J.R. Alferink
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Circularity by Design for Renault Group
A New Car Door Architecture for Remanufacturing and Recycling in the 2030 Context
The European automotive industry is one of the largest consumers of primary raw materials and every year more than six million vehicles reach their end of life in Europe. Although these vehicles are often recycled, the recovered materials are of low quality and only a fraction of recycled plastic re-enters vehicle production. Combined with the dependency on dominant material suppliers and the new EU regulation the industry is being pushed towards circularity and forced to abandon it’s linear model. Renault Group initiated this thesis to explore how circular strategies can be applied within its design practice. The car door was chosen as a use case. The goal of this thesis is therefor to design a circular car door concept that demonstrates the potential of remanufacturing and recycling for Renault Group and its stakeholders within the 2030 sustainable mobility context.
An analysis of the future legislative landscape and Renault Group's existing circular initiatives identified the circular capabilities the company must develop by 2030. It showed that Renault Group is building strong circular infrastructure through The Future is NEUTRAL, but that embedding circular principles into the design of new vehicles remains the least developed capability.
A product-level analysis showed that the door is not designed for the circular economy. This analysis was based on the door's functions, architecture, assembly, disassembly and component value. Together these findings revealed that the door is a subsystem whose components are difficult and time-consuming to extract, whose materials are mixed and joined irreversibly, and in which copper containing components contaminate recycling streams, which forces the recovered metals to be downcycled. These findings define the circularity gap. Renault Group's circular system is in place, but the products entering it are still designed according to linear logic. Closing this gap requires disassembly that is both fast, to make part harvesting and remanufacturing economically viable, and clean, to enable high-quality recycling.
Three concept directions were explored along the three resource cycles of the circular economy (narrowing, slowing and closing) and synthesized into a final design. A new door architecture consisting of an aluminium frame, a monomaterial PP interior panel, and a removable module in which components are clumped and surfaced. Inspired by the Centre Pompidou, the architecture exposes components rather than concealing them, making them visible, legible and accessible. The module can be liberated from the frame in a quick operation, enabling part harvesting for remanufacturing, while the removal of copper containing components improves the recycling quality of the frame.
The architecture was evaluated through validation interviews with stakeholders across the full door lifecycle and a disassembly map comparison. The concept was received as inspiring and new by the design department, technically feasible by the engineering department. Next to this it was perceived beneficial for repair by a mechanic and beneficial for end-of-life recovery by INDRA (vehicle recycler). The disassembly map comparison provided a first indication that the architecture reduces disassembly time.
This thesis demonstrates that circular value is created upstream, in decisions made during design, long before a vehicle reaches its end of life. The proposed architecture should be seen not as a finished design but as a starting point. A new approach to designing car doors and other vehicle subsystems that shows how circularity, applied from the start of the design process, can become a source of inspiration rather than a constraint. ...
An analysis of the future legislative landscape and Renault Group's existing circular initiatives identified the circular capabilities the company must develop by 2030. It showed that Renault Group is building strong circular infrastructure through The Future is NEUTRAL, but that embedding circular principles into the design of new vehicles remains the least developed capability.
A product-level analysis showed that the door is not designed for the circular economy. This analysis was based on the door's functions, architecture, assembly, disassembly and component value. Together these findings revealed that the door is a subsystem whose components are difficult and time-consuming to extract, whose materials are mixed and joined irreversibly, and in which copper containing components contaminate recycling streams, which forces the recovered metals to be downcycled. These findings define the circularity gap. Renault Group's circular system is in place, but the products entering it are still designed according to linear logic. Closing this gap requires disassembly that is both fast, to make part harvesting and remanufacturing economically viable, and clean, to enable high-quality recycling.
Three concept directions were explored along the three resource cycles of the circular economy (narrowing, slowing and closing) and synthesized into a final design. A new door architecture consisting of an aluminium frame, a monomaterial PP interior panel, and a removable module in which components are clumped and surfaced. Inspired by the Centre Pompidou, the architecture exposes components rather than concealing them, making them visible, legible and accessible. The module can be liberated from the frame in a quick operation, enabling part harvesting for remanufacturing, while the removal of copper containing components improves the recycling quality of the frame.
The architecture was evaluated through validation interviews with stakeholders across the full door lifecycle and a disassembly map comparison. The concept was received as inspiring and new by the design department, technically feasible by the engineering department. Next to this it was perceived beneficial for repair by a mechanic and beneficial for end-of-life recovery by INDRA (vehicle recycler). The disassembly map comparison provided a first indication that the architecture reduces disassembly time.
This thesis demonstrates that circular value is created upstream, in decisions made during design, long before a vehicle reaches its end of life. The proposed architecture should be seen not as a finished design but as a starting point. A new approach to designing car doors and other vehicle subsystems that shows how circularity, applied from the start of the design process, can become a source of inspiration rather than a constraint. ...
The European automotive industry is one of the largest consumers of primary raw materials and every year more than six million vehicles reach their end of life in Europe. Although these vehicles are often recycled, the recovered materials are of low quality and only a fraction of recycled plastic re-enters vehicle production. Combined with the dependency on dominant material suppliers and the new EU regulation the industry is being pushed towards circularity and forced to abandon it’s linear model. Renault Group initiated this thesis to explore how circular strategies can be applied within its design practice. The car door was chosen as a use case. The goal of this thesis is therefor to design a circular car door concept that demonstrates the potential of remanufacturing and recycling for Renault Group and its stakeholders within the 2030 sustainable mobility context.
An analysis of the future legislative landscape and Renault Group's existing circular initiatives identified the circular capabilities the company must develop by 2030. It showed that Renault Group is building strong circular infrastructure through The Future is NEUTRAL, but that embedding circular principles into the design of new vehicles remains the least developed capability.
A product-level analysis showed that the door is not designed for the circular economy. This analysis was based on the door's functions, architecture, assembly, disassembly and component value. Together these findings revealed that the door is a subsystem whose components are difficult and time-consuming to extract, whose materials are mixed and joined irreversibly, and in which copper containing components contaminate recycling streams, which forces the recovered metals to be downcycled. These findings define the circularity gap. Renault Group's circular system is in place, but the products entering it are still designed according to linear logic. Closing this gap requires disassembly that is both fast, to make part harvesting and remanufacturing economically viable, and clean, to enable high-quality recycling.
Three concept directions were explored along the three resource cycles of the circular economy (narrowing, slowing and closing) and synthesized into a final design. A new door architecture consisting of an aluminium frame, a monomaterial PP interior panel, and a removable module in which components are clumped and surfaced. Inspired by the Centre Pompidou, the architecture exposes components rather than concealing them, making them visible, legible and accessible. The module can be liberated from the frame in a quick operation, enabling part harvesting for remanufacturing, while the removal of copper containing components improves the recycling quality of the frame.
The architecture was evaluated through validation interviews with stakeholders across the full door lifecycle and a disassembly map comparison. The concept was received as inspiring and new by the design department, technically feasible by the engineering department. Next to this it was perceived beneficial for repair by a mechanic and beneficial for end-of-life recovery by INDRA (vehicle recycler). The disassembly map comparison provided a first indication that the architecture reduces disassembly time.
This thesis demonstrates that circular value is created upstream, in decisions made during design, long before a vehicle reaches its end of life. The proposed architecture should be seen not as a finished design but as a starting point. A new approach to designing car doors and other vehicle subsystems that shows how circularity, applied from the start of the design process, can become a source of inspiration rather than a constraint.
An analysis of the future legislative landscape and Renault Group's existing circular initiatives identified the circular capabilities the company must develop by 2030. It showed that Renault Group is building strong circular infrastructure through The Future is NEUTRAL, but that embedding circular principles into the design of new vehicles remains the least developed capability.
A product-level analysis showed that the door is not designed for the circular economy. This analysis was based on the door's functions, architecture, assembly, disassembly and component value. Together these findings revealed that the door is a subsystem whose components are difficult and time-consuming to extract, whose materials are mixed and joined irreversibly, and in which copper containing components contaminate recycling streams, which forces the recovered metals to be downcycled. These findings define the circularity gap. Renault Group's circular system is in place, but the products entering it are still designed according to linear logic. Closing this gap requires disassembly that is both fast, to make part harvesting and remanufacturing economically viable, and clean, to enable high-quality recycling.
Three concept directions were explored along the three resource cycles of the circular economy (narrowing, slowing and closing) and synthesized into a final design. A new door architecture consisting of an aluminium frame, a monomaterial PP interior panel, and a removable module in which components are clumped and surfaced. Inspired by the Centre Pompidou, the architecture exposes components rather than concealing them, making them visible, legible and accessible. The module can be liberated from the frame in a quick operation, enabling part harvesting for remanufacturing, while the removal of copper containing components improves the recycling quality of the frame.
The architecture was evaluated through validation interviews with stakeholders across the full door lifecycle and a disassembly map comparison. The concept was received as inspiring and new by the design department, technically feasible by the engineering department. Next to this it was perceived beneficial for repair by a mechanic and beneficial for end-of-life recovery by INDRA (vehicle recycler). The disassembly map comparison provided a first indication that the architecture reduces disassembly time.
This thesis demonstrates that circular value is created upstream, in decisions made during design, long before a vehicle reaches its end of life. The proposed architecture should be seen not as a finished design but as a starting point. A new approach to designing car doors and other vehicle subsystems that shows how circularity, applied from the start of the design process, can become a source of inspiration rather than a constraint.
Haptic feedback for improved safety of elderly e-bike users in V2X urban environments
Development and evaluation of vibrating helmet and vibrating handlebars
This graduation project explored how haptic feedback could be adapted to communicate navigation and safety cues with minimal distraction, enhancing the road user’s perception and response in mixed urban traffic scenarios. A key area of investigation of the project was to improve the ease of use, intuitiveness and (perceived) safety for the elderly (e-)bike users. The challenge lied in understanding how such feedback could be integrated effectively into the cycling experience and in defining what makes cues clear, distinguishable, and context appropriate. The project is designed towards the future vision, on an urban scenario, in which low-traffic policies and active mobility have been further developed and in which digital infrastructure is broader integrated into the transport systems, which means that vehicles, infrastructure and users have increasingly become part of an interconnected ecosystem.
The design resulted in a directional haptic interface with two contact points: the helmet and the handles. The helmet is used for spatial feedback around the head, and the handles for local directional cues in the hands. Together, they form one connected warning system. The system is translated into a prototype, that includes a haptic helmet, head tracking, vibrating handles, a link between bicycle and helmet, a simulated digital test environment, a web-based interface and a fixed-base simulator for controlled user testing.
This project was carried out using the Double Diamond model, comprising the phases of Discovery, Definition, Development and Delivery, and was concluded with a design evaluation. The process began with a context analysis, followed by the formulation of the problem statement. The vision was then defined based on design principles, success criteria, scope and conceptual direction. In the final phase, the design was worked out in detail. A helmet module and a handlebar module were built, including microcontrollers, vibration motors, haptic drivers, IMUs, batteries, and wireless communication between bicycle and helmet. A handle prototype was developed through 3D scanning, digital modelling, 3D-printing, and material testing. Finally, a software architecture was developed to connect the simulator, server, gateway, handle node, and helmet node. This made it possible to play traffic scenarios, trigger warnings, and translate bicycle-based hazard data into rider-based haptic feedback.
User testing was conducted to evaluate whether directional haptic feedback via vibrating handles and a vibrating helmet would be experienced as an acceptable interaction modality in a desktop-based simulated cycling context, with specific attention to workload, usefulness, satisfaction, clarity/interpretability and perceived safety/irritation.
The user evaluation showed that directional haptic feedback has clear potential as an interaction modality for cycling-related hazard warnings. The prototype was generally experienced as useful, reasonably satisfying and not overly demanding. The helmet performed best in terms of directional clarity and interpretability, while the handles offered more practical appeal but weaker interpretative performance. It shows that the central challenge is not only technical feasibility, but the translation of connected traffic information into a warning that is supportive, acceptable, and behaviourally appropriate. ...
The design resulted in a directional haptic interface with two contact points: the helmet and the handles. The helmet is used for spatial feedback around the head, and the handles for local directional cues in the hands. Together, they form one connected warning system. The system is translated into a prototype, that includes a haptic helmet, head tracking, vibrating handles, a link between bicycle and helmet, a simulated digital test environment, a web-based interface and a fixed-base simulator for controlled user testing.
This project was carried out using the Double Diamond model, comprising the phases of Discovery, Definition, Development and Delivery, and was concluded with a design evaluation. The process began with a context analysis, followed by the formulation of the problem statement. The vision was then defined based on design principles, success criteria, scope and conceptual direction. In the final phase, the design was worked out in detail. A helmet module and a handlebar module were built, including microcontrollers, vibration motors, haptic drivers, IMUs, batteries, and wireless communication between bicycle and helmet. A handle prototype was developed through 3D scanning, digital modelling, 3D-printing, and material testing. Finally, a software architecture was developed to connect the simulator, server, gateway, handle node, and helmet node. This made it possible to play traffic scenarios, trigger warnings, and translate bicycle-based hazard data into rider-based haptic feedback.
User testing was conducted to evaluate whether directional haptic feedback via vibrating handles and a vibrating helmet would be experienced as an acceptable interaction modality in a desktop-based simulated cycling context, with specific attention to workload, usefulness, satisfaction, clarity/interpretability and perceived safety/irritation.
The user evaluation showed that directional haptic feedback has clear potential as an interaction modality for cycling-related hazard warnings. The prototype was generally experienced as useful, reasonably satisfying and not overly demanding. The helmet performed best in terms of directional clarity and interpretability, while the handles offered more practical appeal but weaker interpretative performance. It shows that the central challenge is not only technical feasibility, but the translation of connected traffic information into a warning that is supportive, acceptable, and behaviourally appropriate. ...
This graduation project explored how haptic feedback could be adapted to communicate navigation and safety cues with minimal distraction, enhancing the road user’s perception and response in mixed urban traffic scenarios. A key area of investigation of the project was to improve the ease of use, intuitiveness and (perceived) safety for the elderly (e-)bike users. The challenge lied in understanding how such feedback could be integrated effectively into the cycling experience and in defining what makes cues clear, distinguishable, and context appropriate. The project is designed towards the future vision, on an urban scenario, in which low-traffic policies and active mobility have been further developed and in which digital infrastructure is broader integrated into the transport systems, which means that vehicles, infrastructure and users have increasingly become part of an interconnected ecosystem.
The design resulted in a directional haptic interface with two contact points: the helmet and the handles. The helmet is used for spatial feedback around the head, and the handles for local directional cues in the hands. Together, they form one connected warning system. The system is translated into a prototype, that includes a haptic helmet, head tracking, vibrating handles, a link between bicycle and helmet, a simulated digital test environment, a web-based interface and a fixed-base simulator for controlled user testing.
This project was carried out using the Double Diamond model, comprising the phases of Discovery, Definition, Development and Delivery, and was concluded with a design evaluation. The process began with a context analysis, followed by the formulation of the problem statement. The vision was then defined based on design principles, success criteria, scope and conceptual direction. In the final phase, the design was worked out in detail. A helmet module and a handlebar module were built, including microcontrollers, vibration motors, haptic drivers, IMUs, batteries, and wireless communication between bicycle and helmet. A handle prototype was developed through 3D scanning, digital modelling, 3D-printing, and material testing. Finally, a software architecture was developed to connect the simulator, server, gateway, handle node, and helmet node. This made it possible to play traffic scenarios, trigger warnings, and translate bicycle-based hazard data into rider-based haptic feedback.
User testing was conducted to evaluate whether directional haptic feedback via vibrating handles and a vibrating helmet would be experienced as an acceptable interaction modality in a desktop-based simulated cycling context, with specific attention to workload, usefulness, satisfaction, clarity/interpretability and perceived safety/irritation.
The user evaluation showed that directional haptic feedback has clear potential as an interaction modality for cycling-related hazard warnings. The prototype was generally experienced as useful, reasonably satisfying and not overly demanding. The helmet performed best in terms of directional clarity and interpretability, while the handles offered more practical appeal but weaker interpretative performance. It shows that the central challenge is not only technical feasibility, but the translation of connected traffic information into a warning that is supportive, acceptable, and behaviourally appropriate.
The design resulted in a directional haptic interface with two contact points: the helmet and the handles. The helmet is used for spatial feedback around the head, and the handles for local directional cues in the hands. Together, they form one connected warning system. The system is translated into a prototype, that includes a haptic helmet, head tracking, vibrating handles, a link between bicycle and helmet, a simulated digital test environment, a web-based interface and a fixed-base simulator for controlled user testing.
This project was carried out using the Double Diamond model, comprising the phases of Discovery, Definition, Development and Delivery, and was concluded with a design evaluation. The process began with a context analysis, followed by the formulation of the problem statement. The vision was then defined based on design principles, success criteria, scope and conceptual direction. In the final phase, the design was worked out in detail. A helmet module and a handlebar module were built, including microcontrollers, vibration motors, haptic drivers, IMUs, batteries, and wireless communication between bicycle and helmet. A handle prototype was developed through 3D scanning, digital modelling, 3D-printing, and material testing. Finally, a software architecture was developed to connect the simulator, server, gateway, handle node, and helmet node. This made it possible to play traffic scenarios, trigger warnings, and translate bicycle-based hazard data into rider-based haptic feedback.
User testing was conducted to evaluate whether directional haptic feedback via vibrating handles and a vibrating helmet would be experienced as an acceptable interaction modality in a desktop-based simulated cycling context, with specific attention to workload, usefulness, satisfaction, clarity/interpretability and perceived safety/irritation.
The user evaluation showed that directional haptic feedback has clear potential as an interaction modality for cycling-related hazard warnings. The prototype was generally experienced as useful, reasonably satisfying and not overly demanding. The helmet performed best in terms of directional clarity and interpretability, while the handles offered more practical appeal but weaker interpretative performance. It shows that the central challenge is not only technical feasibility, but the translation of connected traffic information into a warning that is supportive, acceptable, and behaviourally appropriate.
At present, millions of tonnes of marine materials are processed into fishmeal and fish oil. These products are used as sources of protein and lipids in aquaculture and pet feed. The production of fishmeal and fish oil, and their subsequent processing into pet and aquaculture feed, requires thermal treatment that degrades DNA quality. As a result, it can be difficult to trace back the original species used as raw material. Several studies have shown that endangered shark species can be found in pet food. In addition, Rotterdam Zoo “Blijdorp” strongly suspects that shark species are present in their aquaculture feed, based on DNA testing. Although research is being conducted into alternative protein sources that do not rely on marine materials, it cannot yet fully be replaced. Fish rests will also remain available as long as fish is consumed. The aim of the study, therefore, is to investigate, and develop, a system to transform fish rest materials into traceable aquaculture and pet feeds.
Designing of this “Fish Rest Processing system” (FRP-system) was split in two steps. The first was at Blijdorp, where fish rest material of known origin could be used to replace dry aquaculture feeds. The aim of the second step was to adapt the FRP-system to one of producing pet feeds out of fish rest material on Bonaire, while ensuring traceability. First, system requirements were established for both Blijdorp and Bonaire to guide the design process. This was done through a combination of literature research and on-site research at Blijdorp. Based on these system requirements and laboratory experiments, a system prototype was built to produce aquaculture feeds. This was further developed into a concept design for producing pet feeds on Bonaire.
At Blijdorp, a manual process was used to bind rest material with agar in order to produce fish feed. This process was translated into a mechanized process in a laboratory setting. Using this FRP-system prototype, several types of conventional aquaculture feed could be replicated. Based on the underlying processes, a concept design was developed for Bonaire that processed 10 kg of residual waste per hour into ready-to-use dog food portions. The core process for both systems consists of inductively cooking agar, followed by automatic cooling of the agar to 50 °C. This temperature was then maintained using hysteresis control. Subsequently, fish residues were mechanically mixed into the agar. The material was then poured into moulds and allowed to solidify in a refrigerator, after which it was processed into the required final size.
This research into traceable feed has identified key requirements that a system for aquaculture and pet food production must meet. The initial technical challenges associated with achieving the desired feed properties were addressed through the development of a laboratory prototype. This resulted in a process that can be further developed for the production of aquaculture feed. In addition, the process could be scaled up, a concept design has been developed to serve as a guideline for this. ...
Designing of this “Fish Rest Processing system” (FRP-system) was split in two steps. The first was at Blijdorp, where fish rest material of known origin could be used to replace dry aquaculture feeds. The aim of the second step was to adapt the FRP-system to one of producing pet feeds out of fish rest material on Bonaire, while ensuring traceability. First, system requirements were established for both Blijdorp and Bonaire to guide the design process. This was done through a combination of literature research and on-site research at Blijdorp. Based on these system requirements and laboratory experiments, a system prototype was built to produce aquaculture feeds. This was further developed into a concept design for producing pet feeds on Bonaire.
At Blijdorp, a manual process was used to bind rest material with agar in order to produce fish feed. This process was translated into a mechanized process in a laboratory setting. Using this FRP-system prototype, several types of conventional aquaculture feed could be replicated. Based on the underlying processes, a concept design was developed for Bonaire that processed 10 kg of residual waste per hour into ready-to-use dog food portions. The core process for both systems consists of inductively cooking agar, followed by automatic cooling of the agar to 50 °C. This temperature was then maintained using hysteresis control. Subsequently, fish residues were mechanically mixed into the agar. The material was then poured into moulds and allowed to solidify in a refrigerator, after which it was processed into the required final size.
This research into traceable feed has identified key requirements that a system for aquaculture and pet food production must meet. The initial technical challenges associated with achieving the desired feed properties were addressed through the development of a laboratory prototype. This resulted in a process that can be further developed for the production of aquaculture feed. In addition, the process could be scaled up, a concept design has been developed to serve as a guideline for this. ...
At present, millions of tonnes of marine materials are processed into fishmeal and fish oil. These products are used as sources of protein and lipids in aquaculture and pet feed. The production of fishmeal and fish oil, and their subsequent processing into pet and aquaculture feed, requires thermal treatment that degrades DNA quality. As a result, it can be difficult to trace back the original species used as raw material. Several studies have shown that endangered shark species can be found in pet food. In addition, Rotterdam Zoo “Blijdorp” strongly suspects that shark species are present in their aquaculture feed, based on DNA testing. Although research is being conducted into alternative protein sources that do not rely on marine materials, it cannot yet fully be replaced. Fish rests will also remain available as long as fish is consumed. The aim of the study, therefore, is to investigate, and develop, a system to transform fish rest materials into traceable aquaculture and pet feeds.
Designing of this “Fish Rest Processing system” (FRP-system) was split in two steps. The first was at Blijdorp, where fish rest material of known origin could be used to replace dry aquaculture feeds. The aim of the second step was to adapt the FRP-system to one of producing pet feeds out of fish rest material on Bonaire, while ensuring traceability. First, system requirements were established for both Blijdorp and Bonaire to guide the design process. This was done through a combination of literature research and on-site research at Blijdorp. Based on these system requirements and laboratory experiments, a system prototype was built to produce aquaculture feeds. This was further developed into a concept design for producing pet feeds on Bonaire.
At Blijdorp, a manual process was used to bind rest material with agar in order to produce fish feed. This process was translated into a mechanized process in a laboratory setting. Using this FRP-system prototype, several types of conventional aquaculture feed could be replicated. Based on the underlying processes, a concept design was developed for Bonaire that processed 10 kg of residual waste per hour into ready-to-use dog food portions. The core process for both systems consists of inductively cooking agar, followed by automatic cooling of the agar to 50 °C. This temperature was then maintained using hysteresis control. Subsequently, fish residues were mechanically mixed into the agar. The material was then poured into moulds and allowed to solidify in a refrigerator, after which it was processed into the required final size.
This research into traceable feed has identified key requirements that a system for aquaculture and pet food production must meet. The initial technical challenges associated with achieving the desired feed properties were addressed through the development of a laboratory prototype. This resulted in a process that can be further developed for the production of aquaculture feed. In addition, the process could be scaled up, a concept design has been developed to serve as a guideline for this.
Designing of this “Fish Rest Processing system” (FRP-system) was split in two steps. The first was at Blijdorp, where fish rest material of known origin could be used to replace dry aquaculture feeds. The aim of the second step was to adapt the FRP-system to one of producing pet feeds out of fish rest material on Bonaire, while ensuring traceability. First, system requirements were established for both Blijdorp and Bonaire to guide the design process. This was done through a combination of literature research and on-site research at Blijdorp. Based on these system requirements and laboratory experiments, a system prototype was built to produce aquaculture feeds. This was further developed into a concept design for producing pet feeds on Bonaire.
At Blijdorp, a manual process was used to bind rest material with agar in order to produce fish feed. This process was translated into a mechanized process in a laboratory setting. Using this FRP-system prototype, several types of conventional aquaculture feed could be replicated. Based on the underlying processes, a concept design was developed for Bonaire that processed 10 kg of residual waste per hour into ready-to-use dog food portions. The core process for both systems consists of inductively cooking agar, followed by automatic cooling of the agar to 50 °C. This temperature was then maintained using hysteresis control. Subsequently, fish residues were mechanically mixed into the agar. The material was then poured into moulds and allowed to solidify in a refrigerator, after which it was processed into the required final size.
This research into traceable feed has identified key requirements that a system for aquaculture and pet food production must meet. The initial technical challenges associated with achieving the desired feed properties were addressed through the development of a laboratory prototype. This resulted in a process that can be further developed for the production of aquaculture feed. In addition, the process could be scaled up, a concept design has been developed to serve as a guideline for this.
How people find their way in 2035
Exploring the intersection between authenticity and sense making in the future of wayfinding
This master thesis explores the future of wayfinding in 2035, using the Louvre Museum as a design context. Conducted at Mijksenaar, a design studio specialized in wayfinding, and following the Vision in Product Design (ViP) methodology. The project investigates how people may orient, navigate, and experience places in a world where technology increasingly provides the way for us.
Wayfinding today is often framed as a problem to be solved with clarity and efficiency. Digital tools, signage systems, and pre-planned routes ensure that the shortest path is always within reach. Yet this convenience also reduces the role of our intrinsic wayfinding skills, and with it, opportunities for exploration, discovery, and agency. This project starts from the belief that finding one’s way should not only be about reaching a destination, but about how we experience movement, space, and place along the way.
The thesis is structured in a step-by-step approach. The process combined literature research, expert interviews, and future context exploration to identify 150 context factors that will shape wayfinding in 2035. These were clustered into eleven patterns and organized into a 3x3 future framework, structured along two dimensions: sense-making of space (intrinsic, social, systemic) and authenticity of place (physical, cognitive, emotional) This framework describes nine typologies of wayfinding behavior and spatial guidance, each highlighting a differet mode of orientation in 2035. From this, a vision was developed for the Louvre: rather than directions to find your way, visitors should choose how to navigate, orient and experience the museum, and view the collection through an intentional lens.
The outcome of the project is the framework as route for the future way. The proposed wayfinding experiences in the Louvre Museum, are used as example of applying the framework in a context. The research outcomes consist of 150 context factors identified through literature study and expert interviews. Then, a future framework for wayfinding envisions how spatial guidance helps people to make sense of space and find authenticity in place in 2035. Finally, nine speculative design interventions were developed for the Louvre Museum and integrated together into one adaptive wayfinding system, with the Pathways concept. Pathways highlights how different parallel experiences can be brought together in one museum, supported by an innovative personalization technology.
For Mijksenaar, the work provides:
A strategic tool for spatial guidance.
A vision-driven method for aligning contexts with human experience.
A proof-of-concept (Pathways) that demonstrates the potential of personalized and meaningful navigation in public space.
In conclusion, this thesis aims to inspire both designers and non-designers to reconsider the role of wayfinding in our lives. In a world where the way is increasingly found for us, we can still choose to find our way differently and embrace the richness of movement, discovery, and getting lost.
...
Wayfinding today is often framed as a problem to be solved with clarity and efficiency. Digital tools, signage systems, and pre-planned routes ensure that the shortest path is always within reach. Yet this convenience also reduces the role of our intrinsic wayfinding skills, and with it, opportunities for exploration, discovery, and agency. This project starts from the belief that finding one’s way should not only be about reaching a destination, but about how we experience movement, space, and place along the way.
The thesis is structured in a step-by-step approach. The process combined literature research, expert interviews, and future context exploration to identify 150 context factors that will shape wayfinding in 2035. These were clustered into eleven patterns and organized into a 3x3 future framework, structured along two dimensions: sense-making of space (intrinsic, social, systemic) and authenticity of place (physical, cognitive, emotional) This framework describes nine typologies of wayfinding behavior and spatial guidance, each highlighting a differet mode of orientation in 2035. From this, a vision was developed for the Louvre: rather than directions to find your way, visitors should choose how to navigate, orient and experience the museum, and view the collection through an intentional lens.
The outcome of the project is the framework as route for the future way. The proposed wayfinding experiences in the Louvre Museum, are used as example of applying the framework in a context. The research outcomes consist of 150 context factors identified through literature study and expert interviews. Then, a future framework for wayfinding envisions how spatial guidance helps people to make sense of space and find authenticity in place in 2035. Finally, nine speculative design interventions were developed for the Louvre Museum and integrated together into one adaptive wayfinding system, with the Pathways concept. Pathways highlights how different parallel experiences can be brought together in one museum, supported by an innovative personalization technology.
For Mijksenaar, the work provides:
A strategic tool for spatial guidance.
A vision-driven method for aligning contexts with human experience.
A proof-of-concept (Pathways) that demonstrates the potential of personalized and meaningful navigation in public space.
In conclusion, this thesis aims to inspire both designers and non-designers to reconsider the role of wayfinding in our lives. In a world where the way is increasingly found for us, we can still choose to find our way differently and embrace the richness of movement, discovery, and getting lost.
...
This master thesis explores the future of wayfinding in 2035, using the Louvre Museum as a design context. Conducted at Mijksenaar, a design studio specialized in wayfinding, and following the Vision in Product Design (ViP) methodology. The project investigates how people may orient, navigate, and experience places in a world where technology increasingly provides the way for us.
Wayfinding today is often framed as a problem to be solved with clarity and efficiency. Digital tools, signage systems, and pre-planned routes ensure that the shortest path is always within reach. Yet this convenience also reduces the role of our intrinsic wayfinding skills, and with it, opportunities for exploration, discovery, and agency. This project starts from the belief that finding one’s way should not only be about reaching a destination, but about how we experience movement, space, and place along the way.
The thesis is structured in a step-by-step approach. The process combined literature research, expert interviews, and future context exploration to identify 150 context factors that will shape wayfinding in 2035. These were clustered into eleven patterns and organized into a 3x3 future framework, structured along two dimensions: sense-making of space (intrinsic, social, systemic) and authenticity of place (physical, cognitive, emotional) This framework describes nine typologies of wayfinding behavior and spatial guidance, each highlighting a differet mode of orientation in 2035. From this, a vision was developed for the Louvre: rather than directions to find your way, visitors should choose how to navigate, orient and experience the museum, and view the collection through an intentional lens.
The outcome of the project is the framework as route for the future way. The proposed wayfinding experiences in the Louvre Museum, are used as example of applying the framework in a context. The research outcomes consist of 150 context factors identified through literature study and expert interviews. Then, a future framework for wayfinding envisions how spatial guidance helps people to make sense of space and find authenticity in place in 2035. Finally, nine speculative design interventions were developed for the Louvre Museum and integrated together into one adaptive wayfinding system, with the Pathways concept. Pathways highlights how different parallel experiences can be brought together in one museum, supported by an innovative personalization technology.
For Mijksenaar, the work provides:
A strategic tool for spatial guidance.
A vision-driven method for aligning contexts with human experience.
A proof-of-concept (Pathways) that demonstrates the potential of personalized and meaningful navigation in public space.
In conclusion, this thesis aims to inspire both designers and non-designers to reconsider the role of wayfinding in our lives. In a world where the way is increasingly found for us, we can still choose to find our way differently and embrace the richness of movement, discovery, and getting lost.
Wayfinding today is often framed as a problem to be solved with clarity and efficiency. Digital tools, signage systems, and pre-planned routes ensure that the shortest path is always within reach. Yet this convenience also reduces the role of our intrinsic wayfinding skills, and with it, opportunities for exploration, discovery, and agency. This project starts from the belief that finding one’s way should not only be about reaching a destination, but about how we experience movement, space, and place along the way.
The thesis is structured in a step-by-step approach. The process combined literature research, expert interviews, and future context exploration to identify 150 context factors that will shape wayfinding in 2035. These were clustered into eleven patterns and organized into a 3x3 future framework, structured along two dimensions: sense-making of space (intrinsic, social, systemic) and authenticity of place (physical, cognitive, emotional) This framework describes nine typologies of wayfinding behavior and spatial guidance, each highlighting a differet mode of orientation in 2035. From this, a vision was developed for the Louvre: rather than directions to find your way, visitors should choose how to navigate, orient and experience the museum, and view the collection through an intentional lens.
The outcome of the project is the framework as route for the future way. The proposed wayfinding experiences in the Louvre Museum, are used as example of applying the framework in a context. The research outcomes consist of 150 context factors identified through literature study and expert interviews. Then, a future framework for wayfinding envisions how spatial guidance helps people to make sense of space and find authenticity in place in 2035. Finally, nine speculative design interventions were developed for the Louvre Museum and integrated together into one adaptive wayfinding system, with the Pathways concept. Pathways highlights how different parallel experiences can be brought together in one museum, supported by an innovative personalization technology.
For Mijksenaar, the work provides:
A strategic tool for spatial guidance.
A vision-driven method for aligning contexts with human experience.
A proof-of-concept (Pathways) that demonstrates the potential of personalized and meaningful navigation in public space.
In conclusion, this thesis aims to inspire both designers and non-designers to reconsider the role of wayfinding in our lives. In a world where the way is increasingly found for us, we can still choose to find our way differently and embrace the richness of movement, discovery, and getting lost.
Facade of the Future
A Regenerative Solution for Urban Areas
Urban areas are facing more and more challenges these days, such as the Urban Heat Island Effect, the loss of biodiversity, extreme rainfall and unsustainable resource use.
This project aims to design a solution: a regenerative facade panel. The Material Driven Design Method by by E. Karana and B. Barati (2015) is the method used during this project.
The material of the panel is biocomposite, a carbon-negative material. The geometry of the facade panel uses biomimicry to emulate leaf morphology for effective rainwater channeling and drainage, along with a pattern of grooves on the surface. This geometry results in a facade panel that establishes a micro-climate with ideal conditions for moss growth. Such bio-receptive facades could be seen as the key to healthy and resilient cities, where buildings live in symbiosis with its environment.
The design draws inspiration from several concepts: the More-than-Human Design approach, regenerative approaches and biomimicry. The design employs surface geometry to facilitate controlled vegetation growth, thereby transforming public perceptions. What was once regarded as a weed or a sign of decay can be changed into appreciation.
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This project aims to design a solution: a regenerative facade panel. The Material Driven Design Method by by E. Karana and B. Barati (2015) is the method used during this project.
The material of the panel is biocomposite, a carbon-negative material. The geometry of the facade panel uses biomimicry to emulate leaf morphology for effective rainwater channeling and drainage, along with a pattern of grooves on the surface. This geometry results in a facade panel that establishes a micro-climate with ideal conditions for moss growth. Such bio-receptive facades could be seen as the key to healthy and resilient cities, where buildings live in symbiosis with its environment.
The design draws inspiration from several concepts: the More-than-Human Design approach, regenerative approaches and biomimicry. The design employs surface geometry to facilitate controlled vegetation growth, thereby transforming public perceptions. What was once regarded as a weed or a sign of decay can be changed into appreciation.
...
Urban areas are facing more and more challenges these days, such as the Urban Heat Island Effect, the loss of biodiversity, extreme rainfall and unsustainable resource use.
This project aims to design a solution: a regenerative facade panel. The Material Driven Design Method by by E. Karana and B. Barati (2015) is the method used during this project.
The material of the panel is biocomposite, a carbon-negative material. The geometry of the facade panel uses biomimicry to emulate leaf morphology for effective rainwater channeling and drainage, along with a pattern of grooves on the surface. This geometry results in a facade panel that establishes a micro-climate with ideal conditions for moss growth. Such bio-receptive facades could be seen as the key to healthy and resilient cities, where buildings live in symbiosis with its environment.
The design draws inspiration from several concepts: the More-than-Human Design approach, regenerative approaches and biomimicry. The design employs surface geometry to facilitate controlled vegetation growth, thereby transforming public perceptions. What was once regarded as a weed or a sign of decay can be changed into appreciation.
This project aims to design a solution: a regenerative facade panel. The Material Driven Design Method by by E. Karana and B. Barati (2015) is the method used during this project.
The material of the panel is biocomposite, a carbon-negative material. The geometry of the facade panel uses biomimicry to emulate leaf morphology for effective rainwater channeling and drainage, along with a pattern of grooves on the surface. This geometry results in a facade panel that establishes a micro-climate with ideal conditions for moss growth. Such bio-receptive facades could be seen as the key to healthy and resilient cities, where buildings live in symbiosis with its environment.
The design draws inspiration from several concepts: the More-than-Human Design approach, regenerative approaches and biomimicry. The design employs surface geometry to facilitate controlled vegetation growth, thereby transforming public perceptions. What was once regarded as a weed or a sign of decay can be changed into appreciation.
De Verhalenhoek: End of Life care in patient rooms of Erasmus MC
A study into the End of Life phases in patient rooms of Erasmus MC
Palliative care is becoming increasingly important at Erasmus Medical Center (Erasmus MC) as the hospital sees around a thousand annual deaths due to various conditions. However, the hospital environment has not adequately addressed the psychological, spiritual, and social needs of patients and their loved ones during the end-of-life phase. This TU Delft graduation project, in collaboration with Erasmus MC, aims to explore the unique needs of patients, their families, medical staff and the patient environment in the final days of life. The goal is to develop a sustainable, design-driven concept that illustrates enhanced end-of-life care across different hospital departments.
This research employed a multi-phase design approach using the Double Diamond framework. The Discover phase involved extensive research, including literature reviews, visits to care facilities, patient room analyses and interviews with healthcare professionals. The Define phase synthesized these insights into a framework for the End of Life journey, analyzing the needs and responsibilities of key stakeholders. This analysis led to a future vision, outlining three design directions for improved palliative care. In the Develop phase, a concept was teratively created and evaluated to align with this vision. The design process focused on the design goal: “To create a patient room that supports stakeholders in the End of Life process in facilitating a dignified end of life experience for all involved.” Finally, the Deliver phase presented a proof of concept to illustrate the possibilities of this research, with recommendations for future implementations at Erasmus MC.
The research identified several key findings, categorized into three main design opportunities: improving communication and expectations, enhancing the autonomy of actors involved and balancing the wishes of patients with the resources of the medical team. “De Verhalenhoek" emerged from this process: a cabinet where patients can store meaningful items, facilitating conversations about values and interests between patients, loved ones and medical staff. The concept invites users to personalize the room and serves as a starting point for conversations about the End of Life process. De Verhalenhoek aligns with the goals by creating a welcoming space that encourages discussions about patients' values and the meaning of death, enhancing communication and quality of care. This helps to reveal individual, cultural and religious preferences, allowing medical staff to tailor treatments to patients' whishes and ensuring patients and loved ones feel seen and heard.
The research concludes that integrating thoughtful design into patient rooms can improve communication in end-of-life phases and enhance the sense of autonomy for stakeholders involved. Key recommendations include evaluating the interactions through a pilot study to
assess the impact in the intended setting. This pilot aims to help patients feel more in control and supported in their final days and to better prepare the loved ones for the grieving process. Future research should focus on implementing these design solutions across various hospital departments to broadly enhance the quality of palliative care at Erasmus MC.
This project demonstrates the potential of design to improve End of Life care in patient rooms, making a contribution to the field of palliative care. ...
This research employed a multi-phase design approach using the Double Diamond framework. The Discover phase involved extensive research, including literature reviews, visits to care facilities, patient room analyses and interviews with healthcare professionals. The Define phase synthesized these insights into a framework for the End of Life journey, analyzing the needs and responsibilities of key stakeholders. This analysis led to a future vision, outlining three design directions for improved palliative care. In the Develop phase, a concept was teratively created and evaluated to align with this vision. The design process focused on the design goal: “To create a patient room that supports stakeholders in the End of Life process in facilitating a dignified end of life experience for all involved.” Finally, the Deliver phase presented a proof of concept to illustrate the possibilities of this research, with recommendations for future implementations at Erasmus MC.
The research identified several key findings, categorized into three main design opportunities: improving communication and expectations, enhancing the autonomy of actors involved and balancing the wishes of patients with the resources of the medical team. “De Verhalenhoek" emerged from this process: a cabinet where patients can store meaningful items, facilitating conversations about values and interests between patients, loved ones and medical staff. The concept invites users to personalize the room and serves as a starting point for conversations about the End of Life process. De Verhalenhoek aligns with the goals by creating a welcoming space that encourages discussions about patients' values and the meaning of death, enhancing communication and quality of care. This helps to reveal individual, cultural and religious preferences, allowing medical staff to tailor treatments to patients' whishes and ensuring patients and loved ones feel seen and heard.
The research concludes that integrating thoughtful design into patient rooms can improve communication in end-of-life phases and enhance the sense of autonomy for stakeholders involved. Key recommendations include evaluating the interactions through a pilot study to
assess the impact in the intended setting. This pilot aims to help patients feel more in control and supported in their final days and to better prepare the loved ones for the grieving process. Future research should focus on implementing these design solutions across various hospital departments to broadly enhance the quality of palliative care at Erasmus MC.
This project demonstrates the potential of design to improve End of Life care in patient rooms, making a contribution to the field of palliative care. ...
Palliative care is becoming increasingly important at Erasmus Medical Center (Erasmus MC) as the hospital sees around a thousand annual deaths due to various conditions. However, the hospital environment has not adequately addressed the psychological, spiritual, and social needs of patients and their loved ones during the end-of-life phase. This TU Delft graduation project, in collaboration with Erasmus MC, aims to explore the unique needs of patients, their families, medical staff and the patient environment in the final days of life. The goal is to develop a sustainable, design-driven concept that illustrates enhanced end-of-life care across different hospital departments.
This research employed a multi-phase design approach using the Double Diamond framework. The Discover phase involved extensive research, including literature reviews, visits to care facilities, patient room analyses and interviews with healthcare professionals. The Define phase synthesized these insights into a framework for the End of Life journey, analyzing the needs and responsibilities of key stakeholders. This analysis led to a future vision, outlining three design directions for improved palliative care. In the Develop phase, a concept was teratively created and evaluated to align with this vision. The design process focused on the design goal: “To create a patient room that supports stakeholders in the End of Life process in facilitating a dignified end of life experience for all involved.” Finally, the Deliver phase presented a proof of concept to illustrate the possibilities of this research, with recommendations for future implementations at Erasmus MC.
The research identified several key findings, categorized into three main design opportunities: improving communication and expectations, enhancing the autonomy of actors involved and balancing the wishes of patients with the resources of the medical team. “De Verhalenhoek" emerged from this process: a cabinet where patients can store meaningful items, facilitating conversations about values and interests between patients, loved ones and medical staff. The concept invites users to personalize the room and serves as a starting point for conversations about the End of Life process. De Verhalenhoek aligns with the goals by creating a welcoming space that encourages discussions about patients' values and the meaning of death, enhancing communication and quality of care. This helps to reveal individual, cultural and religious preferences, allowing medical staff to tailor treatments to patients' whishes and ensuring patients and loved ones feel seen and heard.
The research concludes that integrating thoughtful design into patient rooms can improve communication in end-of-life phases and enhance the sense of autonomy for stakeholders involved. Key recommendations include evaluating the interactions through a pilot study to
assess the impact in the intended setting. This pilot aims to help patients feel more in control and supported in their final days and to better prepare the loved ones for the grieving process. Future research should focus on implementing these design solutions across various hospital departments to broadly enhance the quality of palliative care at Erasmus MC.
This project demonstrates the potential of design to improve End of Life care in patient rooms, making a contribution to the field of palliative care.
This research employed a multi-phase design approach using the Double Diamond framework. The Discover phase involved extensive research, including literature reviews, visits to care facilities, patient room analyses and interviews with healthcare professionals. The Define phase synthesized these insights into a framework for the End of Life journey, analyzing the needs and responsibilities of key stakeholders. This analysis led to a future vision, outlining three design directions for improved palliative care. In the Develop phase, a concept was teratively created and evaluated to align with this vision. The design process focused on the design goal: “To create a patient room that supports stakeholders in the End of Life process in facilitating a dignified end of life experience for all involved.” Finally, the Deliver phase presented a proof of concept to illustrate the possibilities of this research, with recommendations for future implementations at Erasmus MC.
The research identified several key findings, categorized into three main design opportunities: improving communication and expectations, enhancing the autonomy of actors involved and balancing the wishes of patients with the resources of the medical team. “De Verhalenhoek" emerged from this process: a cabinet where patients can store meaningful items, facilitating conversations about values and interests between patients, loved ones and medical staff. The concept invites users to personalize the room and serves as a starting point for conversations about the End of Life process. De Verhalenhoek aligns with the goals by creating a welcoming space that encourages discussions about patients' values and the meaning of death, enhancing communication and quality of care. This helps to reveal individual, cultural and religious preferences, allowing medical staff to tailor treatments to patients' whishes and ensuring patients and loved ones feel seen and heard.
The research concludes that integrating thoughtful design into patient rooms can improve communication in end-of-life phases and enhance the sense of autonomy for stakeholders involved. Key recommendations include evaluating the interactions through a pilot study to
assess the impact in the intended setting. This pilot aims to help patients feel more in control and supported in their final days and to better prepare the loved ones for the grieving process. Future research should focus on implementing these design solutions across various hospital departments to broadly enhance the quality of palliative care at Erasmus MC.
This project demonstrates the potential of design to improve End of Life care in patient rooms, making a contribution to the field of palliative care.
This thesis explores the design of a funeral enclosure for resomation, utilizing PISOX - a biobased and biodegradable polymer - and soap. The research follows a three-phase framework of analysis, design and evaluation. In the analysis phase, the resomation process and its context are examined, followed by analysis of the suitability of soap and PISOX for the application of resomation and their manufacturing possibilities. The analysis concludes with a list of requirements and wishes for the design. In the subsequent design phase, various design activities are conducted to define the design of a funeral enclosure of for resomation. Various ideas are explored and a design is created that is designed to fit within the Resomator S750. The design is created to accommodate the dimensions of a P95 human body.
The design’s strength is evaluated through a combination of tensile testing and Finite Element Analysis to determine the thickness needed for the PISOX parts. A 1:4 prototype was created to assess the manufacturability and to gather insight into users’ opinions of the design through interviews. Finally, a sustainability evaluation demonstrates the environmental advantages of introducing De Zeepkist. ...
The design’s strength is evaluated through a combination of tensile testing and Finite Element Analysis to determine the thickness needed for the PISOX parts. A 1:4 prototype was created to assess the manufacturability and to gather insight into users’ opinions of the design through interviews. Finally, a sustainability evaluation demonstrates the environmental advantages of introducing De Zeepkist. ...
This thesis explores the design of a funeral enclosure for resomation, utilizing PISOX - a biobased and biodegradable polymer - and soap. The research follows a three-phase framework of analysis, design and evaluation. In the analysis phase, the resomation process and its context are examined, followed by analysis of the suitability of soap and PISOX for the application of resomation and their manufacturing possibilities. The analysis concludes with a list of requirements and wishes for the design. In the subsequent design phase, various design activities are conducted to define the design of a funeral enclosure of for resomation. Various ideas are explored and a design is created that is designed to fit within the Resomator S750. The design is created to accommodate the dimensions of a P95 human body.
The design’s strength is evaluated through a combination of tensile testing and Finite Element Analysis to determine the thickness needed for the PISOX parts. A 1:4 prototype was created to assess the manufacturability and to gather insight into users’ opinions of the design through interviews. Finally, a sustainability evaluation demonstrates the environmental advantages of introducing De Zeepkist.
The design’s strength is evaluated through a combination of tensile testing and Finite Element Analysis to determine the thickness needed for the PISOX parts. A 1:4 prototype was created to assess the manufacturability and to gather insight into users’ opinions of the design through interviews. Finally, a sustainability evaluation demonstrates the environmental advantages of introducing De Zeepkist.
This report contains a future vision for sailing yachts. It differs from many other visions as technology is not used as the basis for development, but behavioural change. The starting point is chosen as the upcoming Digital Nomad culture: Working from anywhere in the world. The thesis is done in cooperation with Contest Yachts, a sailing yacht builder from the Netherlands.
The analysis is done in two parts, which meet at the conclusion of the chapter. It consists of a brand analysis and a future use study.
Contest as a brand has three important values to cherish in the future to remain true to their current brand identity. These values are safety, quality and comfort and innovation. There is also a foreseen change, to make their current semi-custom approach more manageable in the future.
With the use of the ViP-method, future behaviour is predicted and separated in four different quadrants, each characterised by multiple habits. From these four, one is chosen to design for: The Trusting Tribe. With a strong focus on community and an inherent drive to be in nature, these people are interesting for Contest to build a new model around. The following vision is formulated: “We want people to uninterruptedly explore themselves and the planet through an open and flexible yacht.”
The starting point for the ideation is shared ownership in combination with the tribe analogy. As the model of sharing is getting increased attention in the yachting business, also noticed by Contest. Within this system, it is important that the sailor still has a feeling of responsibility. The result is the Florence CS. She is a combination of a lease service in combination with ownership. The yacht exists of a fully functional interior and two empty private modules with their own heads. The shared space holds a galley, lounge area and workstation.
Future Tribe members can lease a yacht on one of the seven Contest harbours (Seen in step 1.) with friends, family or strangers. The local Contest crew fits the interior and prepares the yacht for departure (step 2). Contest provides a full and careless sailing experience to their future members (step 3). After the trip, the Contest crew removes the interiors and store them in local warehouses (step 4). The ship is checked, serviced and prepared for the next group of nomads to use.
The final proposal disrupts the current yachting market. It introduces a new business model for Contest in the shape of a lease service. Also, it includes shared ownership.
For future developments and innovations, it is up to Contest to make further work of this. Possible next steps are: redoing this project with another graduate student; developing it into a case study and share it with more experts and enthusiasts; organising a creative day for employees and let them share their thoughts and expertise.
As innovation is embedded in Contest, the above-named options should be within reach. Outcomes of these options can help to make Contest future-proof as well as to make the brand the booster the yachting world. ...
The analysis is done in two parts, which meet at the conclusion of the chapter. It consists of a brand analysis and a future use study.
Contest as a brand has three important values to cherish in the future to remain true to their current brand identity. These values are safety, quality and comfort and innovation. There is also a foreseen change, to make their current semi-custom approach more manageable in the future.
With the use of the ViP-method, future behaviour is predicted and separated in four different quadrants, each characterised by multiple habits. From these four, one is chosen to design for: The Trusting Tribe. With a strong focus on community and an inherent drive to be in nature, these people are interesting for Contest to build a new model around. The following vision is formulated: “We want people to uninterruptedly explore themselves and the planet through an open and flexible yacht.”
The starting point for the ideation is shared ownership in combination with the tribe analogy. As the model of sharing is getting increased attention in the yachting business, also noticed by Contest. Within this system, it is important that the sailor still has a feeling of responsibility. The result is the Florence CS. She is a combination of a lease service in combination with ownership. The yacht exists of a fully functional interior and two empty private modules with their own heads. The shared space holds a galley, lounge area and workstation.
Future Tribe members can lease a yacht on one of the seven Contest harbours (Seen in step 1.) with friends, family or strangers. The local Contest crew fits the interior and prepares the yacht for departure (step 2). Contest provides a full and careless sailing experience to their future members (step 3). After the trip, the Contest crew removes the interiors and store them in local warehouses (step 4). The ship is checked, serviced and prepared for the next group of nomads to use.
The final proposal disrupts the current yachting market. It introduces a new business model for Contest in the shape of a lease service. Also, it includes shared ownership.
For future developments and innovations, it is up to Contest to make further work of this. Possible next steps are: redoing this project with another graduate student; developing it into a case study and share it with more experts and enthusiasts; organising a creative day for employees and let them share their thoughts and expertise.
As innovation is embedded in Contest, the above-named options should be within reach. Outcomes of these options can help to make Contest future-proof as well as to make the brand the booster the yachting world. ...
This report contains a future vision for sailing yachts. It differs from many other visions as technology is not used as the basis for development, but behavioural change. The starting point is chosen as the upcoming Digital Nomad culture: Working from anywhere in the world. The thesis is done in cooperation with Contest Yachts, a sailing yacht builder from the Netherlands.
The analysis is done in two parts, which meet at the conclusion of the chapter. It consists of a brand analysis and a future use study.
Contest as a brand has three important values to cherish in the future to remain true to their current brand identity. These values are safety, quality and comfort and innovation. There is also a foreseen change, to make their current semi-custom approach more manageable in the future.
With the use of the ViP-method, future behaviour is predicted and separated in four different quadrants, each characterised by multiple habits. From these four, one is chosen to design for: The Trusting Tribe. With a strong focus on community and an inherent drive to be in nature, these people are interesting for Contest to build a new model around. The following vision is formulated: “We want people to uninterruptedly explore themselves and the planet through an open and flexible yacht.”
The starting point for the ideation is shared ownership in combination with the tribe analogy. As the model of sharing is getting increased attention in the yachting business, also noticed by Contest. Within this system, it is important that the sailor still has a feeling of responsibility. The result is the Florence CS. She is a combination of a lease service in combination with ownership. The yacht exists of a fully functional interior and two empty private modules with their own heads. The shared space holds a galley, lounge area and workstation.
Future Tribe members can lease a yacht on one of the seven Contest harbours (Seen in step 1.) with friends, family or strangers. The local Contest crew fits the interior and prepares the yacht for departure (step 2). Contest provides a full and careless sailing experience to their future members (step 3). After the trip, the Contest crew removes the interiors and store them in local warehouses (step 4). The ship is checked, serviced and prepared for the next group of nomads to use.
The final proposal disrupts the current yachting market. It introduces a new business model for Contest in the shape of a lease service. Also, it includes shared ownership.
For future developments and innovations, it is up to Contest to make further work of this. Possible next steps are: redoing this project with another graduate student; developing it into a case study and share it with more experts and enthusiasts; organising a creative day for employees and let them share their thoughts and expertise.
As innovation is embedded in Contest, the above-named options should be within reach. Outcomes of these options can help to make Contest future-proof as well as to make the brand the booster the yachting world.
The analysis is done in two parts, which meet at the conclusion of the chapter. It consists of a brand analysis and a future use study.
Contest as a brand has three important values to cherish in the future to remain true to their current brand identity. These values are safety, quality and comfort and innovation. There is also a foreseen change, to make their current semi-custom approach more manageable in the future.
With the use of the ViP-method, future behaviour is predicted and separated in four different quadrants, each characterised by multiple habits. From these four, one is chosen to design for: The Trusting Tribe. With a strong focus on community and an inherent drive to be in nature, these people are interesting for Contest to build a new model around. The following vision is formulated: “We want people to uninterruptedly explore themselves and the planet through an open and flexible yacht.”
The starting point for the ideation is shared ownership in combination with the tribe analogy. As the model of sharing is getting increased attention in the yachting business, also noticed by Contest. Within this system, it is important that the sailor still has a feeling of responsibility. The result is the Florence CS. She is a combination of a lease service in combination with ownership. The yacht exists of a fully functional interior and two empty private modules with their own heads. The shared space holds a galley, lounge area and workstation.
Future Tribe members can lease a yacht on one of the seven Contest harbours (Seen in step 1.) with friends, family or strangers. The local Contest crew fits the interior and prepares the yacht for departure (step 2). Contest provides a full and careless sailing experience to their future members (step 3). After the trip, the Contest crew removes the interiors and store them in local warehouses (step 4). The ship is checked, serviced and prepared for the next group of nomads to use.
The final proposal disrupts the current yachting market. It introduces a new business model for Contest in the shape of a lease service. Also, it includes shared ownership.
For future developments and innovations, it is up to Contest to make further work of this. Possible next steps are: redoing this project with another graduate student; developing it into a case study and share it with more experts and enthusiasts; organising a creative day for employees and let them share their thoughts and expertise.
As innovation is embedded in Contest, the above-named options should be within reach. Outcomes of these options can help to make Contest future-proof as well as to make the brand the booster the yachting world.