekomst – Serious gamen voor een optimale mobiliteitsmix Friday, November 22, 11:30-13:00 Tessa Leferink, Niels van Oort and Sander Lenferink [abstract] De verkenning van de potentie van fietsparkeren bij het ov: een casus in Den Haag Madeline Lai, Dorine Duives, Stefan Talen, Nejc Geržinič and Niels van Oort Friday, November 22, 14:00-15:30 [abstract]

A key solution to grid congestion

On behalf of the TU Delft PowerWeb Institute, researchers Kenneth Brunninx and Simon Tindemans are handing over a Position Paper to the Dutch Parliament on 14 November 2024, with a possible solution to the major grid capacity problems that are increasingly cropping up in the Netherlands. The Netherlands is unlikely to meet the 2030 climate targets, and one of the reasons for this is that large industry cannot switch to electricity fast enough, partly because of increasingly frequent problems around grid capacity and grid congestion. In all likelihood, those problems will actually increase this decade before they can decrease, the researchers argue. The solution offered by the TU Delft PowerWeb Institute researchers is the ‘flexible backstop’. With a flexible backstop, the current capacity of the power grid can be used more efficiently without sacrificing safety or reliability. A flexible backstop is a safety mechanism that automatically and quickly reduces the amount of electricity that an electric unit can draw from the grid (an electric charging station or a heat pump) or deliver (a PV installation). It is a small device connected or built into an electrical unit, such as a charging station or heat pump, that ‘communicates’ with the distribution network operator. In case of extreme stress on the network, the network operator sends a signal to the device to limit the amount of power. Germany recently introduced a similar system with electric charging stations. The backstop would be activated only in periods of acute congestion problems and could help prevent the last resort measure, which is cutting off electricity to users. ‘Upgrading the electricity network remains essential, but in practice it will take years. So there is a need for short-term solutions that can be integrated into long-term planning. We, the members of the TU Delft PowerWeb Institute, call on the government, network operators and regulator to explore the flexible backstop as an additional grid security measure,’ they said. The entire Paper can be read here . Kenneth Brunninx Associate Professor at the Faculty of Engineering, Governance and Management, where he uses quantitative models to evaluate energy policy and market design with the aim of reducing CO2 emissions. Simon Tindemans is Associate Professor in the Intelligent Electrical Power Grids group at Faculty of Electrical Engineering, Mathematics and Computer Science. His research interests include uncertainty and risk management for power grids. TU Delft PowerWeb Institute is a community of researchers who are investigating how to make renewable energy systems reliable, future proof and accessible to everyone.

25 year celebration of formal collaboration between Delft University of Technology and the University of Campinas

On 25 October 2024 we celebrated 25 years of formal collaboration between Delft University of Technology and the University of Campinas. What began as a project to exchange some students in chemical engineering has now grown to a multifaceted and broad academic collaboration which accumulated into 24 joint research projects (>20 M Euro); 16 advanced courses and 15 Doctors with a Dual Degree PhD. Patricia Osseweijer, TU Delft Ambassador Brazil explained, “We are proud to show and reflect on this special day the added value we created resulting from our joint activities. The lessons we learned demonstrate that especially continuity of funds and availability for exchanges has contributed to joint motivation and building trust which created strong relations. This is the foundation for academic creativity and high-level achievements.” The program presented showcases of Dual Degree projects; research activities and education. It discussed the future objectives and new fields of attention and agree on the next steps to maintain and strengthen the foundation of strong relations. Telma Franco, Professor UNICAMP shared that “joint education and research has substantially benefitted the students, we see that back in the jobs they landed in,” while UNICAMP’s Professor Gustavo Paim Valenca confirmed that “we are keen to extend our collaboration to more engineering disciplines to contribute jointly to global challenges” Luuk van der Wielen highlighted that “UNICAMP and TU Delft provide valuable complementary expertise as well as infrastructures to accelerate research and innovation. Especially our joint efforts in public private partnerships brings great assets” To ensure our future activities both University Boards have launched a unique joint program for international academic leadership. This unique 7-month program will accommodate 12 young professors, 6 from each university. The programme began on 4 November 2024 in Delft, The Netherlands.

POW team wins TU Delft Education Team Award 2024

During the Teaching Academy's Education Day, the awards were presented for Educator of the Year and Education Team Award. The team that developed the Personal Development Weeks (Persoonlijke OntwikkelingsWeek or POW) of the Bachelor Renewal won the award for TU Delft Education Team of the Year.

Scholarships Abroad Week

Receive funding for your time abroad Are you going abroad for your study programme in Semester 2, 2024-2025? Or are you going abroad for a traineeship/thesis/project in 2024-2025? You can receive additional funding for your time abroad. Come join the scholarship abroad presentation sessions to find out more. Presentation for Exchange students 19 November 13:00 – 13:30 in Lecture Hall C – Daniel Bernoulli (ME, 34.A-0-620) 19 November 19:00-19:30 – online in Teams Presentation for Internship/thesis/project students 19 November 13:00 – 13:30 in Lecture Hall B – Isaac Newton (ME, 34.A-0-720) 19 November 19:00-19:30 – online in Teams For more information visit the Student Portal .

Christmas lunch

Take part in a festive lunch with MoTiv, TU Delft Studentenraad en TU Delft ESA This holiday season, MoTiv, TU Delft, and the local Delft churches are bringing together homes and students for a special, heartwarming experience, and we would love for you to be part of it! After three successful years, we’re excited to continue this festive tradition, bridging cultures and creating connections. Are you interested in joining a holiday lunch as a guest , along with other international students, in a welcoming Delft-area home? Or perhaps you’d like to open your home as a host , sharing a warm, cultural celebration with students from around the world? This special event will take place from December 23rd to December 31st, between 12:00 and 15:00 . For Guests : If you’d like to participate as a guest, we’ll match you with a local host eager to share their holiday traditions. You’ll enjoy delicious dishes, laughter, and meaningful conversations, creating memories that feel like home, even far from family. Once matched, we’ll connect you with your host so you can coordinate details and meal plans together. Sign up as a guest in this google forms.(https://forms.gle/yLAqE83DcqWGwcKB8) For Hosts : If you’re interested in hosting, this is a wonderful opportunity to welcome students into your home for a memorable meal. By sharing food, stories, and perhaps even a few games, you’ll help make the season brighter for students eager to experience Dutch hospitality and holiday traditions. Sign up as a host in this google forms.( https://forms.gle/bJB5svxJZ1iTSF1c6 ) For any questions, feel free to reach out to us at motiv.connects@gmail.com. For more information, please visit our website at www.motiv.tudelft.nl/christmas-lunch-delft/ . Thank you for making this holiday season unforgettable. We look forward to celebrating with you! Warm regards, MoTiv, TU Delft Student Council, TU Delft ESA - Student Community Team