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      in Security

      Pioneering the future of materials extraction

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      The next time you cook pasta, imagine that you are cooking spaghetti, rigatoni, and seven other varieties all together, and they need to be separated onto 10 different plates before serving. A colander can remove the water — but you still have a mound of unsorted noodles. Now imagine that this had to be done for thousands of tons of pasta a day. That gives you an idea of the scale of the problem facing Brendan Smith PhD ’18, co-founder and CEO of SiTration, a startup formed out of MIT’s Department of Materials Science and Engineering (DMSE) in 2020. SiTration, which raised $11.8 million in seed capital led by venture capital firm 2150 earlier this month, is revolutionizing the extraction and refining of copper, cobalt, nickel, lithium, precious metals, and other materials critical to manufacturing clean-energy technologies such as electric motors, wind turbines, and batteries. Its initial target applications are recovering the materials from complex mining feed streams, spent lithium-ion batteries from electric vehicles, and various metals refining processes. The company’s breakthrough lies in a new silicon membrane technology that can be adjusted to efficiently recover disparate materials, providing a more sustainable and economically viable alternative to conventional, chemically intensive processes. Think of a colander with adjustable pores to strain different types of pasta. SiTration’s technology has garnered interest from industry players, including mining giant Rio Tinto. Some observers may question whether targeting such different industries could cause the company to lose focus. “But when you dig into these markets, you discover there is actually a significant overlap in how all of these materials are recovered, making it possible for a single solution to have impact across verticals,” Smith says.Powering up materials recoveryConventional methods of extracting critical materials in mining, refining, and recycling lithium-ion batteries involve heavy use of chemicals and heat, which harm the environment. Typically, raw ore from mines or spent batteries are ground into fine particles before being dissolved in acid or incinerated in a furnace. Afterward, they undergo intensive chemical processing to separate and purify the valuable materials. “It requires as much as 10 tons of chemical input to produce one ton of critical material recovered from the mining or battery recycling feedstock,” says Smith. Operators can then sell the recaptured materials back into the supply chain, but suffer from wide swings in profitability due to uncertain market prices. Lithium prices have been the most volatile, having surged more than 400 percent before tumbling back to near-original levels in the past two years. Despite their poor economics and negative environmental impact, these processes remain the state of the art today. By contrast, SiTration is electrifying the critical-materials recovery process, improving efficiency, producing less chemical waste, and reducing the use of chemicals and heat. What’s more, the company’s processing technology is built to be highly adaptable, so it can handle all kinds of materials. The core technology is based on work done at MIT to develop a novel type of membrane made from silicon, which is durable enough to withstand harsh chemicals and high temperatures while conducting electricity. It’s also highly tunable, meaning it can be modified or adjusted to suit different conditions or target specific materials. SiTration’s technology also incorporates electro-extraction, a technique that uses electrochemistry to further isolate and extract specific target materials. This powerful combination of methods in a single system makes it more efficient and effective at isolating and recovering valuable materials, Smith says. So depending on what needs to be separated or extracted, the filtration and electro-extraction processes are adjusted accordingly. “We can produce membranes with pore sizes from the molecular scale up to the size of a human hair in diameter, and everything in between. Combined with the ability to electrify the membrane and separate based on a material’s electrochemical properties, this tunability allows us to target a vast array of different operations and separation applications across industrial fields,” says Smith. Efficient access to materials like lithium, cobalt, and copper — and precious metals like platinum, gold, silver, palladium, and rare-earth elements — is key to unlocking innovation in business and sustainability as the world moves toward electrification and away from fossil fuels.“This is an era when new materials are critical,” says Professor Jeffrey Grossman, co-founder and chief scientist of SiTration and the Morton and Claire Goulder and Family Professor in Environmental Systems at DMSE. “For so many technologies, they’re both the bottleneck and the opportunity, offering tremendous potential for non-incremental advances. And the role they’re having in commercialization and in entrepreneurship cannot be overstated.”SiTration’s commercial frontierSmith became interested in separation technology in 2013 as a PhD student in Grossman’s DMSE research group, which has focused on the design of new membrane materials for a range of applications. The two shared a curiosity about separation of critical materials and a hunger to advance the technology. After years of study under Grossman’s mentorship, and with support from several MIT incubators and foundations including the Abdul Latif Jameel Water and Food Systems Lab’s Solutions Program, the Deshpande Center for Technological Innovation, the Kavanaugh Fellowship, MIT Sandbox, and Venture Mentoring Service, Smith was ready to officially form SiTration in 2020. Grossman has a seat on the board and plays an active role as a strategic and technical advisor. Grossman is involved in several MIT spinoffs and embraces the different imperatives of research versus commercialization. “At SiTration, we’re driving this technology to work at scale. There’s something super exciting about that goal,” he says. “The challenges that come with scaling are very different than the challenges that come in a university lab.” At the same time, although not every research breakthrough becomes a commercial product, open-ended, curiosity-driven knowledge pursuit holds its own crucial value, he adds.It has been rewarding for Grossman to see his technically gifted student and colleague develop a host of other skills the role of CEO demands. Getting out to the market and talking about the technology with potential partners, putting together a dynamic team, discovering the challenges facing industry, drumming up support, early on — those became the most pressing activities on Smith’s agenda. “What’s most fun to me about being a CEO of an early-stage startup is that there are 100 different factors, most people-oriented, that you have to navigate every day. Each stakeholder has different motivations and objectives. And you basically try to fit that all together, to create value for our partners and customers, the company, and for society,” says Smith. “You start with just an idea, and you have to keep leveraging that to form a more and more tangible product, to multiply and progress commercial relationships, and do it all at an ever-expanding scale.” MIT DNA runs deep in the nine-person company, with DMSE grad and former Grossman student Jatin Patil as director of product; Ahmed Helal, from MIT’s Department of Mechanical Engineering, as vice president of research and development; Daniel Bregante, from the Department of Chemistry, as VP of technology; and Sarah Melvin, from the departments of Physics and Political Science, as VP of strategy and operations. Melvin is the first hire devoted to business development. Smith plans to continue expanding the team following the closing of the company’s seed round.  Strategic alliancesBeing a good communicator was important when it came to securing funding, Smith says. SiTration received $2.35 million in pre-seed funding in 2022 led by Azolla Ventures, which reserves its $239 million in investment capital for startups that would not otherwise easily obtain funding. “We invest only in solution areas that can achieve gigaton-scale climate impact by 2050,” says Matthew Nordan, a general partner at Azolla and now SiTration board member. The MIT-affiliated E14 Fund also contributed to the pre-seed round; Azolla and E14 both participated in the recent seed funding round. “Brendan demonstrated an extraordinary ability to go from being a thoughtful scientist to a business leader and thinker who has punched way above his weight in engaging with customers and recruiting a well-balanced team and navigating tricky markets,” says Nordan. One of SiTration’s first partnerships is with Rio Tinto, one of the largest mining companies in the world. As SiTration evaluated various uses cases in its early days, identifying critical materials as its target market, Rio Tinto was looking for partners to recover valuable metals such as cobalt and copper from the wastewater generated at mines. These metals were typically trapped in the water, creating harmful waste and resulting in lost revenue. “We thought this was a great innovation challenge and posted it on our website to scout for companies to partner with who can help us solve this water challenge,” said Nick Gurieff, principal advisor for mine closure, in an interview with MIT’s Industrial Liaison Program in 2023. At SiTration, mining was not yet a market focus, but Smith couldn’t help noticing that Rio Tinto’s needs were in alignment with what his young company offered. SiTration submitted its proposal in August 2022. Gurieff said SiTration’s tunable membrane set it apart. The companies formed a business partnership in June 2023, with SiTration adjusting its membrane to handle mine wastewater and incorporating Rio Tinto feedback to refine the technology. After running tests with water from mine sites, SiTration will begin building a small-scale critical-materials recovery unit, followed by larger-scale systems processing up to 100 cubic meters of water an hour.SiTration’s focused technology development with Rio Tinto puts it in a good position for future market growth, Smith says. “Every ounce of effort and resource we put into developing our product is geared towards creating real-world value. Having an industry-leading partner constantly validating our progress is a tremendous advantage.”It’s a long time from the days when Smith began tinkering with tiny holes in silicon in Grossman’s DMSE lab. Now, they work together as business partners who are scaling up technology to meet a global need. Their joint passion for applying materials innovation to tough problems has served them well. “Materials science and engineering is an engine for a lot of the innovation that is happening today,” Grossman says. “When you look at all of the challenges we face to make the transition to a more sustainable planet, you realize how many of these are materials challenges.” More

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      in Environment

      Two MIT films nominated for New England Emmy Awards

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      Two films produced by MIT were honored with Emmy nominations by the National Academy of Television Arts & Sciences Boston/New England Chapter. Both “We Are the Forest” and “No Drop to Spare” illustrate international conversations the MIT community is having about the environment and climate change.“We Are the Forest,” produced by MIT Video Productions (MVP) at MIT Open Learning, was one of six nominees in the Education/Schools category. The documentary highlights the cultural and scientific exchange of the MIT Festival Jazz Ensemble, MIT Wind Ensemble, and MIT Vocal Jazz Ensemble in the Brazilian Amazon. The excursion depicted in the film was part of the ongoing work of Frederick Harris Jr., MIT director of wind and jazz ensembles and senior lecturer in music, to combine Brazilian music and environmental research.“No Drop to Spare,” created by the Department of Mechanical Engineering (MechE), was nominated in the Environment/Science and Video Essayist categories. The film, produced by John Freidah, MechE senior producer and creative lead, follows a team of researchers from the K. Lisa Yang Global Engineering and Research (GEAR) Center working in Kenya, Morocco, and Jordan to deploy affordable, user-driven smart irrigation technology.“We Are the Forest” tells the story of 80 MIT student musicians who traveled to Manaus, Brazil in March 2023. Together with Indigenous Brazilian musicians and activists, the students played music, created instruments with found objects from the rainforest, and connected their musical practice to nature and culture. The trip and the documentary culminated with the concert “Hearing Amazônia: Art and Resistance.”“We have an amazing team who are excited to tell the stories of so many great things that happen at MIT,” says Clayton Hainsworth, director for MVP. “It’s a true pleasure when we get to partner with the Institute’s community on these video projects — from Fred [Harris], with his desire for outreach of the music curriculum, giving students new perspectives and getting beyond the lab; to students getting to experience the world and seeing how that affects their next steps as they go out and make an impact.”The documentary was produced by Hainsworth, directed by Jean Dunoyer, staff editor at MVP, and filmed by Myles Lowery, field production videographer at MVP. Hainsworth credits Dunoyer with refining the story’s main themes: the universality of music as a common human language, and the ways that Indigenous communities can teach and inform the rest of the globe about the environment and the challenges we are all facing.“The film highlights the reach of how MIT touches the world and, more importantly, how the world touches MIT,” says Hainsworth, adding that the work was generously supported by A. Neil Pappalardo ’64 and Jane Pappalardo. “No Drop to Spare” evoked a similar sentiment from Freidah. “What I liked about this story was the potential for great impact,” says Freidah, discussing the MechE film’s production process. “It was global, it was being piloted in three different places in the world, with three different end users, and had three different applications. You sort of go in with an idea in mind of what the story might be, then things bubble up. In this story, as with so many stories, what rose to the top was the students and the impact they were having on the real world and end users.” Freidah has worked with Amos Winter SM ’05, PhD ’11, associate professor of mechanical engineering and MIT GEAR Center principal investigator, to highlight other impact global projects in the past, including producing a video in 2016. That film, “Water is Life,” explores the development of low-cost desalination systems in India. While the phrase “it’s an honor to be nominated” might seem cliched, it remains often used because the sentiment almost always rings true. Although neither film triumphed at this year’s awards ceremony, Freidah says there’s much to be celebrated in the final product. “Seeing the effect this piece had, and how it highlighted our students, that’s the success story — but it’s always nice also to receive recognition from outside.”The 47th Boston/New England Emmy Awards Ceremony took place on June 8 at the Marriott Boston Copley Place. A list of nominees and winners can be found on the National Academy of Television Arts and Sciences Boston/New England Chapter website.  More

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      in Energy

      Startup aims to transform the power grid with superconducting transmission lines

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      Last year in Woburn, Massachusetts, a power line was deployed across a 100-foot stretch of land. Passersby wouldn’t have found much interesting about the installation: The line was supported by standard utility poles, the likes of which most of us have driven by millions of times. In fact, the familiarity of the sight is a key part of the technology’s promise.The lines are designed to transport five to 10 times the amount of power of conventional transmission lines, using essentially the same footprint and voltage level. That will be key to helping them overcome the regulatory hurdles and community opposition that has made increasing transmission capacity nearly impossible across large swaths of the globe, particularly in America and Europe, where new power distribution systems play a vital role in the shift to renewable energy and the resilience of the grid.The lines are the product of years of work by the startup VEIR, which was co-founded by Tim Heidel ’05, SM ’06, SM ’09, PhD ’10. They make use of superconducting cables and a proprietary cooling system that will enable initial transmission capacity up to 400 megawatts and, in future versions, up to several gigawatts.“We can deploy much higher power levels at much lower voltage, and so we can deploy the same high power but with a footprint and visual impact that is far less intrusive, and therefore can overcome a lot of the public opposition as well as siting and permitting barriers,” Heidel says.VEIR’s solution comes at a time when more than 10,000 renewable energy projects at various stages of development are seeking permission to connect to U.S. grids. The White House has said the U.S. must more than double existing regional transmission capacity in order to reach 2035 decarbonization goals.All of this comes as electricity demand is skyrocketing amid the increasing use of data centers and AI, and the electrification of everything from passenger vehicles to home heating systems.Despite those trends, building high-power transmission lines remains stubbornly difficult.“Building high-power transmission infrastructure can take a decade or more, and there’s been quite a few examples of projects that folks have had to abandon because they realize that there’s just so much opposition, or there’s too much complexity to pull it off cost effectively,” Heidel says. “We can drop down in voltage but carry the same amount of power because we can build systems that operate at much higher current levels, and that’s how our lines are able to melt into the background and avoid the same opposition.”Heidel says VEIR has built a pipeline of interested customers including utilities, data center operators, industrial companies, and renewable energy developers. VEIR is aiming to complete its first commercial-scale pilot carrying high power in 2026.A career in energyOver more than a decade at MIT, Heidel went from learning about the fundamentals of electrical engineering to studying the electric grid and the power sector more broadly. That journey included earning a bachelor’s, master’s, and PhD from MIT’s Department of Electrical Engineering and Computer Science as well as a master’s in MIT’s Technology and Policy Program, which he earned while working toward his PhD.“I got the energy bug and started to focus exclusively on energy and climate in graduate school,” Heidel says.Following his PhD, Heidel was named research director of MIT’s Future of the Electric Grid study, which was completed in 2011.“That was a fantastic opportunity at the outset of my career to survey the entire landscape and understand challenges facing the power grid and the power sector more broadly,” Heidel says. “It gave me a good foundation for understanding the grid, how it works, who’s involved, how decisions get made, how expansion works, and it looked out over the next 30 years.”After leaving MIT, Heidel worked at the Department of Energy’s Advanced Research Projects Agency-Energy (ARPA-E) and then at Bill Gates’ Breakthrough Energy Ventures (BEV) investment firm, where he continued studying transmission.“Just about every single decarbonization scenario and study that’s been published in the last two decades concludes that to achieve aggressive greenhouse gas emissions reductions, we’re going to have to double or triple the scale of power grids around the world,” Heidel says. “But when we looked at the data on how fast grids were being expanded, the ease with which transmission lines could be built, the cost of building new transmission, just about every indicator was heading in the wrong direction. Transmission was getting more expensive over time and taking longer to build. We desperately need to find a new solution.”Unlike traditional transmission lines made from steel and aluminum, VEIR’s transmission lines leverage decades of progress in the development of high-temperature superconducting tapes and other materials. Some of that progress has been driven by the nuclear fusion industry, which incorporates superconducting materials into some of their nuclear reactor designs.But the core innovation at VEIR is the cooling system. VEIR co-founder and advisor Steve Ashworth developed the rough idea for the cooling system more than 15 years ago at Los Alamos National Laboratory as part of a larger Department of Energy-funded research project. When the project was shut down, the idea was largely forgotten.Heidel and others at Breakthrough Energy Ventures became aware of the innovation in 2019 while researching transmission. Today VEIR’s system is passively cooled with nitrogen, which runs through a vacuum-insulated pipe that surrounds a superconducting cable. Heat exchange units are also used on some transmission towers.Heidel says transmission lines designed to carry that much power are typically far bigger than VEIR’s design, and other attempts at shrinking the footprint of high-power lines were limited to short distances underground.“High power requires high voltage, and high voltage requires tall towers and wide right of ways, and those tall towers and those wide right of ways are deeply unpopular,” Heidel says. “That is a universal truth across just about the entire world.”Moving power around the worldVEIR’s first alternating current (AC) overhead product line is capable of transmission capacities up to 400 megawatts and voltages of up to 69 kilovolts, and the company plans to scale to higher voltage and higher-power products in the future, including direct current (DC) lines.VEIR will sell its equipment to the companies installing transmission lines, with a primary focus on the U.S. market.In the longer term, Heidel believes VEIR’s technology is needed as soon as possible to meet rising electricity demands and new renewable energy projects around the globe. 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      in Energy

      Students research pathways for MIT to reach decarbonization goals

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      A number of emerging technologies hold promise for helping organizations move away from fossil fuels and achieve deep decarbonization. The challenge is deciding which technologies to adopt, and when.MIT, which has a goal of eliminating direct campus emissions by 2050, must make such decisions sooner than most to achieve its mission. That was the challenge at the heart of the recently concluded class 4.s42 (Building Technology — Carbon Reduction Pathways for the MIT Campus).The class brought together undergraduate and graduate students from across the Institute to learn about different technologies and decide on the best path forward. It concluded with a final report as well as student presentations to members of MIT’s Climate Nucleus on May 9.“The mission of the class is to put together a cohesive document outlining how MIT can reach its goal of decarbonization by 2050,” says Morgan Johnson Quamina, an undergraduate in the Department of Civil and Environmental Engineering. “We’re evaluating how MIT can reach these goals on time, what sorts of technologies can help, and how quickly and aggressively we’ll have to move. The final report details a ton of scenarios for partial and full implementation of different technologies, outlines timelines for everything, and features recommendations.”The class was taught by professor of architecture Christoph Reinhart but included presentations by other faculty about low- and zero-carbon technology areas in their fields, including advanced nuclear reactors, deep geothermal energy, carbon capture, and more.The students’ work served as an extension of MIT’s Campus Decarbonization Working Group, which Reinhart co-chairs with Director of Sustainability Julie Newman. The group is charged with developing a technology roadmap for the campus to reach its goal of decarbonizing its energy systems.Reinhart says the class was a way to leverage the energy and creativity of students to accelerate his group’s work.“It’s very much focused on establishing a vision for what could happen at MIT,” Reinhart says. “We are trying to bring these technologies together so that we see how this [decarbonization process] would actually look on our campus.”A class with impactThroughout the semester, every Thursday from 9 a.m. to 12 p.m., around 20 students gathered to explore different decarbonization technology pathways. They also discussed energy policies, methods for evaluating risk, and future electric grid supply changes in New England.“I love that this work can have a real-world impact,” says Emile Germonpre, a master’s student in the Department of Nuclear Science and Engineering. “You can tell people aren’t thinking about grades or workload — I think people would’ve loved it even if the workload was doubled. Everyone is just intrinsically motivated to help solve this problem.”The classes typically began with an introduction to one of 10 different technologies. The introductions covered technical maturity, ease of implementation, costs, and how to model the technology’s impact on campus emissions. Students were then split into teams to evaluate each technology’s feasibility.“I’ve learned a lot about decarbonization and climate change,” says Johnson Quamina. “As an undergrad, I haven’t had many focused classes like this. But it was really beneficial to learn about some of these technologies I hadn’t even heard of before. It’s awesome to be contributing to the community like this.”As part of the class, students also developed a model that visualizes each intervention’s effect on emissions, allowing users to select interventions or combinations of interventions to see how they shape emissions trajectories.“We have a physics-based model that takes into account every building,” says Reinhart. “You can look at variants where we retrofit buildings, where we add rooftop photovoltaics, nuclear, carbon capture, and adopting different types of district underground heating systems. The point is you can start to see how fast we could do something like this and what the real game-changers are.”The class also designed and conducted a preliminary survey, to be expanded in the fall, that captures the MIT community’s attitudes towards the different technologies. Preliminary results were shared with the Climate Nucleus during students’ May 9 presentations.“I think it’s this unique and wonderful intersection of the forward-looking and innovative nature of academia with real world impact and specificity that you’d typically only find in industry,” Germonpre says. “It lets you work on a tangible project, the MIT campus, while exploring technologies that companies today find too risky to be the first mover on.”From MIT’s campus to the worldThe students recommended MIT form a building energy team to audit and retrofit all campus buildings. They also suggested MIT order a comprehensive geological feasibility survey to support planning regarding shallow and deep borehole fields for harvesting underground heat. A third recommendation was to communicate with the MIT community as well as with regulators and policymakers in the area about the deployment of nuclear batteries and deep geothermal boreholes on campus.The students’ modeling tool can also help members of the working group explore various decarbonization pathways. For instance, installing rooftop photovoltaics now would effectively reduce emissions, but installing them in a few decades, when the regional electricity grid is expected to be reducing its reliance on fossil fuels anyways, would have a much smaller impact.“When you have students working together, the recommendations are a little less filtered, which I think is a good thing,” Reinhart says. “I think there’s a real sense of urgency in the class. For certain choices, we have to basically act now.”Reinhart plans to do more activities related to the Working Group and the class’ recommendations in the fall, and he says he’s currently engaged with the Massachusetts Governor’s Office to explore doing something similar for the state.Students say they plan to keep working on the survey this summer and continue studying their technology areas. In the longer term, they believe the experience will help them in their careers.“Decarbonization is really important, and understanding how we can implement new technologies on campuses or in buildings provides me with a more well-rounded vision for what I could design in my career,” says Johnson Quamina, who wants to work as a structural or environmental engineer but says the class has also inspired her to consider careers in energy.The students’ findings also have implications beyond MIT campus. In accordance with MIT’s 2015 climate plan that committed to using the campus community as a “test bed for change,” the students’ recommendations also hold value for organizations around the world.“The mission is definitely broader than just MIT,” Germonpre says. “We don’t just want to solve MIT’s problem. We’ve dismissed technologies that were too specific to MIT. The goal is for MIT to lead by example and help certain technologies mature so that we can accelerate their impact.” More

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      in Energy

      Reducing carbon emissions from long-haul trucks

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      People around the world rely on trucks to deliver the goods they need, and so-called long-haul trucks play a critical role in those supply chains. In the United States, long-haul trucks moved 71 percent of all freight in 2022. But those long-haul trucks are heavy polluters, especially of the carbon emissions that threaten the global climate. According to U.S. Environmental Protection Agency estimates, in 2022 more than 3 percent of all carbon dioxide (CO2) emissions came from long-haul trucks.The problem is that long-haul trucks run almost exclusively on diesel fuel, and burning diesel releases high levels of CO2 and other carbon emissions. Global demand for freight transport is projected to as much as double by 2050, so it’s critical to find another source of energy that will meet the needs of long-haul trucks while also reducing their carbon emissions. And conversion to the new fuel must not be costly. “Trucks are an indispensable part of the modern supply chain, and any increase in the cost of trucking will be felt universally,” notes William H. Green, the Hoyt Hottel Professor in Chemical Engineering and director of the MIT Energy Initiative.For the past year, Green and his research team have been seeking a low-cost, cleaner alternative to diesel. Finding a replacement is difficult because diesel meets the needs of the trucking industry so well. For one thing, diesel has a high energy density — that is, energy content per pound of fuel. There’s a legal limit on the total weight of a truck and its contents, so using an energy source with a lower weight allows the truck to carry more payload — an important consideration, given the low profit margin of the freight industry. In addition, diesel fuel is readily available at retail refueling stations across the country — a critical resource for drivers, who may travel 600 miles in a day and sleep in their truck rather than returning to their home depot. Finally, diesel fuel is a liquid, so it’s easy to distribute to refueling stations and then pump into trucks.Past studies have examined numerous alternative technology options for powering long-haul trucks, but no clear winner has emerged. Now, Green and his team have evaluated the available options based on consistent and realistic assumptions about the technologies involved and the typical operation of a long-haul truck, and assuming no subsidies to tip the cost balance. Their in-depth analysis of converting long-haul trucks to battery electric — summarized below — found a high cost and negligible emissions gains in the near term. Studies of methanol and other liquid fuels from biomass are ongoing, but already a major concern is whether the world can plant and harvest enough biomass for biofuels without destroying the ecosystem. An analysis of hydrogen — also summarized below — highlights specific challenges with using that clean-burning fuel, which is a gas at normal temperatures.Finally, the team identified an approach that could make hydrogen a promising, low-cost option for long-haul trucks. And, says Green, “it’s an option that most people are probably unaware of.” It involves a novel way of using materials that can pick up hydrogen, store it, and then release it when and where it’s needed to serve as a clean-burning fuel.Defining the challenge: A realistic drive cycle, plus diesel values to beatThe MIT researchers believe that the lack of consensus on the best way to clean up long-haul trucking may have a simple explanation: Different analyses are based on different assumptions about the driving behavior of long-haul trucks. Indeed, some of them don’t accurately represent actual long-haul operations. So the first task for the MIT team was to define a representative — and realistic — “drive cycle” for actual long-haul truck operations in the United States. Then the MIT researchers — and researchers elsewhere — can assess potential replacement fuels and engines based on a consistent set of assumptions in modeling and simulation analyses.To define the drive cycle for long-haul operations, the MIT team used a systematic approach to analyze many hours of real-world driving data covering 58,000 miles. They examined 10 features and identified three — daily range, vehicle speed, and road grade — that have the greatest impact on energy demand and thus on fuel consumption and carbon emissions. The representative drive cycle that emerged covers a distance of 600 miles, an average vehicle speed of 55 miles per hour, and a road grade ranging from negative 6 percent to positive 6 percent.The next step was to generate key values for the performance of the conventional diesel “powertrain,” that is, all the components involved in creating power in the engine and delivering it to the wheels on the ground. Based on their defined drive cycle, the researchers simulated the performance of a conventional diesel truck, generating “benchmarks” for fuel consumption, CO2 emissions, cost, and other performance parameters.Now they could perform parallel simulations — based on the same drive-cycle assumptions — of possible replacement fuels and powertrains to see how the cost, carbon emissions, and other performance parameters would compare to the diesel benchmarks.The battery electric optionWhen considering how to decarbonize long-haul trucks, a natural first thought is battery power. After all, battery electric cars and pickup trucks are proving highly successful. Why not switch to battery electric long-haul trucks? “Again, the literature is very divided, with some studies saying that this is the best idea ever, and other studies saying that this makes no sense,” says Sayandeep Biswas, a graduate student in chemical engineering.To assess the battery electric option, the MIT researchers used a physics-based vehicle model plus well-documented estimates for the efficiencies of key components such as the battery pack, generators, motor, and so on. Assuming the previously described drive cycle, they determined operating parameters, including how much power the battery-electric system needs. From there they could calculate the size and weight of the battery required to satisfy the power needs of the battery electric truck.The outcome was disheartening. Providing enough energy to travel 600 miles without recharging would require a 2 megawatt-hour battery. “That’s a lot,” notes Kariana Moreno Sader, a graduate student in chemical engineering. “It’s the same as what two U.S. households consume per month on average.” And the weight of such a battery would significantly reduce the amount of payload that could be carried. An empty diesel truck typically weighs 20,000 pounds. With a legal limit of 80,000 pounds, there’s room for 60,000 pounds of payload. The 2 MWh battery would weigh roughly 27,000 pounds — significantly reducing the allowable capacity for carrying payload.Accounting for that “payload penalty,” the researchers calculated that roughly four electric trucks would be required to replace every three of today’s diesel-powered trucks. Furthermore, each added truck would require an additional driver. The impact on operating expenses would be significant.Analyzing the emissions reductions that might result from shifting to battery electric long-haul trucks also brought disappointing results. One might assume that using electricity would eliminate CO2 emissions. But when the researchers included emissions associated with making that electricity, that wasn’t true.“Battery electric trucks are only as clean as the electricity used to charge them,” notes Moreno Sader. Most of the time, drivers of long-haul trucks will be charging from national grids rather than dedicated renewable energy plants. According to Energy Information Agency statistics, fossil fuels make up more than 60 percent of the current U.S. power grid, so electric trucks would still be responsible for significant levels of carbon emissions. Manufacturing batteries for the trucks would generate additional CO2 emissions.Building the charging infrastructure would require massive upfront capital investment, as would upgrading the existing grid to reliably meet additional energy demand from the long-haul sector. Accomplishing those changes would be costly and time-consuming, which raises further concern about electrification as a means of decarbonizing long-haul freight.In short, switching today’s long-haul diesel trucks to battery electric power would bring major increases in costs for the freight industry and negligible carbon emissions benefits in the near term. Analyses assuming various types of batteries as well as other drive cycles produced comparable results.However, the researchers are optimistic about where the grid is going in the future. “In the long term, say by around 2050, emissions from the grid are projected to be less than half what they are now,” says Moreno Sader. “When we do our calculations based on that prediction, we find that emissions from battery electric trucks would be around 40 percent lower than our calculated emissions based on today’s grid.”For Moreno Sader, the goal of the MIT research is to help “guide the sector on what would be the best option.” With that goal in mind, she and her colleagues are now examining the battery electric option under different scenarios — for example, assuming battery swapping (a depleted battery isn’t recharged but replaced by a fully charged one), short-haul trucking, and other applications that might produce a more cost-competitive outcome, even for the near term.A promising option: hydrogenAs the world looks to get off reliance on fossil fuels for all uses, much attention is focusing on hydrogen. Could hydrogen be a good alternative for today’s diesel-burning long-haul trucks?To find out, the MIT team performed a detailed analysis of the hydrogen option. “We thought that hydrogen would solve a lot of the problems we had with battery electric,” says Biswas. It doesn’t have associated CO2 emissions. Its energy density is far higher, so it doesn’t create the weight problem posed by heavy batteries. In addition, existing compression technology can get enough hydrogen fuel into a regular-sized tank to cover the needed distance and range. “You can actually give drivers the range they want,” he says. “There’s no issue with ‘range anxiety.’”But while using hydrogen for long-haul trucking would reduce carbon emissions, it would cost far more than diesel. Based on their detailed analysis of hydrogen, the researchers concluded that the main source of incurred cost is in transporting it. Hydrogen can be made in a chemical facility, but then it needs to be distributed to refueling stations across the country. Conventionally, there have been two main ways of transporting hydrogen: as a compressed gas and as a cryogenic liquid. As Biswas notes, the former is “super high pressure,” and the latter is “super cold.” The researchers’ calculations show that as much as 80 percent of the cost of delivered hydrogen is due to transportation and refueling, plus there’s the need to build dedicated refueling stations that can meet new environmental and safety standards for handling hydrogen as a compressed gas or a cryogenic liquid.Having dismissed the conventional options for shipping hydrogen, they turned to a less-common approach: transporting hydrogen using “liquid organic hydrogen carriers” (LOHCs), special organic (carbon-containing) chemical compounds that can under certain conditions absorb hydrogen atoms and under other conditions release them.LOHCs are in use today to deliver small amounts of hydrogen for commercial use. Here’s how the process works: In a chemical plant, the carrier compound is brought into contact with hydrogen in the presence of a catalyst under elevated temperature and pressure, and the compound picks up the hydrogen. The “hydrogen-loaded” compound — still a liquid — is then transported under atmospheric conditions. When the hydrogen is needed, the compound is again exposed to a temperature increase and a different catalyst, and the hydrogen is released.LOHCs thus appear to be ideal hydrogen carriers for long-haul trucking. They’re liquid, so they can easily be delivered to existing refueling stations, where the hydrogen would be released; and they contain at least as much energy per gallon as hydrogen in a cryogenic liquid or compressed gas form. However, a detailed analysis of using hydrogen carriers showed that the approach would decrease emissions but at a considerable cost.The problem begins with the “dehydrogenation” step at the retail station. Releasing the hydrogen from the chemical carrier requires heat, which is generated by burning some of the hydrogen being carried by the LOHC. The researchers calculate that getting the needed heat takes 36 percent of that hydrogen. (In theory, the process would take only 27 percent — but in reality, that efficiency won’t be achieved.) So out of every 100 units of starting hydrogen, 36 units are now gone.But that’s not all. The hydrogen that comes out is at near-ambient pressure. So the facility dispensing the hydrogen will need to compress it — a process that the team calculates will use up 20-30 percent of the starting hydrogen.Because of the needed heat and compression, there’s now less than half of the starting hydrogen left to be delivered to the truck — and as a result, the hydrogen fuel becomes twice as expensive. The bottom line is that the technology works, but “when it comes to really beating diesel, the economics don’t work. It’s quite a bit more expensive,” says Biswas. In addition, the refueling stations would require expensive compressors and auxiliary units such as cooling systems. The capital investment and the operating and maintenance costs together imply that the market penetration of hydrogen refueling stations will be slow.A better strategy: onboard release of hydrogen from LOHCsGiven the potential benefits of using of LOHCs, the researchers focused on how to deal with both the heat needed to release the hydrogen and the energy needed to compress it. “That’s when we had the idea,” says Biswas. “Instead of doing the dehydrogenation [hydrogen release] at the refueling station and then loading the truck with hydrogen, why don’t we just take the LOHC and load that onto the truck?” Like diesel, LOHC is a liquid, so it’s easily transported and pumped into trucks at existing refueling stations. “We’ll then make hydrogen as it’s needed based on the power demands of the truck — and we can capture waste heat from the engine exhaust and use it to power the dehydrogenation process,” says Biswas.In their proposed plan, hydrogen-loaded LOHC is created at a chemical “hydrogenation” plant and then delivered to a retail refueling station, where it’s pumped into a long-haul truck. Onboard the truck, the loaded LOHC pours into the fuel-storage tank. From there it moves to the “dehydrogenation unit” — the reactor where heat and a catalyst together promote chemical reactions that separate the hydrogen from the LOHC. The hydrogen is sent to the powertrain, where it burns, producing energy that propels the truck forward.Hot exhaust from the powertrain goes to a “heat-integration unit,” where its waste heat energy is captured and returned to the reactor to help encourage the reaction that releases hydrogen from the loaded LOHC. The unloaded LOHC is pumped back into the fuel-storage tank, where it’s kept in a separate compartment to keep it from mixing with the loaded LOHC. From there, it’s pumped back into the retail refueling station and then transported back to the hydrogenation plant to be loaded with more hydrogen.Switching to onboard dehydrogenation brings down costs by eliminating the need for extra hydrogen compression and by using waste heat in the engine exhaust to drive the hydrogen-release process. So how does their proposed strategy look compared to diesel? Based on a detailed analysis, the researchers determined that using their strategy would be 18 percent more expensive than using diesel, and emissions would drop by 71 percent.But those results need some clarification. The 18 percent cost premium of using LOHC with onboard hydrogen release is based on the price of diesel fuel in 2020. In spring of 2023 the price was about 30 percent higher. Assuming the 2023 diesel price, the LOHC option is actually cheaper than using diesel.Both the cost and emissions outcomes are affected by another assumption: the use of “blue hydrogen,” which is hydrogen produced from natural gas with carbon capture and storage. Another option is to assume the use of “green hydrogen,” which is hydrogen produced using electricity generated from renewable sources, such as wind and solar. Green hydrogen is much more expensive than blue hydrogen, so then the costs would increase dramatically.If in the future the price of green hydrogen drops, the researchers’ proposed plan would shift to green hydrogen — and then the decline in emissions would no longer be 71 percent but rather close to 100 percent. There would be almost no emissions associated with the researchers’ proposed plan for using LHOCs with onboard hydrogen release.Comparing the options on cost and emissionsTo compare the options, Moreno Sader prepared bar charts showing the per-mile cost of shipping by truck in the United States and the CO2 emissions that result using each of the fuels and approaches discussed above: diesel fuel, battery electric, hydrogen as a cryogenic liquid or compressed gas, and LOHC with onboard hydrogen release. The LOHC strategy with onboard dehydrogenation looked promising on both the cost and the emissions charts. In addition to such quantitative measures, the researchers believe that their strategy addresses two other, less-obvious challenges in finding a less-polluting fuel for long-haul trucks.First, the introduction of the new fuel and trucks to use it must not disrupt the current freight-delivery setup. “You have to keep the old trucks running while you’re introducing the new ones,” notes Green. “You cannot have even a day when the trucks aren’t running because it’d be like the end of the economy. Your supermarket shelves would all be empty; your factories wouldn’t be able to run.” The researchers’ plan would be completely compatible with the existing diesel supply infrastructure and would require relatively minor retrofits to today’s long-haul trucks, so the current supply chains would continue to operate while the new fuel and retrofitted trucks are introduced.Second, the strategy has the potential to be adopted globally. Long-haul trucking is important in other parts of the world, and Moreno Sader thinks that “making this approach a reality is going to have a lot of impact, not only in the United States but also in other countries,” including her own country of origin, Colombia. “This is something I think about all the time.” The approach is compatible with the current diesel infrastructure, so the only requirement for adoption is to build the chemical hydrogenation plant. “And I think the capital expenditure related to that will be less than the cost of building a new fuel-supply infrastructure throughout the country,” says Moreno Sader.Testing in the lab“We’ve done a lot of simulations and calculations to show that this is a great idea,” notes Biswas. “But there’s only so far that math can go to convince people.” The next step is to demonstrate their concept in the lab.To that end, the researchers are now assembling all the core components of the onboard hydrogen-release reactor as well as the heat-integration unit that’s key to transferring heat from the engine exhaust to the hydrogen-release reactor. They estimate that this spring they’ll be ready to demonstrate their ability to release hydrogen and confirm the rate at which it’s formed. And — guided by their modeling work — they’ll be able to fine-tune critical components for maximum efficiency and best performance.The next step will be to add an appropriate engine, specially equipped with sensors to provide the critical readings they need to optimize the performance of all their core components together. By the end of 2024, the researchers hope to achieve their goal: the first experimental demonstration of a power-dense, robust onboard hydrogen-release system with highly efficient heat integration.In the meantime, they believe that results from their work to date should help spread the word, bringing their novel approach to the attention of other researchers and experts in the trucking industry who are now searching for ways to decarbonize long-haul trucking.Financial support for development of the representative drive cycle and the diesel benchmarks as well as the analysis of the battery electric option was provided by the MIT Mobility Systems Center of the MIT Energy Initiative. Analysis of LOHC-powered trucks with onboard dehydrogenation was supported by the MIT Climate and Sustainability Consortium. Sayandeep Biswas is supported by a fellowship from the Martin Family Society of Fellows for Sustainability, and Kariana Moreno Sader received fellowship funding from MathWorks through the MIT School of Science. More

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      Sophia Chen: It’s our duty to make the world better through empathy, patience, and respect

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      Sophia Chen, a fifth-year senior double majoring in mechanical engineering and art and design, learned about MIT D-Lab when she was a Florida middle schooler. She drove with her family from their home in Clearwater to Tampa to an MIT informational open house for prospective students. There, she heard about a moringa seed press that had been developed by D-Lab students. Those students, Kwami Williams ’12 and Emily Cunningham (a cross-registered Harvard University student), went on to found MoringaConnect with a goal of increasing Ghanaian farmer incomes. Over the past 12 years, the company has done just that, sometimes by a factor of 10 or more, by selling to wholesalers and establishing their own line of moringa skin and hair care products, as well as nutritional supplements and teas.“I remember getting chills,” says Sophia. “I was so in awe. MIT had always been my dream college growing up, but hearing this particular story truly cemented that dream. I even talked about D-Lab during my admissions interview. Once I came to MIT, I knew I had to take a D-Lab class — and now, at the end of my five years, I’ve taken four.”Taking four D-Lab classes during her undergraduate years may make Sophia exceptional, though not unusual. Of the nearly 4,000 enrollments in D-Lab classes over the past 22 years, as many as 20 percent took at least two classes, and many take three or more by the time the graduate. For Sophia, her D-Lab classes were a logical progression that both confirmed and expanded her career goals in global medicine.Centering the role of project community partnersSophia’s first D-Lab class was 2.722J / EC.720 (D-Lab: Design). Like all D-Lab classes, D-Lab: Design is project-based and centers the knowledge and contributions of each project’s community partner. Her team worked with a group in Uganda called Safe Water Harvesters on a project aimed at creating a solar-powered atmospheric water harvester using desiccants. They focused on early research and development for the desiccant technology by running tests for vapor absorption. Safe Water Harvesters designed the parameters and goals of the project and collaborated with the students remotely throughout the semester.Safe Water Harvesters’ role in the project was key to the project’s success. “At D-Lab, I learned the importance of understanding that solutions in international development must come from the voices and needs of people whom the intervention is trying to serve,” she says. “Some of the first questions we were taught to ask are ‘what materials and manufacturing processes are available?’ and ‘how is this technology going to be maintained by the community?’”The link between water access and gender inequityElecting to join the water harvesting project in Uganda was no accident. The previous summer, Sophia had interned with a startup targeting the spread of cholera in developing areas by engineering a new type of rapid detection technology that would sample from users’ local water sources. From there, she joined Professor Amos Winter’s Global Engineering and Research (GEAR) Lab as an Undergraduate Research Opportunities Program student and worked on a point-of-use desalination unit for households in India. Taking EC.715 (D-Lab: Water, Sanitation, and Hygiene) was a logical next step for Sophia. “This class was life-changing,” she says. “I was already passionate about clean water access and global resource equity, but I quickly discovered the complexity of WASH not just as an issue of poverty but as an issue of gender.” She joined a project spearheaded by a classmate from Nepal, which aimed to address the social taboos surrounding menstruation among Nepalese schoolgirls.“This class and project helped me realize that water insecurity and gender inequality — especially gender-based violence — ​are highly intertwined,” comments Sophia. This plays out in a variety of ways. Where there is poor sanitation infrastructure in schools, girls often miss classes or drop out altogether when menstruating. And where water is scarce, women and girls often walk miles to collect water to accommodate daily drinking, cooking, and hygiene needs. During this trek, they are vulnerable to assault and the pressure to engage in transactional sex at water access points.“It became clear to me that women are disproportionately affected by water insecurity, and that water is key to understanding women’s empowerment,” comments Sophia, “and that I wanted to keep learning about the field of development and how it intersects with gender!”So, in fall 2023, Sophia took both 11.025/EC.701 (D-Lab: Development) and WGS.277/EC.718 (D-Lab: Gender and Development). In D-Lab: Development, her team worked with Tatirano, a nongovernmental organization in Madagascar, to develop a vapor-condensing chamber for a water desalination system, a prototype they were able to test and iterate in Madagascar at the end of the semester.Getting out into the world through D-Lab fieldwork“Fieldwork with D-Lab is an eye-opening experience that anyone could benefit from,” says Sophia. “It’s easy to get lost in the MIT and tech bubble. But there’s a whole world out there with people who live such different lives than many of us, and we can learn even more from them than we can from our psets.”For Sophia’s D-Lab: Gender and Development class, she worked with the Society Empowerment Project in Kenya, ultimately traveling there during MIT’s Independent Activities Period last January. In Kenya, she worked with her team to run a workshop with teen parents to identify risk factors prior to pregnancy and postpartum challenges, in order to then ideate and develop solutions such as social programs. “Through my fieldwork in Kenya and Madagascar,” says Sophia, “it became clear how important it is to create community-based solutions that are led and maintained by community members. Solutions need community input, leadership, and trust. Ultimately, this is the only way to have long-lasting, high-impact, sustainable change. One of my D-Lab trip leaders said that you cannot import solutions. I hope all engineers recognize the significance of this statement. It is our duty as engineers and scientists to make the world a better place while carrying values of empathy, patience, and respect.”Pursuing passion and purpose at the intersection of medicine, technology, and policyAfter graduation in June, Sophia will be traveling to South Africa through MISTI Africa to help with a clinical trial and community outreach. She then intends to pursue a master’s in global health and apply to medical school, with the goal of working in global health at the intersection of medicine, technology, and policy.“It is no understatement to say that D-Lab has played a central role in helping me discover what I’m passionate about and what my purpose is in life,” she says. “I hope to dedicate my career towards solving global health inequity and gender inequality.” ​ More

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      School of Engineering welcomes new faculty

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      The School of Engineering welcomes 15 new faculty members across six of its academic departments. This new cohort of faculty members, who have either recently started their roles at MIT or will start within the next year, conduct research across a diverse range of disciplines.Many of these new faculty specialize in research that intersects with multiple fields. In addition to positions in the School of Engineering, a number of these faculty have positions at other units across MIT. Faculty with appointments in the Department of Electrical Engineering and Computer Science (EECS) report into both the School of Engineering and the MIT Stephen A. Schwarzman College of Computing. This year, new faculty also have joint appointments between the School of Engineering and the School of Humanities, Arts, and Social Sciences and the School of Science.“I am delighted to welcome this cohort of talented new faculty to the School of Engineering,” says Anantha Chandrakasan, chief innovation and strategy officer, dean of engineering, and Vannevar Bush Professor of Electrical Engineering and Computer Science. “I am particularly struck by the interdisciplinary approach many of these new faculty take in their research. They are working in areas that are poised to have tremendous impact. I look forward to seeing them grow as researchers and educators.”The new engineering faculty include:Stephen Bates joined the Department of Electrical Engineering and Computer Science as an assistant professor in September 2023. He is also a member of the Laboratory for Information and Decision Systems (LIDS). Bates uses data and AI for reliable decision-making in the presence of uncertainty. In particular, he develops tools for statistical inference with AI models, data impacted by strategic behavior, and settings with distribution shift. Bates also works on applications in life sciences and sustainability. He previously worked as a postdoc in the Statistics and EECS departments at the University of California at Berkeley (UC Berkeley). Bates received a BS in statistics and mathematics at Harvard University and a PhD from Stanford University.Abigail Bodner joined the Department of EECS and Department of Earth, Atmospheric and Planetary Sciences as an assistant professor in January. She is also a member of the LIDS. Bodner’s research interests span climate, physical oceanography, geophysical fluid dynamics, and turbulence. Previously, she worked as a Simons Junior Fellow at the Courant Institute of Mathematical Sciences at New York University. Bodner received her BS in geophysics and mathematics and MS in geophysics from Tel Aviv University, and her SM in applied mathematics and PhD from Brown University.Andreea Bobu ’17 will join the Department of Aeronautics and Astronautics as an assistant professor in July. Her research sits at the intersection of robotics, mathematical human modeling, and deep learning. Previously, she was a research scientist at the Boston Dynamics AI Institute, focusing on how robots and humans can efficiently arrive at shared representations of their tasks for more seamless and reliable interactions. Bobu earned a BS in computer science and engineering from MIT and a PhD in electrical engineering and computer science from UC Berkeley.Suraj Cheema will join the Department of Materials Science and Engineering, with a joint appointment in the Department of EECS, as an assistant professor in July. His research explores atomic-scale engineering of electronic materials to tackle challenges related to energy consumption, storage, and generation, aiming for more sustainable microelectronics. This spans computing and energy technologies via integrated ferroelectric devices. He previously worked as a postdoc at UC Berkeley. Cheema earned a BS in applied physics and applied mathematics from Columbia University and a PhD in materials science and engineering from UC Berkeley.Samantha Coday joins the Department of EECS as an assistant professor in July. She will also be a member of the MIT Research Laboratory of Electronics. Her research interests include ultra-dense power converters enabling renewable energy integration, hybrid electric aircraft and future space exploration. To enable high-performance converters for these critical applications her research focuses on the optimization, design, and control of hybrid switched-capacitor converters. Coday earned a BS in electrical engineering and mathematics from Southern Methodist University and an MS and a PhD in electrical engineering and computer science from UC Berkeley.Mitchell Gordon will join the Department of EECS as an assistant professor in July. He will also be a member of the MIT Computer Science and Artificial Intelligence Laboratory. In his research, Gordon designs interactive systems and evaluation approaches that bridge principles of human-computer interaction with the realities of machine learning. He currently works as a postdoc at the University of Washington. Gordon received a BS from the University of Rochester, and MS and PhD from Stanford University, all in computer science.Kaiming He joined the Department of EECS as an associate professor in February. He will also be a member of the MIT Computer Science and Artificial Intelligence Laboratory (CSAIL). His research interests cover a wide range of topics in computer vision and deep learning. He is currently focused on building computer models that can learn representations and develop intelligence from and for the complex world. Long term, he hopes to augment human intelligence with improved artificial intelligence. Before joining MIT, He was a research scientist at Facebook AI. He earned a BS from Tsinghua University and a PhD from the Chinese University of Hong Kong.Anna Huang SM ’08 will join the departments of EECS and Music and Theater Arts as assistant professor in September. She will help develop graduate programming focused on music technology. Previously, she spent eight years with Magenta at Google Brain and DeepMind, spearheading efforts in generative modeling, reinforcement learning, and human-computer interaction to support human-AI partnerships in music-making. She is the creator of Music Transformer and Coconet (which powered the Bach Google Doodle). She was a judge and organizer for the AI Song Contest. Anna holds a Canada CIFAR AI Chair at Mila, a BM in music composition, and BS in computer science from the University of Southern California, an MS from the MIT Media Lab, and a PhD from Harvard University.Yael Kalai PhD ’06 will join the Department of EECS as a professor in September. She is also a member of CSAIL. Her research interests include cryptography, the theory of computation, and security and privacy. Kalai currently focuses on both the theoretical and real-world applications of cryptography, including work on succinct and easily verifiable non-interactive proofs. She received her bachelor’s degree from the Hebrew University of Jerusalem, a master’s degree at the Weizmann Institute of Science, and a PhD from MIT.Sendhil Mullainathan will join the departments of EECS and Economics as a professor in July. His research uses machine learning to understand complex problems in human behavior, social policy, and medicine. Previously, Mullainathan spent five years at MIT before joining the faculty at Harvard in 2004, and then the University of Chicago in 2018. He received his BA in computer science, mathematics, and economics from Cornell University and his PhD from Harvard University.Alex Rives will join the Department of EECS as an assistant professor in September, with a core membership in the Broad Institute of MIT and Harvard. In his research, Rives is focused on AI for scientific understanding, discovery, and design for biology. Rives worked with Meta as a New York University graduate student, where he founded and led the Evolutionary Scale Modeling team that developed large language models for proteins. Rives received his BS in philosophy and biology from Yale University and is completing his PhD in computer science at NYU.Sungho Shin will join the Department of Chemical Engineering as an assistant professor in July. His research interests include control theory, optimization algorithms, high-performance computing, and their applications to decision-making in complex systems, such as energy infrastructures. Shin is a postdoc at the Mathematics and Computer Science Division at Argonne National Laboratory. He received a BS in mathematics and chemical engineering from Seoul National University and a PhD in chemical engineering from the University of Wisconsin-Madison.Jessica Stark joined the Department of Biological Engineering as an assistant professor in January. In her research, Stark is developing technologies to realize the largely untapped potential of cell-surface sugars, called glycans, for immunological discovery and immunotherapy. Previously, Stark was an American Cancer Society postdoc at Stanford University. She earned a BS in chemical and biomolecular engineering from Cornell University and a PhD in chemical and biological engineering at Northwestern University.Thomas John “T.J.” Wallin joined the Department of Materials Science and Engineering as an assistant professor in January. As a researcher, Wallin’s interests lay in advanced manufacturing of functional soft matter, with an emphasis on soft wearable technologies and their applications in human-computer interfaces. Previously, he was a research scientist at Meta’s Reality Labs Research working in their haptic interaction team. Wallin earned a BS in physics and chemistry from the College of William and Mary, and an MS and PhD in materials science and engineering from Cornell University.Gioele Zardini joined the Department of Civil and Environmental Engineering as an assistant professor in September. He will also join LIDS and the Institute for Data, Systems, and Society. Driven by societal challenges, Zardini’s research interests include the co-design of sociotechnical systems, compositionality in engineering, applied category theory, decision and control, optimization, and game theory, with society-critical applications to intelligent transportation systems, autonomy, and complex networks and infrastructures. He received his BS, MS, and PhD in mechanical engineering with a focus on robotics, systems, and control from ETH Zurich, and spent time at MIT, Stanford University, and Motional. More

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      MIT scholars will take commercial break with entrepreneurial scholarship

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      Two MIT scholars, each with a strong entrepreneurial drive, have received 2024 Kavanaugh Fellowship awards, advancing their quest to turn pioneering research into profitable commercial enterprises.The Kavanaugh Translational Fellows Program gives scholars training to lead organizations that will bring their research to market. PhD candidates Grant Knappe and Arjav Shah are this year’s recipients. Knappe is developing a drug delivery platform for an emerging class of medicines called nucleic acid therapeutics. Shah is using hydrogel microparticles to clean up water polluted by heavy metals and other contaminants.Knappe and Shah will begin their fellowship with years of entrepreneurial expertise under their belts. They’ve developed and refined their business plans through MIT’s innovation ecosystem, including the Sandbox, the Legatum Center, the Venture Mentoring Service, the National Science Foundation’s I-Corps Program, and Blueprint by The Engine. Now, the yearlong Kavanaugh Fellowship will give the scholars time to focus exclusively on testing their business plans and exercising decision-making skills — critical to startup success — with the guidance of MIT mentors.“It’s a testament to the support and direction they’ve received from the MIT community that their entrepreneurial aspirations have evolved and matured over time,” says Michael J. Cima, program director for the Kavanaugh program and the David H. Koch Professor of Engineering in the Department of Materials Science and Engineering.Founded in 2016, the Kavanaugh program was instrumental in helping past fellows launch several robust startups, including low-carbon cement manufacturer Sublime Systems and SiTration, which is using a new type of filtration membrane to extract critical materials such as lithium.A safer way to deliver breakthrough medicinesNucleic acid therapeutics, including mRNA and CRISPR, are disrupting today’s clinical landscape thanks to their promise of targeting disease treatment according to genetic blueprints. But the first methods of delivering these molecules to the body used viruses as their transport, raising patient safety concerns.“Humans have figured out how to engineer certain viruses found in nature to deliver specific cargoes [for disease treatment],” says Knappe. “But because they look like viruses, the human immune system sees them as a danger signal and creates an immune reaction that can be harmful to patients.”Given the safety profile issues of viral delivery, researchers turned to non-viral technologies that use lipid nanoparticle technology, a mixture of different lipid-like materials, assembled into particles to protect the mRNA therapeutic from getting degraded before it reaches a cell of interest. “Because they don’t look like viruses there, the immune system generally tolerates them,” adds Knappe.Recent data show lipid nanoparticles can now target the lung, opening the potential for novel treatments of deadly cancers and other diseases.Knappe’s work in MIT’s Bathe BioNanoLab focused on building such a non-viral delivery platform based on a different technology: nucleic acid nanoparticles, which combine the attractive components of both viral and non-viral systems. Knappe will spend his Kavanaugh Fellowship year developing proof-of-concept data for his drug delivery method and building the team and funding needed to commercialize the technology.A PhD candidate in the Department of Chemical Engineering (ChemE), Knappe was initially attracted to MIT because of its intellectual openness. “You can work with any faculty member in other departments. I wasn’t restricted to the chemical engineering faculty,” says Knappe, whose supervisor, Professor Mark Bathe, is in the Department of Biological Engineering.Knappe, who is from New Jersey, welcomes the challenges that will come in his Kavanaugh year, including the need to pinpoint the right story that will convince venture capitalists and other funders to bet on his technology. Attracting talent is also top of mind. “How do you convince really talented people that have a lot of opportunities to work on what you work on? Building the first team is going to be critical,” he says. The network Knappe has been building in his years at MIT is paying dividends now.Targeting “forever chemicals” in waterThat network includes Shah. The two fellows met when they worked on the MIT Science Policy Review, a student-run journal concerned with the intersection of science, technology, and policy. Knappe and Shah did not compete directly academically but used their biweekly coffee walks as a welcome sounding board. Naturally, they were pleased when they found out they had both been chosen for the Kavanaugh Fellowship. So far, they have been too busy to celebrate over a beer.“We are good collaborators with research, as well,” says Shah. “Now we’re going on this entrepreneurial journey together. It’s been exciting.”Shah is a PhD candidate in ChemE’s Chemical Engineering Practice program. He got interested in the global imperative for cleaner water at a young age. His hometown of Surat is the heart of India’s textile industry. “Growing up, it wasn’t hard to see the dye-colored water flowing into your rivers and streams,” Shah says. “Playing a role in fostering positive change in water treatment fills me with a profound sense of purpose.”Shah’s work, broadly, is to clean toxic chemicals called micropollutants from water in an efficient and sustainable manner. “It’s humanly impossible to turn a blind eye to our water problems,” he says, which can be categorized as accessibility, availability, and quality. Water problems are global and complex, not just because of the technological challenges but also sociopolitical ones, he adds.Manufactured chemicals called per- and polyfluoroalkyl substances (PFAS), or “forever chemicals,” are in the news these days. PFAS, which go into making nonstick cookware and waterproof clothing, are just one of more than 10,000 such emerging contaminants that have leached into water streams. “These are extremely difficult to remove using existing systems because of their chemical diversity and low concentrations,” Shah says. “The concentrations are akin to dropping an aspirin tablet in an Olympic-sized swimming pool.” But no less toxic for that.In the lab at MIT, Shah is working with Devashish Gokhale, a fellow PhD student, and Patrick S. Doyle, the Robert T. Haslam (1911) Professor of Chemical Engineering, to commercialize an innovative microparticle technology, hydroGel, to remove these micropollutants in an effective, facile, and sustainable manner. Hydrogels are a broad class of polymer materials that can hold large quantities of water.“Our materials are like Boba beads. We are trying to save the world with our Boba beads,” says Shah with a laugh. “And we have functionalized these particles with tunable chemistries to target different micropollutants in a single unit operation.”Due to its outsized environmental impact, industrial water is the first application Shah is targeting. Today, wastewater treatment emits more than 3 percent of global carbon dioxide emissions, which is more than the shipping industry’s emissions, for example. The current state of the art for removing micropollutants in the industry is to use activated carbon filters. “[This technology] comes from coal, so it’s unsustainable,” Shah says. And the activated carbon filters are hard to reuse. “Our particles are reusable, theoretically infinitely.”“I’m very excited to be able to take advantage of the mentorship we have from the Kavanaugh team to take this technology to its next inflection point, so that we are ready to go out in the market and start making a huge impact,” he says.A dream communityShah and Knappe have become adept at navigating the array of support and mentorship opportunities MIT has to offer. Shah worked with a small team of seasoned professionals in the water space from the MIT Venture Mentoring Service. “They’ve helped us every step of the way as we think about commercializing the technology,” he says.Shah worked with MIT Sandbox, which provides a seed grant to help find the right product-market fit. He is also a fellow with the Legatum Center for Development and Entrepreneurship, which focuses on entrepreneurship in emerging countries in growth markets.“We’re exploring the potential for this technology and its application in a lot of different markets, including India. Because that’s close to my heart,” Shah says. “The Legatum community has been unique, where you can have those extremely hard conversations, confront yourself with those fears, and then talk it out with the group of fellows.”The Abdul Latif Jameel Water and Food Systems Lab, or J-WAFS, has been an integral part of Shah’s journey with research and commercialization support through its Solutions Grant and a travel award to the Stockholm World Water Week in August 2023.Knappe has also taken advantage of many innovation programs, including MIT’s Blueprint by the Engine, which helps researchers explore commercial opportunities of their work, plus programs outside of MIT but with strong on-campus ties such as Nucleate Activator and Frequency Bio.It was during one of these programs that he was inspired by two postdocs working in Bathe’s lab and spinning out biotech startups from their research, Floris Engelhardt and James Banal. Engelhardt helped spearhead Kano Therapeutics, and Banal launched Cache DNA.“I was passively absorbing and watching everything that they were going through and what they were excited about and challenged with. I still talk to them pretty regularly to this day,” Knappe says. “It’s been really great to have them as continual mentors, throughout my PhD and as I transition out of the lab.”Shah says he is grateful not only for being selected for the Kavanaugh Fellowship but to MIT as a community. “MIT has been more than a dream come true,” he says. He will have the opportunity to explore a different side of the institution as he enters the MBA program at MIT Sloan School of Management this fall. Shah expects this program, along with his Kavanaugh training, will supply the skills he needs to scale the business so it can make a difference in the world.“I always keep coming back to the question ‘How does what I do matter to the person on the street?’ This guides me to look at the bigger picture, to contextualize my research to solving important problems,” Shah says. “So many great technologies are being worked on each day, but only a minuscule fraction make it to the market.”Knappe is equally dedicated to serving a larger purpose. “With the right infrastructure, between basic fundamental science, conducted in academia, funded by government, and then translated by companies, we can make products that could improve everyone’s life across the world,” he says.Past Kavanaugh Fellows are credited with spearheading commercial outfits that have indeed made a difference. This year’s fellows are poised to follow their lead. But first they will have that beer together to celebrate. More