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    Introducing the MIT-GE Vernova Climate and Energy Alliance

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    MIT and GE Vernova launched the MIT-GE Vernova Energy and Climate Alliance on Sept. 15, a collaboration to advance research and education focused on accelerating the global energy transition.Through the alliance — an industry-academia initiative conceived by MIT Provost Anantha Chandrakasan and GE Vernova CEO Scott Strazik — GE Vernova has committed $50 million over five years in the form of sponsored research projects and philanthropic funding for research, graduate student fellowships, internships, and experiential learning, as well as professional development programs for GE Vernova leaders.“MIT has a long history of impactful collaborations with industry, and the collaboration between MIT and GE Vernova is a shining example of that legacy,” said Chandrakasan in opening remarks at a launch event. “Together, we are working on energy and climate solutions through interdisciplinary research and diverse perspectives, while providing MIT students the benefit of real-world insights from an industry leader positioned to bring those ideas into the world at scale.”The energy of changeAn independent company since its spinoff from GE in April 2024, GE Vernova is focused on accelerating the global energy transition. The company generates approximately 25 percent of the world’s electricity — with the world’s largest installed base of over 7,000 gas turbines, about 57,000 wind turbines, and leading-edge electrification technology.GE Vernova’s slogan, “The Energy of Change,” is reflected in decisions such as locating its headquarters in Cambridge, Massachusetts — in close proximity to MIT. In pursuing transformative approaches to the energy transition, the company has identified MIT as a key collaborator.A key component of the mission to electrify and decarbonize the world is collaboration, according to CEO Scott Strazik. “We want to inspire, and be inspired by, students as we work together on our generation’s greatest challenge, climate change. We have great ambition for what we want the world to become, but we need collaborators. And we need folks that want to iterate with us on what the world should be from here.”Representing the Healey-Driscoll administration at the launch event were Massachusetts Secretary of Energy and Environmental Affairs Rebecca Tepper and Secretary of the Executive Office of Economic Development Eric Paley. Secretary Tepper highlighted the Mass Leads Act, a $1 billion climate tech and life sciences initiative enacted by Governor Maura Healey last November to strengthen Massachusetts’ leadership in climate tech and AI.“We’re harnessing every part of the state, from hydropower manufacturing facilities to the blue-to-blue economy in our south coast, and right here at the center of our colleges and universities. We want to invent and scale the solutions to climate change in our own backyard,” said Tepper. “That’s been the Massachusetts way for decades.”

    Launch event attendees explore interactive displays in MIT’s Lobby 13.

    Photo: Gretchen Ertl

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    Real-world problems, insights, and solutionsThe launch celebration featured interactive science displays and student presenters introducing the first round of 13 research projects led by MIT faculty. These projects focus on generating scalable solutions to our most pressing challenges in the areas of electrification, decarbonization, renewables acceleration, and digital solutions. Read more about the funded projects here.Collaborating with industry offers the opportunity for researchers and students to address real-world problems informed by practical insights. The diverse, interdisciplinary perspectives from both industry and academia will significantly strengthen the research supported through the GE Vernova Fellowships announced at the launch event.“I’m excited to talk to the industry experts at GE Vernova about the problems that they work on,” said GE Vernova Fellow Aaron Langham. “I’m looking forward to learning more about how real people and industries use electrical power.”Fellow Julia Estrin echoed a similar sentiment: “I see this as a chance to connect fundamental research with practical applications — using insights from industry to shape innovative solutions in the lab that can have a meaningful impact at scale.”GE Vernova’s commitment to research is also providing support and inspiration for fellows. “This level of substantive enthusiasm for new ideas and technology is what comes from a company that not only looks toward the future, but also has the resources and determination to innovate impactfully,” says Owen Mylotte, a GE Vernova Fellow.The inaugural cohort of eight fellows will continue their research at MIT with tuition support from GE Vernova. Find the full list of fellows and their research topics here.Pipeline of future energy leadersHighlighting the alliance’s emphasis on cultivating student talent and leadership, GE Vernova CEO Scott Strazik introduced four MIT alumni who are now leaders at GE Vernova: Dhanush Mariappan SM ’03, PhD ’19, senior engineering manager in the GE Vernova Advanced Research Center; Brent Brunell SM ’00, technology director in the Advanced Research Center; Paolo Marone MBA ’21, CFO of wind; and Grace Caza MAP ’22, chief of staff in supply chain and operations.The four shared their experiences of working with MIT as students and their hopes for the future of this alliance in the realm of “people development,” as Mariappan highlighted. “Energy transition means leaders. And every one of the innovative research and professional education programs that will come out of this alliance is going to produce the leaders of the energy transition industry.”The alliance is underscoring its commitment to developing future energy leaders by supporting the New Engineering Education Transformation program (NEET) and expanding opportunities for student internships. With 100 new internships for MIT students announced in the days following the launch, GE Vernova is opening broad opportunities for MIT students at all levels to contribute to a sustainable future.“GE Vernova has been a tremendous collaborator every step of the way, with a clear vision of the technical breakthroughs we need to affect change at scale and a deep respect for MIT’s strengths and culture, as well as a hunger to listen and learn from us as well,” said Betar Gallant, alliance director who is also the Kendall Rohsenow Associate Professor of Mechanical Engineering at MIT. “Students, take this opportunity to learn, connect, and appreciate how much you’re valued, and how bright your futures are in this area of decarbonizing our energy systems. Your ideas and insight are going to help us determine and drive what’s next.”

    Event attendees mingle in MIT’s Lobby 13.

    Photo: Gretchen Ertl

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    Daring to create the future we wantThe launch event transformed MIT’s Lobby 13 with green lighting and animated conversation around the posters and hardware demos on display, reflecting the sense of optimism for the future and the type of change the alliance — and the Commonwealth of Massachusetts — seeks to advance.“Because of this collaboration and the commitment to the work that needs doing, many things will be created,” said Secretary Paley. “People in this room will work together on all kinds of projects that will do incredible things for our economy, for our innovation, for our country, and for our climate.”The alliance builds on MIT’s growing portfolio of initiatives around sustainable energy systems, including the Climate Project at MIT, a presidential initiative focused on developing solutions to some of the toughest barriers to an effective global climate response. “This new alliance is a significant opportunity to move the needle of energy and climate research as we dare to create the future that we want, with the promise of impactful solutions for the world,” said Evelyn Wang, MIT vice president for energy and climate, who attended the launch.To that end, the alliance is supporting critical cross-institution efforts in energy and climate policy, including funding three master’s students in MIT Technology and Policy Program and hosting an annual symposium in February 2026 to advance interdisciplinary research. GE Vernova is also providing philanthropic support to the MIT Human Insight Collaborative. For 2025-26, this support will contribute to addressing global energy poverty by supporting the MIT Abdul Latif Jameel Poverty Action Lab (J-PAL) in its work to expand access to affordable electricity in South Africa.“Our hope to our fellows, our hope to our students is this: While the stakes are high and the urgency has never been higher, the impact that you are going to have over the decades to come has never been greater,” said Roger Martella, chief corporate and sustainability officer at GE Vernova. “You have so much opportunity to move the world in a better direction. We need you to succeed. And our mission is to serve you and enable your success.”With the alliance’s launch — and GE Vernova’s new membership in several other MIT consortium programs related to sustainability, automation and robotics, and AI, including the Initiative for New Manufacturing, MIT Energy Initiative, MIT Climate and Sustainability Consortium, and Center for Transportation and Logistics — it’s evident why Betar Gallant says the company is “all-in at MIT.”The potential for tremendous impact on the energy industry is clear to those involved in the alliance. As GE Vernova Fellow Jack Morris said at the launch, “This is the beginning of something big.” More

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      MIT Maritime Consortium releases “Nuclear Ship Safety Handbook”

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      Commercial shipping accounts for 3 percent of all greenhouse gas emissions globally. As the sector sets climate goals and chases a carbon-free future, nuclear power — long used as a source for military vessels — presents an enticing solution. To date, however, there has been no clear, unified public document available to guide design safety for certain components of civilian nuclear ships. A new “Nuclear Ship Safety Handbook” by the MIT Maritime Consortium aims to change that and set the standard for safe maritime nuclear propulsion.“This handbook is a critical tool in efforts to support the adoption of nuclear in the maritime industry,” explains Themis Sapsis, the William I. Koch Professor of Mechanical Engineering at MIT, director of the MIT Center for Ocean Engineering, and co-director of the MIT Maritime Consortium. “The goal is to provide a strong basis for initial safety on key areas that require nuclear and maritime regulatory research and development in the coming years to prepare for nuclear propulsion in the maritime industry.”Using research data and standards, combined with operational experiences during civilian maritime nuclear operations, the handbook provides unique insights into potential issues and resolutions in the design efficacy of maritime nuclear operations, a topic of growing importance on the national and international stage. “Right now, the nuclear-maritime policies that exist are outdated and often tied only to specific technologies, like pressurized water reactors,” says Jose Izurieta, a graduate student in the Department of Mechanical Engineering (MechE) Naval Construction and Engineering (2N) Program, and one of the handbook authors. “With the recent U.K.-U.S. Technology Prosperity Deal now including civil maritime nuclear applications, I hope the handbook can serve as a foundation for creating a clear, modern regulatory framework for nuclear-powered commercial ships.”The recent memorandum of understanding signed by the U.S. and U.K calls for the exploration of “novel applications of advanced nuclear energy, including civil maritime applications,” and for the parties to play “a leading role informing the establishment of international standards, potential establishment of a maritime shipping corridor between the Participants’ territories, and strengthening energy resilience for the Participants’ defense facilities.”“The U.S.-U.K. nuclear shipping corridor offers a great opportunity to collaborate with legislators on establishing the critical framework that will enable the United States to invest on nuclear-powered merchant vessels — an achievement that will reestablish America in the shipbuilding space,” says Fotini Christia, the Ford International Professor of the Social Sciences, director of the Institute for Data, Systems, and Society (IDSS), director of the MIT Sociotechnical Systems Research Center, and co-director of the MIT Maritime Consortium.“With over 30 nations now building or planning their first reactors, nuclear energy’s global acceptance is unprecedented — and that momentum is key to aligning safety rules across borders for nuclear-powered ships and the respective ports,” says Koroush Shirvan, the Atlantic Richfield Career Development Professor in Energy Studies at MIT and director of the Reactor Technology Course for Utility Executives.The handbook, which is divided into chapters in areas involving the overlapping nuclear and maritime safety design decisions that will be encountered by engineers, is careful to balance technical and practical guidance with policy considerations.Commander Christopher MacLean, MIT associate professor of the practice in mechanical engineering, naval construction, and engineering, says the handbook will significantly benefit the entire maritime community, specifically naval architects and marine engineers, by providing standardized guidelines for design and operation specific to nuclear powered commercial vessels.“This will assist in enhancing safety protocols, improve risk assessments, and ensure consistent compliance with international regulations,” MacLean says. “This will also help foster collaboration amongst engineers and regulators. Overall, this will further strengthen the reliability, sustainability, and public trust in nuclear-powered maritime systems.”Anthony Valiaveedu, the handbook’s lead author, and co-author Nat Edmonds, are both students in the MIT Master’s Program in Technology and Policy (TPP) within the IDSS. The pair are also co-authors of a paper published in Science Policy Review earlier this year that offered structured advice on the development of nuclear regulatory policies.“It is important for safety and technology to go hand-in-hand,” Valiaveedu explains. “What we have done is provide a risk-informed process to begin these discussions for engineers and policymakers.”“Ultimately, I hope this framework can be used to build strong bilateral agreements between nations that will allow nuclear propulsion to thrive,” says fellow co-author Izurieta.Impact on industry“Maritime designers needed a source of information to improve their ability to understand and design the reactor primary components, and development of the ‘Nuclear Ship Safety Handbook’ was a good step to bridge this knowledge gap,” says Christopher J. Wiernicki, American Bureau of Shipping (ABS) chair and CEO. “For this reason, it is an important document for the industry.”The ABS, which is the American classification society for the maritime industry, develops criteria and provides safety certification for all ocean-going vessels. ABS is among the founding members of the MIT Maritime Consortium. Capital Clean Energy Carriers Corp., HD Korea Shipbuilding and Offshore Engineering, and Delos Navigation Ltd. are also consortium founding members. Innovation members are Foresight-Group, Navios Maritime Partners L.P., Singapore Maritime Institute, and Dorian LPG.“As we consider a net-zero framework for the shipping industry, nuclear propulsion represents a potential solution. Careful investigation remains the priority, with safety and regulatory standards at the forefront,” says Jerry Kalogiratos, CEO of Capital Clean Energy Carriers Corp. “As first movers, we are exploring all options. This handbook lays the technical foundation for the development of nuclear-powered commercial vessels.”Sangmin Park, senior vice president at HD Korea Shipbuilding and Offshore Engineering, says “The ‘Nuclear Ship Safety Handbook’ marks a groundbreaking milestone that bridges shipbuilding excellence and nuclear safety. It drives global collaboration between industry and academia, and paves the way for the safe advancement of the nuclear maritime era.”Maritime at MITMIT has been a leading center of ship research and design for over a century, with work at the Institute today representing significant advancements in fluid mechanics and hydrodynamics, acoustics, offshore mechanics, marine robotics and sensors, and ocean sensing and forecasting. Maritime Consortium projects, including the handbook, reflect national priorities aimed at revitalizing the U.S. shipbuilding and commercial maritime industries.The MIT Maritime Consortium, which launched in 2024, brings together MIT and maritime industry leaders to explore data-powered strategies to reduce harmful emissions, optimize vessel operations, and support economic priorities.“One of our most important efforts is the development of technologies, policies, and regulations to make nuclear propulsion for commercial ships a reality,” says Sapsis. “Over the last year, we have put together an interdisciplinary team with faculty and students from across the Institute. One of the outcomes of this effort is this very detailed document providing detailed guidance on how such effort should be implemented safely.”Handbook contributors come from multiple disciplines and MIT departments, labs, and research centers, including the Center for Ocean Engineering, IDSS, MechE’s Course 2N Program, the MIT Technology and Policy Program, and the Department of Nuclear Science and Engineering.MIT faculty members and research advisors on the project include Sapsis; Christia; Shirvan; MacLean; Jacopo Buongiorno, the Battelle Energy Alliance Professor in Nuclear Science and Engineering, director, Center for Advanced Nuclear Energy Systems, and director of science and technology for the Nuclear Reactor Laboratory; and Captain Andrew Gillespy, professor of the practice and director of the Naval Construction and Engineering (2N) Program.“Proving the viability of nuclear propulsion for civilian ships will entail getting the technologies, the economics and the regulations right,” says Buongiorno. “This handbook is a meaningful initial contribution to the development of a sound regulatory framework.”“We were lucky to have a team of students and knowledgeable professors from so many fields,” says Edmonds. “Before even beginning the outline of the handbook, we did significant archival and history research to understand the existing regulations and overarching story of nuclear ships. Some of the most relevant documents we found were written before 1975, and many of them were stored in the bellows of the NS Savannah.”The NS Savannah, which was built in the late 1950s as a demonstration project for the potential peacetime uses of nuclear energy, was the first nuclear-powered merchant ship. The Savannah was first launched on July 21, 1959, two years after the first nuclear-powered civilian vessel, the Soviet ice-breaker Lenin, and was retired in 1971.Historical context for this project is important, because the reactor technologies envisioned for maritime propulsion today are quite different from the traditional pressurized water reactors used by the U.S. Navy. These new reactors are being developed not just in the maritime context, but also to power ports and data centers on land; they all use low-enriched uranium and are passively cooled. For the maritime industry, Sapsis says, “the technology is there, it’s safe, and it’s ready.”“The Nuclear Ship Safety Handbook” is publicly available on the MIT Maritime Consortium website and from the MIT Libraries.  More

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      in Energy

      Solar energy startup Active Surfaces wins inaugural PITCH.nano competition

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      The inaugural PITCH.nano competition, hosted by MIT.nano’s hard technology accelerator START.nano, provided a platform for early-stage startups to present their innovations to MIT and Boston’s hard-tech startup ecosystem.The grand prize winner was Active Surfaces, a startup that is generating renewable energy exactly where it is going to be used through lightweight, flexible solar cells. Active Surfaces says its ultralight, peel-and-stick panels will reimagine how we deploy photovoltaics in the built environment.Shiv Bhakta MBA ’24, SM ’24, CEO and co-founder, delivered the winning presentation to an audience of entrepreneurs, investors, startup incubators, and industry partners at PITCH.nano on Sept. 30. Active Surfaces received the grand prize of 25,000 nanoBucks — equivalent to $25,000 that can be spent at MIT.nano facilities.Why has MIT.nano chosen to embrace startup activity as much as we do? asked Vladimir Bulović, MIT.nano faculty director, at the start of PITCH.nano. “We need to make sure that entrepreneurs can be born out of MIT and can take the next technical ideas developed in the lab out into the market, so they can make the next millions of jobs that the world needs.”The journey of a hard-tech entrepreneur takes at least 10 years and 100 million dollars, explained Bulović. By linking open tool facilities to startup needs, MIT.nano can make those first few years a little bit easier, bringing more startups to the scale-up stage.“Getting VCs [venture capitalists] to invest in hard tech is challenging,” explained Joyce Wu SM ’00, PhD ’07, START.nano program manager. “Through START.nano, we provide discounted access to MIT.nano’s cleanrooms, characterization tools, and laboratories for startups to build their prototypes and attract investment earlier and with reduced spend. Our goal is to support the translation of fundamental research to real-world solutions in hard tech.”In addition to discounted access to tools, START.nano helps early-stage companies become part of the MIT and Cambridge innovation network. PITCH.nano, inspired by the MIT 100K Competition, was launched as a new opportunity this year to introduce these hard-tech ventures to the investor and industry community. Twelve startups delivered presentations that were evaluated by a panel of four judges who are, themselves, venture capitalists and startup founders.“It is amazing to see the quality, diversity, and ingenuity of this inspiring group of startups,” said judge Brendan Smith PhD ’18, CEO of SiTration, a company that was part of the inaugural START.nano cohort. “Together, these founders are demonstrating the power of fundamental hard-tech innovation to solve the world’s greatest challenges, in a way that is both scalable and profitable.”Startups who presented at PITCH.nano spanned a wide range of focus areas. In the fields of climate, energy, and materials, the audience heard from Addis Energy, Copernic Catalysts, Daqus Energy, VioNano Innovations, Active Surfaces, and Metal Fuels; in life sciences, Acorn Genetics, Advanced Silicon Group, and BioSens8; and in quantum and photonics, Qunett, nOhm Devices, and Brightlight Photonics. The common thread for these companies: They are all using MIT.nano to advance their innovations.“MIT.nano has been instrumental in compressing our time to market, especially as a company building a novel, physical product,” said Bhakta. “Access to world-class characterization tools — normally out of reach for startups — lets us validate scale-up much faster. The START.nano community accelerates problem-solving, and the nanoBucks award is directly supporting the development of our next prototypes headed to pilot.”In addition to the grand prize, a 5,000 nanoBucks audience choice award went to Advanced Silicon Group, a startup that is developing a next-generation biosensor to improve testing in pharma and health tech.Now in its fifth year, START.nano has supported 40 companies spanning a diverse set of market areas — life sciences, clean tech, semiconductors, photonics, quantum, materials, and software. Fourteen START.nano companies have graduated from the program, proving that START.nano is indeed succeeding in its mission to help early-stage ventures advance from prototype to manufacturing. “I believe MIT.nano has a fantastic opportunity here,” said judge Davide Marini, PhD ’03, co-founder and CEO of Inkbit, “to create the leading incubator for hard tech entrepreneurs worldwide.”START.nano accepts applications on a monthly basis. The program is made possible through the generous support of FEMSA. More

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      in Environment

      How to reduce greenhouse gas emissions from ammonia production

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      Ammonia is one of the most widely produced chemicals in the world, used mostly as fertilizer, but also for the production of some plastics, textiles, and other applications. Its production, through processes that require high heat and pressure, accounts for up to 20 percent of all the greenhouse gases from the entire chemical industry, so efforts have been underway worldwide to find ways to reduce those emissions.Now, researchers at MIT have come up with a clever way of combining two different methods of producing the compound that minimizes waste products, that, when combined with some other simple upgrades, could reduce the greenhouse emissions from production by as much as 63 percent, compared to the leading “low-emissions” approach being used today.The new approach is described in the journal Energy & Fuels, in a paper by MIT Energy Initiative (MITEI) Director William H. Green, graduate student Sayandeep Biswas, MITEI Director of Research Randall Field, and two others.“Ammonia has the most carbon dioxide emissions of any kind of chemical,” says Green, who is the Hoyt C. Hottel Professor in Chemical Engineering. “It’s a very important chemical,” he says, because its use as a fertilizer is crucial to being able to feed the world’s population.Until late in the 19th century, the most widely used source of nitrogen fertilizer was mined deposits of bat or bird guano, mostly from Chile, but that source was beginning to run out, and there were predictions that the world would soon be running short of food to sustain the population. But then a new chemical process, called the Haber-Bosch process after its inventors, made it possible to make ammonia out of nitrogen from the air and hydrogen, which was mostly derived from methane. But both the burning of fossil fuels to provide the needed heat and the use of methane to make the hydrogen led to massive climate-warming emissions from the process.To address this, two newer variations of ammonia production have been developed: so-called “blue ammonia,” where the greenhouse gases are captured right at the factory and then sequestered deep underground, and “green ammonia,” produced by a different chemical pathway, using electricity instead of fossil fuels to hydrolyze water to make hydrogen.Blue ammonia is already beginning to be used, with a few plants operating now in Louisiana, Green says, and the ammonia mostly being shipped to Japan, “so that’s already kind of commercial.” Other parts of the world are starting to use green ammonia, especially in places that have lots of hydropower, solar, or wind to provide inexpensive electricity, including a giant plant now under construction in Saudi Arabia.But in most places, both blue and green ammonia are still more expensive than the traditional fossil-fuel-based version, so many teams around the world have been working on ways to cut these costs as much as possible so that the difference is small enough to be made up through tax subsidies or other incentives.The problem is growing, because as the population grows, and as wealth increases, there will be ever-increasing demands for nitrogen fertilizer. At the same time, ammonia is a promising substitute fuel to power hard-to-decarbonize transportation such as cargo ships and heavy trucks, which could lead to even greater needs for the chemical.“It definitely works” as a transportation fuel, by powering fuel cells that have been demonstrated for use by everything from drones to barges and tugboats and trucks, Green says. “People think that the most likely market of that type would be for shipping,” he says, “because the downside of ammonia is it’s toxic and it’s smelly, and that makes it slightly dangerous to handle and to ship around.” So its best uses may be where it’s used in high volume and in relatively remote locations, like the high seas. In fact, the International Maritime Organization will soon be voting on new rules that might give a strong boost to the ammonia alternative for shipping.The key to the new proposed system is to combine the two existing approaches in one facility, with a blue ammonia factory next to a green ammonia factory. The process of generating hydrogen for the green ammonia plant leaves a lot of leftover oxygen that just gets vented to the air. Blue ammonia, on the other hand, uses a process called autothermal reforming that requires a source of pure oxygen, so if there’s a green ammonia plant next door, it can use that excess oxygen.“Putting them next to each other turns out to have significant economic value,” Green says. This synergy could help hybrid “blue-green ammonia” facilities serve as an important bridge toward a future where eventually green ammonia, the cleanest version, could finally dominate. But that future is likely decades away, Green says, so having the combined plants could be an important step along the way.“It might be a really long time before [green ammonia] is actually attractive” economically, he says. “Right now, it’s nowhere close, except in very special situations.” But the combined plants “could be a really appealing concept, and maybe a good way to start the industry,” because so far only small, standalone demonstration plants of the green process are being built.“If green or blue ammonia is going to become the new way of making ammonia, you need to find ways to make it relatively affordable in a lot of countries, with whatever resources they’ve got,” he says. This new proposed combination, he says, “looks like a really good idea that can help push things along. Ultimately, there’s got to be a lot of green ammonia plants in a lot of places,” and starting out with the combined plants, which could be more affordable now, could help to make that happen. The team has filed for a patent on the process.Although the team did a detailed study of both the technology and the economics that show the system has great promise, Green points out that “no one has ever built one. We did the analysis, it looks good, but surely when people build the first one, they’ll find funny little things that need some attention,” such as details of how to start up or shut down the process. “I would say there’s plenty of additional work to do to make it a real industry.” But the results of this study, which shows the costs to be much more affordable than existing blue or green plants in isolation, “definitely encourages the possibility of people making the big investments that would be needed to really make this industry feasible.”This proposed integration of the two methods “improves efficiency, reduces greenhouse gas emissions, and lowers overall cost,” says Kevin van Geem, a professor in the Center for Sustainable Chemistry at Ghent University, who was not associated with this research. “The analysis is rigorous, with validated process models, transparent assumptions, and comparisons to literature benchmarks. By combining techno-economic analysis with emissions accounting, the work provides a credible and balanced view of the trade-offs.”He adds that, “given the scale of global ammonia production, such a reduction could have a highly impactful effect on decarbonizing one of the most emissions-intensive chemical industries.”The research team also included MIT postdoc Angiras Menon and MITEI research lead Guiyan Zang. The work was supported by IHI Japan through the MIT Energy Initiative and the Martin Family Society of Fellows for Sustainability.  More

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      in Environment

      Report: Sustainability in supply chains is still a firm-level priority

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      Corporations are actively seeking sustainability advances in their supply chains — but many need to improve the business metrics they use in this area to realize more progress, according to a new report by MIT researchers.   During a time of shifting policies globally and continued economic uncertainty, the survey-based report finds 85 percent of companies say they are continuing supply chain sustainability practices at the same level as in recent years, or are increasing those efforts.“What we found is strong evidence that sustainability still matters,” says Josué Velázquez Martínez, a research scientist and director of the MIT Sustainable Supply Chain Lab, which helped produce the report. “There are many things that remain to be done to accomplish those goals, but there’s a strong willingness from companies in all parts of the world to do something about sustainability.”The new analysis, titled “Sustainability Still Matters,” was released today. It is the sixth annual report on the subject prepared by the MIT Sustainable Supply Chain Lab, which is part of MIT’s Center for Transportation and Logistics. The Council of Supply Chain Management Professionals collaborated on the project as well.The report is based on a global survey, with responses from 1,203 professionals in 97 countries. This year, the report analyzes three issues in depth, including regulations and the role they play in corporate approaches to supply chain management. A second core topic is management and mitigation of what industry professionals call “Scope 3” emissions, which are those not from a firm itself, but from a firm’s supply chain. And a third issue of focus is the future of freight transportation, which by itself accounts for a substantial portion of supply chain emissions.Broadly, the survey finds that for European-based firms, the principal driver of action in this area remains government mandates, such as the Corporate Sustainability Reporting Directive, which requires companies to publish regular reports on their environmental impact and the risks to society involved. In North America, firm leadership and investor priorities are more likely to be decisive factors in shaping a company’s efforts.“In Europe the pressure primarily comes more from regulation, but in the U.S. it comes more from investors, or from competitors,” Velázquez Martínez says.The survey responses on Scope 3 emissions reveal a number of opportunities for improvement. In business and sustainability terms, Scope 1 greenhouse gas emissions are those a firm produces directly. Scope 2 emissions are the energy it has purchased. And Scope 3 emissions are those produced across a firm’s value chain, including the supply chain activities involved in producing, transporting, using, and disposing of its products.The report reveals that about 40 percent of firms keep close track of Scope 1 and 2 emissions, but far fewer tabulate Scope 3 on equivalent terms. And yet Scope 3 may account for roughly 75 percent of total firm emissions, on aggregate. About 70 percent of firms in the survey say they do not have enough data from suppliers to accurately tabulate the total greenhouse gas and climate impact of their supply chains.Certainly it can be hard to calculate the total emissions when a supply chain has many layers, including smaller suppliers lacking data capacity. But firms can upgrade their analytics in this area, too. For instance, 50 percent of North American firms are still using spreadsheets to tabulate emissions data, often making rough estimates that correlate emissions to simple economic activity. An alternative is life cycle assessment software that provides more sophisticated estimates of a product’s emissions, from the extraction of its materials to its post-use disposal. By contrast, only 32 percent of European firms are still using spreadsheets rather than life cycle assessment tools.“You get what you measure,” Velázquez Martínez says. “If you measure poorly, you’re going to get poor decisions that most likely won’t drive the reductions you’re expecting. So we pay a lot of attention to that particular issue, which is decisive to defining an action plan. Firms pay a lot of attention to metrics in their financials, but in sustainability they’re often using simplistic measurements.”When it comes to transportation, meanwhile, the report shows that firms are still grappling with the best ways to reduce emissions. Some see biofuels as the best short-term alternative to fossil fuels; others are investing in electric vehicles; some are waiting for hydrogen-powered vehicles to gain traction. Supply chains, after all, frequently involve long-haul trips. For firms, as for individual consumers, electric vehicles are more practical with a larger infrastructure of charging stations. There are advances on that front but more work to do as well.That said, “Transportation has made a lot of progress in general,” Velázquez Martínez says, noting the increased acceptance of new modes of vehicle power in general.Even as new technologies loom on the horizon, though, supply chain sustainability is not wholly depend on their introduction. One factor continuing to propel sustainability in supply chains is the incentives companies have to lower costs. In a competitive business environment, spending less on fossil fuels usually means savings. And firms can often find ways to alter their logistics to consume and spend less.“Along with new technologies, there is another side of supply chain sustainability that is related to better use of the current infrastructure,” Velázquez Martínez observes. “There is always a need to revise traditional ways of operating to find opportunities for more efficiency.”  More

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      in Energy

      Lidar helps gas industry find methane leaks and avoid costly losses

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      Each year, the U.S. energy industry loses an estimated 3 percent of its natural gas production, valued at $1 billion in revenue, to leaky infrastructure. Escaping invisibly into the air, these methane gas plumes can now be detected, imaged, and measured using a specialized lidar flown on small aircraft.This lidar is a product of Bridger Photonics, a leading methane-sensing company based in Bozeman, Montana. MIT Lincoln Laboratory developed the lidar’s optical-power amplifier, a key component of the system, by advancing its existing slab-coupled optical waveguide amplifier (SCOWA) technology. The methane-detecting lidar is 10 to 50 times more capable than other airborne remote sensors on the market.”This drone-capable sensor for imaging methane is a great example of Lincoln Laboratory technology at work, matched with an impactful commercial application,” says Paul Juodawlkis, who pioneered the SCOWA technology with Jason Plant in the Advanced Technology Division and collaborated with Bridger Photonics to enable its commercial application.Today, the product is being adopted widely, including by nine of the top 10 natural gas producers in the United States. “Keeping gas in the pipe is good for everyone — it helps companies bring the gas to market, improves safety, and protects the outdoors,” says Pete Roos, founder and chief innovation officer at Bridger. “The challenge with methane is that you can’t see it. We solved a fundamental problem with Lincoln Laboratory.”A laser source “miracle”In 2014, the Advanced Research Projects Agency-Energy (ARPA-E) was seeking a cost-effective and precise way to detect methane leaks. Highly flammable and a potent pollutant, methane gas (the primary constituent of natural gas) moves through the country via a vast and intricate pipeline network. Bridger submitted a research proposal in response to ARPA-E’s call and was awarded funding to develop a small, sensitive aerial lidar.Aerial lidar sends laser light down to the ground and measures the light that reflects back to the sensor. Such lidar is often used for producing detailed topography maps. Bridger’s idea was to merge topography mapping with gas measurements. Methane absorbs light at the infrared wavelength of 1.65 microns. Operating a laser at that wavelength could allow a lidar to sense the invisible plumes and measure leak rates.”This laser source was one of the hardest parts to get right. It’s a key element,” Roos says. His team needed a laser source with specific characteristics to emit powerfully enough at a wavelength of 1.65 microns to work from useful altitudes. Roos recalled the ARPA-E program manager saying they needed a “miracle” to pull it off.Through mutual connections, Bridger was introduced to a Lincoln Laboratory technology for optically amplifying laser signals: the SCOWA. When Bridger contacted Juodawlkis and Plant, they had been working on SCOWAs for a decade. Although they had never investigated SCOWAs at 1.65 microns, they thought that the fundamental technology could be extended to operate at that wavelength. Lincoln Laboratory received ARPA-E funding to develop 1.65-micron SCOWAs and provide prototype units to Bridger for incorporation into their gas-mapping lidar systems.”That was the miracle we needed,” Roos says.A legacy in laser innovationLincoln Laboratory has long been a leader in semiconductor laser and optical emitter technology. In 1962, the laboratory was among the first to demonstrate the diode laser, which is now the most widespread laser used globally. Several spinout companies, such as Lasertron and TeraDiode, have commercialized innovations stemming from the laboratory’s laser research, including those for fiber-optic telecommunications and metal-cutting applications.In the early 2000s, Juodawlkis, Plant, and others at the laboratory recognized a need for a stable, powerful, and bright single-mode semiconductor optical amplifier, which could enhance lidar and optical communications. They developed the SCOWA (slab-coupled optical waveguide amplifier) concept by extending earlier work on slab-coupled optical waveguide lasers (SCOWLs). The initial SCOWA was funded under the laboratory’s internal technology investment portfolio, a pool of R&D funding provided by the undersecretary of defense for research and engineering to seed new technology ideas. These ideas often mature into sponsored programs or lead to commercialized technology.”Soon, we developed a semiconductor optical amplifier that was 10 times better than anything that had ever been demonstrated before,” Plant says. Like other semiconductor optical amplifiers, the SCOWA guides laser light through semiconductor material. This process increases optical power as the laser light interacts with electrons, causing them to shed photons at the same wavelength as the input laser. The SCOWA’s unique light-guiding design enables it to reach much higher output powers, creating a powerful and efficient beam. They demonstrated SCOWAs at various wavelengths and applied the technology to projects for the Department of Defense.When Bridger Photonics reached out to Lincoln Laboratory, the most impactful application of the device yet emerged. Working iteratively through the ARPA-E funding and a Cooperative Research and Development Agreement (CRADA), the team increased Bridger’s laser power by more than tenfold. This power boost enabled them to extend the range of the lidar to elevations over 1,000 feet.”Lincoln Laboratory had the knowledge of what goes on inside the optical amplifier — they could take our input, adjust the recipe, and make a device that worked very well for us,” Roos says.The Gas Mapping Lidar was commercially released in 2019. That same year, the product won an R&D 100 Award, recognizing it as a revolutionary advancement in the marketplace.A technology transfer takes offToday, the United States is the world’s largest natural gas supplier, driving growth in the methane-sensing market. Bridger Photonics deploys its Gas Mapping Lidar for customers nationwide, attaching the sensor to planes and drones and pinpointing leaks across the entire supply chain, from where gas is extracted, piped through the country, and delivered to businesses and homes. Customers buy the data from these scans to efficiently locate and repair leaks in their gas infrastructure. In January 2025, the Environmental Protection Agency provided regulatory approval for the technology.According to Bruce Niemeyer, president of Chevron’s shale and tight operations, the lidar capability has been game-changing: “Our goal is simple — keep methane in the pipe. This technology helps us assure we are doing that … It can find leaks that are 10 times smaller than other commercial providers are capable of spotting.”At Lincoln Laboratory, researchers continue to innovate new devices in the national interest. The SCOWA is one of many technologies in the toolkit of the laboratory’s Microsystems Prototyping Foundry, which will soon be expanded to include a new Compound Semiconductor Laboratory – Microsystem Integration Facility. Government, industry, and academia can access these facilities through government-funded projects, CRADAs, test agreements, and other mechanisms.At the direction of the U.S. government, the laboratory is also seeking industry transfer partners for a technology that couples SCOWA with a photonic integrated circuit platform. Such a platform could advance quantum computing and sensing, among other applications.”Lincoln Laboratory is a national resource for semiconductor optical emitter technology,” Juodawlkis says. More

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      in Energy

      New self-assembling material could be the key to recyclable EV batteries

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      Today’s electric vehicle boom is tomorrow’s mountain of electronic waste. And while myriad efforts are underway to improve battery recycling, many EV batteries still end up in landfills.A research team from MIT wants to help change that with a new kind of self-assembling battery material that quickly breaks apart when submerged in a simple organic liquid. In a new paper published in Nature Chemistry, the researchers showed the material can work as the electrolyte in a functioning, solid-state battery cell and then revert back to its original molecular components in minutes.The approach offers an alternative to shredding the battery into a mixed, hard-to-recycle mass. Instead, because the electrolyte serves as the battery’s connecting layer, when the new material returns to its original molecular form, the entire battery disassembles to accelerate the recycling process.“So far in the battery industry, we’ve focused on high-performing materials and designs, and only later tried to figure out how to recycle batteries made with complex structures and hard-to-recycle materials,” says the paper’s first author Yukio Cho PhD ’23. “Our approach is to start with easily recyclable materials and figure out how to make them battery-compatible. Designing batteries for recyclability from the beginning is a new approach.”Joining Cho on the paper are PhD candidate Cole Fincher, Ty Christoff-Tempesta PhD ’22, Kyocera Professor of Ceramics Yet-Ming Chiang, Visiting Associate Professor Julia Ortony, Xiaobing Zuo, and Guillaume Lamour.Better batteriesThere’s a scene in one of the “Harry Potter” films where Professor Dumbledore cleans a dilapidated home with the flick of the wrist and a spell. Cho says that image stuck with him as a kid. (What better way to clean your room?) When he saw a talk by Ortony on engineering molecules so that they could assemble into complex structures and then revert back to their original form, he wondered if it could be used to make battery recycling work like magic.That would be a paradigm shift for the battery industry. Today, batteries require harsh chemicals, high heat, and complex processing to recycle. There are three main parts of a battery: the positively charged cathode, the negatively charged electrode, and the electrolyte that shuttles lithium ions between them. The electrolytes in most lithium-ion batteries are highly flammable and degrade over time into toxic byproducts that require specialized handling.To simplify the recycling process, the researchers decided to make a more sustainable electrolyte. For that, they turned to a class of molecules that self-assemble in water, named aramid amphiphiles (AAs), whose chemical structures and stability mimic that of Kevlar. The researchers further designed the AAs to contain polyethylene glycol (PEG), which can conduct lithium ions, on one end of each molecule. When the molecules are exposed to water, they spontaneously form nanoribbons with ion-conducting PEG surfaces and bases that imitate the robustness of Kevlar through tight hydrogen bonding. The result is a mechanically stable nanoribbon structure that conducts ions across its surface.“The material is composed of two parts,” Cho explains. “The first part is this flexible chain that gives us a nest, or host, for lithium ions to jump around. The second part is this strong organic material component that is used in the Kevlar, which is a bulletproof material. Those make the whole structure stable.”When added to water, the nanoribbons self-assemble to form millions of nanoribbons that can be hot-pressed into a solid-state material.“Within five minutes of being added to water, the solution becomes gel-like, indicating there are so many nanofibers formed in the liquid that they start to entangle each other,” Cho says. “What’s exciting is we can make this material at scale because of the self-assembly behavior.”The team tested the material’s strength and toughness, finding it could endure the stresses associated with making and running the battery. They also constructed a solid-state battery cell that used lithium iron phosphate for the cathode and lithium titanium oxide as the anode, both common materials in today’s batteries. The nanoribbons moved lithium ions successfully between the electrodes, but a side-effect known as polarization limited the movement of lithium ions into the battery’s electrodes during fast bouts of charging and discharging, hampering its performance compared to today’s gold-standard commercial batteries.“The lithium ions moved along the nanofiber all right, but getting the lithium ion from the nanofibers to the metal oxide seems to be the most sluggish point of the process,” Cho says.When they immersed the battery cell into organic solvents, the material immediately dissolved, with each part of the battery falling away for easier recycling. Cho compared the materials’ reaction to cotton candy being submerged in water.“The electrolyte holds the two battery electrodes together and provides the lithium-ion pathways,” Cho says. “So, when you want to recycle the battery, the entire electrolyte layer can fall off naturally and you can recycle the electrodes separately.”Validating a new approachCho says the material is a proof of concept that demonstrates the recycle-first approach.“We don’t want to say we solved all the problems with this material,” Cho says. “Our battery performance was not fantastic because we used only this material as the entire electrolyte for the paper, but what we’re picturing is using this material as one layer in the battery electrolyte. It doesn’t have to be the entire electrolyte to kick off the recycling process.”Cho also sees a lot of room for optimizing the material’s performance with further experiments.Now, the researchers are exploring ways to integrate these kinds of materials into existing battery designs as well as implementing the ideas into new battery chemistries.“It’s very challenging to convince existing vendors to do something very differently,” Cho says. “But with new battery materials that may come out in five or 10 years, it could be easier to integrate this into new designs in the beginning.”Cho also believes the approach could help reshore lithium supplies by reusing materials from batteries that are already in the U.S.“People are starting to realize how important this is,” Cho says. “If we can start to recycle lithium-ion batteries from battery waste at scale, it’ll have the same effect as opening lithium mines in the U.S. Also, each battery requires a certain amount of lithium, so extrapolating out the growth of electric vehicles, we need to reuse this material to avoid massive lithium price spikes.”The work was supported, in part, by the National Science Foundation and the U.S. Department of Energy. More

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      in Security

      MIT gears up to transform manufacturing

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      “Manufacturing is the engine of society, and it is the backbone of robust, resilient economies,” says John Hart, head of MIT’s Department of Mechanical Engineering (MechE) and faculty co-director of the MIT Initiative for New Manufacturing (INM). “With manufacturing a lively topic in today’s news, there’s a renewed appreciation and understanding of the importance of manufacturing to innovation, to economic and national security, and to daily lives.”Launched this May, INM will “help create a transformation of manufacturing through new technology, through development of talent, and through an understanding of how to scale manufacturing in a way that enables imparts higher productivity and resilience, drives adoption of new technologies, and creates good jobs,” Hart says.INM is one of MIT’s strategic initiatives and builds on the successful three-year-old Manufacturing@MIT program. “It’s a recognition by MIT that manufacturing is an Institute-wide theme and an Institute-wide priority, and that manufacturing connects faculty and students across campus,” says Hart. Alongside Hart, INM’s faculty co-directors are Institute Professor Suzanne Berger and Chris Love, professor of chemical engineering.The initiative is pursuing four main themes: reimagining manufacturing technologies and systems, elevating the productivity and human experience of manufacturing, scaling up new manufacturing, and transforming the manufacturing base.Breaking manufacturing barriers for corporationsAmgen, Autodesk, Flex, GE Vernova, PTC, Sanofi, and Siemens are founding members of INM’s industry consortium. These industry partners will work closely with MIT faculty, researchers, and students across many aspects of manufacturing-related research, both in broad-scale initiatives and in particular areas of shared interests. Membership requires a minimum three-year commitment of $500,000 a year to manufacturing-related activities at MIT, including the INM membership fee of $275,000 per year, which supports several core activities that engage the industry members.One major thrust for INM industry collaboration is the deployment and adoption of AI and automation in manufacturing. This effort will include seed research projects at MIT, collaborative case studies, and shared strategy development.INM also offers companies participation in the MIT-wide New Manufacturing Research effort, which is studying the trajectories of specific manufacturing industries and examining cross-cutting themes such as technology and financing.Additionally, INM will concentrate on education for all professions in manufacturing, with alliances bringing together corporations, community colleges, government agencies, and other partners. “We’ll scale our curriculum to broader audiences, from aspiring manufacturing workers and aspiring production line supervisors all the way up to engineers and executives,” says Hart.In workforce training, INM will collaborate with companies broadly to help understand the challenges and frame its overall workforce agenda, and with individual firms on specific challenges, such as acquiring suitably prepared employees for a new factory.Importantly, industry partners will also engage directly with students. Founding member Flex, for instance, hosted MIT researchers and students at the Flex Institute of Technology in Sorocaba, Brazil, developing new solutions for electronics manufacturing.“History shows that you need to innovate in manufacturing alongside the innovation in products,” Hart comments. “At MIT, as more students take classes in manufacturing, they’ll think more about key manufacturing issues as they decide what research problems they want to solve, or what choices they make as they prototype their devices. The same is true for industry — companies that operate at the frontier of manufacturing, whether through internal capabilities or their supply chains, are positioned to be on the frontier of product innovation and overall growth.”“We’ll have an opportunity to bring manufacturing upstream to the early stage of research, designing new processes and new devices with scalability in mind,” he says.Additionally, MIT expects to open new manufacturing-related labs and to further broaden cooperation with industry at existing shared facilities, such as MIT.nano. Hart says that facilities will also invite tighter collaborations with corporations — not just providing advanced equipment, but working jointly on, say, new technologies for weaving textiles, or speeding up battery manufacturing.Homing in on the United StatesINM is a global project that brings a particular focus on the United States, which remains the world’s second-largest manufacturing economy, but has suffered a significant decline in manufacturing employment and innovation.One key to reversing this trend and reinvigorating the U.S. manufacturing base is advocacy for manufacturing’s critical role in society and the career opportunities it offers.“No one really disputes the importance of manufacturing,” Hart says. “But we need to elevate interest in manufacturing as a rewarding career, from the production workers to manufacturing engineers and leaders, through advocacy, education programs, and buy-in from industry, government, and academia.”MIT is in a unique position to convene industry, academic, and government stakeholders in manufacturing to work together on this vital issue, he points out.Moreover, in times of radical and rapid changes in manufacturing, “we need to focus on deploying new technologies into factories and supply chains,” Hart says. “Technology is not all of the solution, but for the U.S. to expand our manufacturing base, we need to do it with technology as a key enabler, embracing companies of all sizes, including small and medium enterprises.”“As AI becomes more capable, and automation becomes more flexible and more available, these are key building blocks upon which you can address manufacturing challenges,” he says. “AI and automation offer new accelerated ways to develop, deploy, and monitor production processes, which present a huge opportunity and, in some cases, a necessity.”“While manufacturing is always a combination of old technology, new technology, established practice, and new ways of thinking, digital technology gives manufacturers an opportunity to leapfrog competitors,” Hart says. “That’s very, very powerful for the U.S. and any company, or country, that aims to create differentiated capabilities.”Fortunately, in recent years, investors have increasingly bought into new manufacturing in the United States. “They see the opportunity to re-industrialize, to build the factories and production systems of the future,” Hart says.“That said, building new manufacturing is capital-intensive, and takes time,” he adds. “So that’s another area where it’s important to convene stakeholders and to think about how startups and growth-stage companies build their capital portfolios, how large industry can support an ecosystem of small businesses and young companies, and how to develop talent to support those growing companies.”All these concerns and opportunities in the manufacturing ecosystem play to MIT’s strengths. “MIT’s DNA of cross-disciplinary collaboration and working with industry can let us create a lot of impact,” Hart emphasizes. “We can understand the practical challenges. We can also explore breakthrough ideas in research and cultivate successful outcomes, all the way to new companies and partnerships. Sometimes those are seen as disparate approaches, but we like to bring them together.” More

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      in Energy

      MIT-Africa launches new collaboration with Angola

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      The MIT Center for International Studies announced the launch of a new pilot initiative with Angola, to be implemented through its MIT-Africa Program.The new initiative marks a significant collaboration between MIT-Africa, Sonangol (Angola’s national energy company), and the Instituto Superior Politécnico de Tecnologias e Ciências (ISPTEC). The collaboration was formalized at a signing ceremony on MIT’s campus in June with key stakeholders from all three institutions present, including Diamantino Pedro Azevedo, the Angolan minister of mineral resources, petroleum, and gas, and Sonangol CEO Gaspar Martins.“This partnership marks a pivotal step in the Angolan government’s commitment to leveraging knowledge as the cornerstone of the country’s economic transformation,” says Azevedo. “By connecting the oil and gas sector with science, innovation, and world-class training, we are equipping future generations to lead Angola into a more technological, sustainable, and globally competitive era.”The sentiment is shared by the MIT-Africa Program leaders. “This initiative reflects MIT’s deep commitment to fostering meaningful, long-term relationships across the African continent,” says Mai Hassan, faculty director of the MIT-Africa Program. “It supports our mission of advancing knowledge and educating students in ways that are globally informed, and it provides a platform for mutual learning. By working with Angolan partners, we gain new perspectives and opportunities for innovation that benefit both MIT and our collaborators.”In addition to its new collaboration with MIT-Africa, Sonangol has joined MIT’s Industrial Liaison Program (ILP), breaking new ground as its first corporate member based in sub-Saharan Africa. ILP enables companies worldwide to harness MIT resources to address current challenges and to anticipate future needs. As an ILP member, Sonangol seeks to facilitate collaboration in key sectors such as natural resources and mining, energy, construction, and infrastructure.The MIT-Africa Program manages a portfolio of research, teaching, and learning initiatives that emphasize two-way value — offering impactful experiences to MIT students and faculty while collaborating closely with institutions and communities across Africa. The new Angola collaboration is aligned with this ethos, and will launch with two core activities during the upcoming academic year:Global Classroom: An MIT course on geo-spatial technologies for environmental monitoring, taught by an MIT faculty member, will be brought directly to the ISPTEC campus, offering Angolan students and MIT participants a collaborative, in-country learning experience.Global Teaching Labs: MIT students will travel to ISPTEC to teach science, technology, engineering, arts, and mathematics subjects on renewable energy technologies, engaging Angolan students through hands-on instruction.“This is not a traditional development project,” says Ari Jacobovits, managing director of MIT-Africa. “This is about building genuine partnerships rooted in academic rigor, innovation, and shared curiosity. The collaboration has been designed from the ground up with our partners at ISPTEC and Sonangol. We’re coming in with a readiness to learn as much as we teach.”The pilot marks an important first step in establishing a long-term collaboration with Angola. By investing in collaborative education and innovation, the new initiative aims to spark novel approaches to global challenges and strengthen academic institutions on both sides.These agreements with MIT-Africa and ILP “not only enhance our innovation and technological capabilities, but also create opportunities for sustainable development and operational excellence,” says Gaspar. “They advance our mission to be a leading force in the African energy sector.”“The vision behind this initiative is bold,” says Hassan. “It’s about co-creating knowledge and building capacity that lasts.” More