Logistic, Mobility & Infrastructure

How do you increase the economic strength of a structurally weak region without using more resources? A joint project has selected two districts in Lower Saxony and installed a sustainable recycling system there.

What to do with the old carpets, what to do with the furniture that has been taken out of service and how do we dispose of outdated IT equipment? These questions may soon no longer have to be asked at Lüneburg Town Hall. This is made possible by a new procurement guideline for public administration. It is based on the circular economy model, in which, ideally, no more waste is produced because all products can be used again and again as raw materials. Even the design of products is considered with this in mind; all ingredients are harmless and can therefore be reused. When those responsible at the district of Lüneburg renovate their employees' offices in future, they can commission a company to lay the new carpet, take the old one away and refurbish it. The base layer and pile can simply be separated from each other because this was already taken into account during production. In the best case scenario, the institution pays for the useful life of the products and is no longer responsible for purchasing and disposing of them.

"An administration is a major customer, so acting in the spirit of a circular economy can send decisive signals to other companies to adopt such models," explains Prof. Cornelius Herstatt, Head of the Institute for Technology and Innovation Management at Hamburg University of Technology. The advantage: the procured parts, such as furniture, carpets, etc., are no longer purchased, but only borrowed for the duration of their use. Prof. Herstatt advises those responsible in their pioneering and exemplary role as part of a regional development project in the two districts of Lüneburg and Lüchow-Dannenberg in north-eastern Lower Saxony. Together with staff members Johanna Zeller and Matthias Schneider, he and his institute as TU Hamburg are project partners alongside the two districts mentioned, Leuphana University Lüneburg and Süderelbe AG. The project "New Strategies and Structures for a Cradle to Cradle C2C Model Region in Northeast Lower Saxony" is funded as part of the "Region gestalten" program of the Federal Ministry for Housing, Urban Development and Building. The project, which was initially scheduled to run for two and a half years, ended in April 2024. The C2C approach is intended to help the structurally weak region become more competitive in the long term. "We are hoping for an impact beyond the duration of the project," says District Administrator Jens Böther from the district of Lüneburg.

Increasing added value

Michael Braungart, Professor of Eco-Design at the Leuphana University of Lüneburg, developed the "Cradle to Cradle" concept at the end of the 1990s together with US architect William McDonough. The name translates as "from cradle to cradle" and refers to products that function in two material cycles - the biological cycle for consumer products such as food and the technical cycle for consumer products. Biological products are all degradable products that return nutrients to the soil and contribute to the regeneration of nature. There is no more waste in the material cycle, only raw materials. The ingredients are chemically harmless and recyclable. "This means that companies can use the best quality and don't have to use the cheapest material," explains Prof. Braungart. "A higher added value is achieved."

Gloves without a CO2 footprint

An important player in the region is the company Uvex, which manufactures safety gloves in addition to helmets and other protective equipment. "Producing such disposable gloves according to the C2C principle is complex," explains Prof. Herstatt. Harmless organic materials are used here, but the seams and edging must also meet these standards." The aim is to bring the gloves back into circulation, but to do this, framework agreements have to be concluded with customers such as the car manufacturer VW, where they are used in production, and other suppliers. For the company's own product range, gloves were developed from bamboo fibers and recycled polyamide, which have a reduced carbon footprint and were manufactured under strict requirements for pollutant and water management. The wearers of the 15 million gloves produced each year do not have to fear any unhealthy effects on their skin. Used gloves should be taken back and refurbished. This does not always work, but efforts are being made to get closer to the ideal product. New types of yarn that protect against cuts but disintegrate during recycling are currently being tested. This is because a fundamental problem in recycling is that processed materials often cannot be broken down into their individual components.

Only 3,000 products certified worldwide

The TU scientists were able to find better solutions for 60 to 70 percent of the potential C2C projects in the two model regions. Nevertheless, the idea of biological and technical recyclability is still in its infancy: only around 3,000 products worldwide have been certified according to these criteria. "It always depends on the person," says Johanna Zeller. "You need someone on the ground who is really willing to drive the idea forward."

One of the aims of the project is to create an infrastructure for knowledge transfer, networking and cooperation between science and business. This was created in an old factory building in the small town of Dannenberg in the Wendland region: The C2C Innovation Lab (C2C Lab) opened in April 2024. The workspace is aimed at start-ups that want to set up here and receive advice beyond the project. The lab is operated by the association Connect Circular e.V.

The transfer of knowledge to companies, networking with each other and the promotion of pilot projects will hopefully strengthen the regional innovation ecosystem. The lab has thus created an infrastructure in which this happens locally. This is the goal of all those involved after the end of the project.

Turning old into new

What does cradle-to-cradle (C2C) mean?

The production of the companies takes place in cycles and starts with the design of products. All substances are used in such a way that the materials used are separated from each other again without leaving any residue. This means that high-quality raw materials are retained and can be reused. Even the wear and tear of a product is 100 percent biodegradable.

More informationen:

https://www.connectcircular.com

Flying is harmful to the climate because a lot of CO2 is released when kerosene is burned. One environmentally compatible solution could be to run aircraft on sustainably produced hydrogen in the future. To do this, suitable supply chains must be established. A joint project in which Hamburg University of Technology is involved is investigating what this might look like.

"Above the clouds, freedom must be boundless," sang singer-songwriter Reinhard Mey many years ago. In the meantime, flying has come to stand for high CO2 emissions. But researchers are doing a lot to make the aviation industry climate-neutral. One approach is to use green hydrogen as an energy carrier instead of fossil kerosene. However, current capacities to produce hydrogen are still low, and large amounts of electricity are needed for production. One solution to this problem could be to generate the electricity in offshore wind farms at sea. Green energy forms the basis for splitting water into its components oxygen and hydrogen. Only if the hydrogen is produced from renewable energy sources can its use contribute to climate protection. This is a promising approach, but one that poses major challenges for the aviation industry.

Over the next three years, the joint project "HyNEAT - Hydrogen Supply Networks' Evolution for Air Transport" will conduct research to plan the networks for supplying hydrogen at airports. The focus is on the cost-effective production and transport of green hydrogen, which is a volatile gas. This complicates the planning of delivery networks. For use in aviation, the hydrogen must be liquefied because it has a smaller volume in the liquid state. This requires it to be cooled to at least minus 250 degrees Celsius. There are currently only a few such liquefaction plants in Europe, including one in Leuna in Saxony-Anhalt. For transport and storage, the liquid hydrogen must also be well insulated, otherwise there is a risk that it will evaporate.

Models for the supply of green hydrogen

At TU Hamburg, Professor Christian Thies' Resilient and Sustainable Operations and Supply Chain Management Group is involved in the project and tasked with developing mathematical optimization models for the so-called "Hydrogen Supply Chain Network Design Problem". For this purpose, energy systems and demand are analyzed and individual components are modeled. Finally, the results will be combined and specific solution methods for the complex models will be developed with colleagues from mathematics. For example, they will calculate what sizes the pipelines through which the hydrogen is transported must have, or how many trucks must be used for the transport. "With the help of the knowledge gained, our working group creates various scenarios. We examine them and use them to derive recommendations for action for politics and industry on how to efficiently provide green hydrogen for aviation," says Prof. Thies. "Just as necessary as developing new propulsion systems and aircraft concepts is building the corresponding hydrogen infrastructure. The biggest challenge will be to arrive at competitive costs that enable the operation of new types of hydrogen-powered aircraft," continues the supply chain expert.

The project is looking at and investigating a total of three levels: The researchers are sounding out the global hydrogen potential for aviation. They are calculating whether they can be implemented in the European energy system, with the associated scope extending to Africa and the Middle East. And finally, they describe their findings down to the local level to see what a typical airport must look like.

The joint project is funded by the German Federal Ministry of Education and Research (BMBF) with around three million euros. Participants include Leibniz Universität Hannover, Technische Universität Braunschweig, Technische Universität Clausthal, Technische Universität München, Technische Universität Hamburg, and an industry advisory board whose members include Airbus, Deutsche Aircraft, Lufthansa, Linde, Siemens Energy and Hamburg Airport.

Further information

• Project website: www.hyneat.de
• For more information on the working group, visit www.tuhh.de/oscm

A TU Hamburg project shows that metal aircraft parts created in a 3D printer are much lighter and can be manufactured faster than conventionally produced ones. They help save kerosene and reduce the CO2 footprint of aircraft.

At first glance, it's not obvious what this workpiece is: It is round, open on both sides and there are many holes on the surface. What makes the curious piece special is that it is a metal part made in a 3D printer that is about a meter in diameter. "It's part of an aircraft turbine," says Dirk Herzog, solving the mystery. "And in fact, it is one of the largest individual parts that have been produced additively, i.e. by 3D printing, using a laser process to date," explains the engineer, who is responsible for the project for the Institute for Laser and Systems Engineering at TU Hamburg. But it's not just the size that's astonishing: "Switching from conventional casting to the additive process reduces costs and weight by 30 percent. And that means that its use can save valuable kerosene and thus CO2."

Down with emissions

It is an important step for aviation to comply with the EU's Green Deal. It stipulates that transport emissions should fall by 90 percent by 2050 compared with 1990 levels, and the aviation sector is expected to play its part. One research initiative to develop fuel-efficient aviation technologies was the Clean Sky 2 program funded by the European Commission and the European aerospace industry, which gave rise to the MOnACO project in 2018. In addition to TU Hamburg, which researched the printing process, project partners include Autodesk, which is taking care of design optimization, and TU Dresden. Their experts are building a test rig with state-of-the-art instruments that they will use to validate and measure the flow data after production. The consortium is working closely with the engine manufacturer GE Aerospace in Munich.

In principle, there are particularly stringent requirements in aircraft construction. This also applies to parts suppliers and leads to long lead times and high costs. These challenges and the fact that a turbine center frame is not a rotating part made it an ideal candidate for additive manufacturing. Dirk Herzog's team, which collaborates with the Fraunhofer IAPT in Bergedorf for 3D printing, makes it possible to manufacture the part in one piece, so that 150 individual parts no longer have to be joined together at the end - as is usually the case. This reduces the lead time for the manufacturer from nine to two and a half months.

Micrometer-thin layers

The printing itself takes place in a sealed-off large container. "In a layer of metal powder, in this case a nickel alloy, a laser beam fuses the individual parts of the powder at over 1,000 degrees Celsius," explains Herzog. "The layer is only 60 micrometers thin and sinks after the process. The metal powder is again evenly distributed and the laser exposure allows the next layer to form." The process repeats itself countless times until the turbine part is printed after quite a few days of construction. "A major advantage of additive manufacturing is the freedom in design. Depending on the specification, it can be adapted and rearranged at any time. Air diffusers, curves, channels or grid structures, everything is possible. At the beginning of the project, we mainly tried out how far we could reduce the wall thickness to save as much weight as possible," explains Herzog.

The process used is not limited to aviation. It has been used for medical implants, for example, for some time. But it is in aerospace that the financial benefits of weight reduction are greatest. This is shown by a simple "rule of thumb," which states that in aviation, 1 kilogram of weight saved can save 1,000 euros in fuel costs. Over the lifetime of an aircraft, this corresponds to around 25 metric tons of CO2. In other words, much more than in the automotive industry, where calculations are completely different due to higher unit numbers: Here, savings of 100 kilograms are needed to achieve the same cost effect. Since energy costs have risen across the board, weight reductions are likely to have an even greater financial impact. Herzog explains: "This is also the reason why such projects are often initially tested for the aerospace industry. 3D printing has already become established for individual, smaller engine components such as injection nozzles. But perhaps in the future, large-scale printed components will also be installed in aircraft as standard."

The MOnACO project consists of a consortium of Hamburg University of Technology (TU Hamburg), Technische Universität Dresden (TUD) and technology company Autodesk. It is supporting General Electric AAT Munich in the development and manufacture of a large additively manufactured metal component - the Advanced Additive Integrated Turbine Centre Frame (TCF).