The Netherlands Chooses Site For World’s Largest Offshore Wind-to-Hydrogen Project
The title of this post, is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
The Dutch government has designated an area for what will become the world’s largest offshore hydrogen production project. That area is Ten noorden van de Waddeneilanden (the North of the Wadden Islands), identified earlier for offshore wind development and deemed most suitable for providing 500 MW of electrolysis capacity and for the transport of hydrogen to land.
This Google Map shows the Wadden Islands.
Note.
- Groningen is in the South-East corner of the map.
- I wrote about Eemshaven, which is to the North-East of Groningen in The Train Station At The Northern End Of The Netherlands.
- The Wadden or Frisian Islands are along the coast.
The Wadden Islands of the Netherlands, Germany and Denmark are a World Heritage Site.
In Can The UK Have A Capacity To Create Five GW Of Green Hydrogen?, I said the following.
Ryze Hydrogen are building the Herne Bay electrolyser.
- It will consume 23 MW of solar and wind power.
- It will produce ten tonnes of hydrogen per day.
The electrolyser will consume 552 MWh to produce ten tonnes of hydrogen, so creating one tonne of hydrogen needs 55.2 MWh of electricity.
If the Dutch build a 500 MW electrolyser it will produce 217 tonnes of hydrogen per day.
The Dutch Plan For Hydrogen
This 500 MW electrolyser fits well with the The Dutch Plan For Hydrogen.
No Shortcuts In Evia Aero’s Path To Being Europe’s First Green Regional Airline
The title of this post, is the same as that of this article on FutureFlight.
This is the first paragraph.
The closer you examine the task of establishing a green airline, the clearer it becomes that it does not begin and end with sourcing net zero carbon aircraft. Evia Aero is a case in point in that while the German start-up has made provisional commitments to a pair of electric aircraft developers, for now, it is more preoccupied with getting a somewhat daunting operational ecosystem in place.
The article is an interesting read and certainly follows this old joke about aviation.
If you want to make a small fortune in aviation, start with a large fortune.
The article is mainly drawn from an interview with the founder of Evia Aero; Florian Kruse and these are some of his thoughts.
On Sustainability
This paragraph talks about a truly sustainable aviation company.
First you have to be sure that you can operate as a truly sustainable aviation company,” Evia Aero founder Florian Kruse told FutureFlight. The Bremen-based venture plans to invest in photovoltaic (PV) solar energy plants at the airports it intends to serve to fulfill its commitment to being self-sufficient in green energy, which could include electricity and hydrogen fuel. The next step will be installing the required refueling and recharging facilities.
I’ll agree with that objective, but is it an affordable commitment?
On An Air Operator Certificate
This paragraph talks about an Air Operator Certificate.
Only when these tasks are well advanced, probably in 2024, will Evia Aero secure the air operator certificate it needs to launch commercial scheduled services in Europe. The company has yet to determine whether it will establish an operation from scratch or acquire an existing AOC holder.
Having seen a friend struggle to get an airline going, I wonder, if existing AOC holders will have an advantage in getting fully certified.
Why Not Start A Traditional Airline And Transition To A Green One?
This was Florian Kruse’s answer.
Some people ask us why we don’t just start operating normal [fossil-fuel-burning] aircraft today and then make a transition [to net zero],But we don’t think that works. The only way to be successful in this is to be green with everything from the start.
But by his choice of the Britten-Norman Islander, Florian is taking a conservative route with a proven small airliner, that has been flown into hundreds, if not thousands, of airfields all over Europe and the wider world.
I suspect too, that a lot of experienced Islander pilots from all over the world, will want to add these aircraft to their log book. So recruitment of top quality pilots will not be a problem!
Refuelling And Maintenance
This is said about refuelling and maintenance.
In this regard, Evia Aero’s strategy isn’t based purely on a sustainability agenda. It views the plans for refueling and maintenance as key parts of its revenue stream.
Does this mean, it will be supplying support services to other operators of zero-carbon aircraft?
It should be remembered that the business model of some companies is based heavily on a business aircraft. Will these companies change their philosophy or change the aircraft?
One company that used business jets to sell construction equipment in the past was JCB. Prospective customers would be flown to the UK for demonstrations at their test site near the factory. GEC also used to use their business jet creatively.
The Eviation Alice, which Evia Aero intend to fly, will also be available in a six-seat business configuration.
I can imagine many companies using zero-carbon business aircraft creatively and to send the right message to customers and green activists, who haven’t been friendly in the past.
Thinking about this, as I type, I think that zero-carbon business aircraft could be a significant sector of the zero-carbon aircraft market. It would also appeal to many politicians, royalty, innovative business me and women and the very rich.
In the case of King Charles, I suspect a six-seat Eviation Alice or similar based at Northolt Airport would cost less to run than the Royal Train.
Pricing
This is said on pricing.
It believes (passengers) will pay a premium to access airfields in locations across northern Europe that are not well served by road and rail links.
I’ll go with that, as many years ago, I needed to go to Stavanger for a day or so from Ipswich. So I flew Air Anglia from Norwich in a Bandeirante, rather than go from Heathrow with a change at Oslo.
Backing And Expertise
This is a paragraph from the FutureFlight article.
Evia Aero is not without expertise as it seeks to put these building blocks in place. One of its backers, Energiequelle, is involved in a business that owns and operates PV plants in Finland and Germany. Its leadership team also includes Gerd Weber, CEO of regional airline OLT, and the chair of its advisory board is Axel Trampnau, who previously ran the carrier Germania.
That seems reasonably strong.
If Energiequelle live up the mission statement on their web site, they could be particularly useful.
Hydrogen-Powered Islanders
This is said about their purchase of conversion kits for Islanders to be converted to hydrogen power.
Under current plans, the first aircraft in the Evia Aero flight will be nine-passenger Britten-Norman Islanders under a plan being advanced by Cranfield Aerospace Solutions (CAeS) to convert the piston-powered models to hydrogen propulsion. Evia Aero expects these aircraft to be ready to enter service in 2026 and has agreed to buy 15 of the conversion kits.
The Islander may have flown nearly sixty years ago, but nearly 1300 have been built and they are still being manufactured, so there should be plenty available from conversion and spare parts shouldn’t be a problem.
Cranfield Aerospace Solutions, is a spin-out of Cranfield University and the article says this about an ongoing project between CAeS and Evia Aero.
In 2022, the new airline signed a wider agreement with CAeS covering a provisional order for 10 hydrogen-powered 19-seat aircraft. The companies have not yet determined whether these would be conversions of existing aircraft or a clean-sheet design. Under the UK’s Project Fresson, CAeS is working on plans for new 19- and 75-seat zero-emissions regional airliners.
CAeS look like another serious contender in the zero-carbon airliner market.
Eviation Alice
This is said about the Eviation Alice.
Evia Aero has signed a memorandum of understanding covering provisional orders for 25 of Eviation’s nine-passenger, all-electric Alice aircraft. It expects to add the first of these to its fleet in 2028, a year after the U.S.-based manufacturer now says it aims to complete type certification, initially with the FAA.
Note.
- Alice is running two years behind the Islander.
- Certifying the Islander should be easier as it is an existing airliner.
I could see the earlier delivery and entry into service of the Islander, being used to develop the business.
Range And Routes
This is said about range and routes.
With either of these aircraft, Evia Aero will be launching its services with the equipment providing a modest payload and range. The Cranfield Islanders will be able to fly up to around 200 kilometers (109 nm), while Eviation last year reduced its range projections from 440 to 250 nm, citing the limitations of current battery technology.
Kruse accepts these limitations, while already laying plans to add subsequent 19-seat aircraft to his fleet. He showed FutureFlight route maps for both aircraft including planned destinations extending along the North Sea and Channel coasts from Denmark through Germany and the Benelux countries and into France and the UK.
- The range isn’t that long.
- It is 629 kilometres between Evia Aero’s base at Bremen and Southend.
- Schiphol is closer at 89 kilometres with Groningen at 147 kilometres.
But the interesting one is Heligoland at 139 kilometres.
Heligoland
This Google Map shows the archipelago.
Note.
- Heligoland is the island in the West.
- Düne is the island in the East.
- You can just pick out the characteristic pattern of Heligoland Airport‘s three concrete runways.
Why would anybody want to go to a rock in the North Sea?
This article on the Guardian, which is entitled Heligoland: Germany’s Hidden Gem In The North Sea, gives lots of reasons, including.
- History.
- It is a regular day trip from the German coast by ship.
- It used to be British.
- It could be at the heart of offshore wind developments.
But for German day-trippers, it’s probably the attraction of the island being duty-free.
It could be a nice little earner for an airline based in Bremen and it would be within the range of the Islanders.
A Pattern Of German Islands
This Google Map shows the German corner of the North Sea.
Note.
- The island of Heligoland at the top of the map.
- Bremen in the South-East corner of the map.
- The string of islands along the German and Dutch coasts.
- The red area marks out the most-Easterly island of Wangerooge.
This Google Map shows Wangerooge in detail.
Flugplatz Wangerooge is in the South-East corner of the map.
- It has an 850 metre asphalt runway.
- The island appears to have a sizeable beach.
- The island has a population of around 1200.
The Wikipedia entry for Wangerooge says this about the character of the island.
In order to guarantee a relaxed atmosphere, cars are prohibited on the island. The island can be reached by ship from Harlesiel, or it can be reached by plane via its airfield, regular service being offered from Harlesiel, Bremen, or Hamburg. The ferries leave at different times every day according to the tide. As on most East Frisian Islands, a small narrow gauge railway line, the Wangerooge Island Railway, connects the harbor to the main village.
The Wikipedia entry, for the Wangerooge Island Railway gives a lot of detail about what looks to be a fascinating railway, including this opening paragraph.
The single track Wangerooge Island Railway (Wangerooger Inselbahn) is an unelectrified narrow gauge railway with a track gauge of 1,000 mm (3 ft 3+3⁄8 in) located on the East Frisian island of Wangerooge off the northwestern coast of Germany. It is the most important means of transport on the island and is the only narrow gauge railway operated today by the Deutsche Bahn.
I must visit next time, I go to Hamburg.
Working towards the West the next airfield, I can find is on Langeoog, which is shown in this Google Map.
Flugplatz Langeoog is marked by the blue arrow towards the South-East corner of the map.
Working towards the West the next airfield, I can find is on Nordeney, which is shown on this Google Map.
Flughaven Nordeney is at the bottom of the map.
It has a 1000 metre runway and judging by the planes on the map, it is very busy.
Continuing West brings me to the Eastern end of the island of Juist, which is shown on this Google Map.
Flugplatz Juist is indicated the rightmost blue arrow. This extract from the Wikipedia entry, illustrates the importance of this airfield.
As of 2013, the airfield had up to 500 takeoffs and landings on weekends, the second most aircraft movements in the state of Lower Saxony, after Hannover Airport. The airfield is a critical piece of infrastructure for the island, due to ferry traffic being dependent on the tides.
The airfield was also the first on the East Frisian Islands to have a paved runway
Continuing West brings me to Borkum, which is shown on this Google Map.
Note.
Borkum Airport is in the Eastern half of the map.
- It has a 1000 metre asphalt runway.
- Borkum has a population of around 5000.
On this brief exploration of the German East Frisian Islands, I have been surprised to find five airfields; Borkum, Juist, Langeoog, Nordeney and Wangerooge.
- All seem to have asphalt or concrete runways.
- Were these runways built as part of a plan to improve transport to the islands, as it appears the tides make the ferries a bit variable?
It also appears that the islands are totally or at least partially car-free.
On one island I noticed that the taxis are horse-drawn carriages.
So does this all fit well with the philosophy of Evia Aero of flying zero-carbon aircraft?
I suspect it does.
I also think, that Evia Aero’s thinking has been influenced by recent events in the area, which I talked about in From Groningen To Leer By Train.
- To put it simply, a freighter called the Emsmoon, demolished the Freisenbrücke, which carries the Groningen and Bremen railway over the River Ems.
- Zero-carbon aircraft flying between Groningen and Bremen would be a viable and quicker and more comfortable alternative to the bus I took.
I wonder if Evia Aero are planning a service between Groningen and Bremen.
- Groningen and Bremen is 147 kilometres.
- Islanders can cruise at 240 kph.
- The service could call at the five intermediate airports.
- I would reckon, that the service would take about an hour between Groningen and Bremen.
- The aircraft would be refuelled at Groningen and Bremen.
- I am fairly certain that two planes could run an hourly service.
I also suspect that the ticketing could be run by an app and if there were no passengers wanting to get on or off at an intermediate stop, then the plane would continue to the next stop, which would save fuel. If a passenger missed a plane, there would be only a wait of an hour until the next one.
Get this right and if it proves successful, then extra services could be added, to create a true Turn-Up-And-Go air service.
Landing And Take-Off Performance
This is a paragraph from the FutureFlight article.
Both the Islander and the Alice offer short takeoff and landing performance that will allow them to get in and out via limited runways in small communities. In the case of the Islander, which has been in service for several decades, it will even be able to operate from grass landing strips.
Every little helps.
Islanders can also use sand runways, as they do at Barra.
Refueling The Islanders
This image of the hydrogen-powered Islander was clipped from the Cranfield Aerospace Solutions’ home page.
Consider.
- Many years ago, I had fun with a farmer friend moving a lot of apples in boxes, that were destined for Aspall Cyder with his forklift. The machine was powered by gas in a cylinder strapped horizontally behind the driver.
- We ran out of gas halfway through and it was a simple matter of disconnecting the bottle and connecting another.
- Drop tanks have been used in military aircraft for almost a hundred years.
- Universal Hydrogen refuels its hydrogen-powered aircraft by changing a fuel capsule.
Look at the above picture and note the two green cylinders under the wings.
- Could they be two hydrogen tanks for the aircraft?
- They appear to have some aerodynamic features. Could this reduce drag, but increase lift?
- Could they be cylinders for the hydrogen fuel?
- If they are fuel cylinders, is it possible for one or two people and/or possibly a special truck to easily swap an empty one for a full one?
Fast refuelling would allow the aircraft to work hard.
Connecting To Major Hubs
My proposed East Frisian Islands service, only connects to Groningen and Bremen on the mainland.
- Schiphol and Groningen Airports are only 93 kilometres apart.
- Bremen and Hamburg Airports are only 103 kilometres apart.
After refuelling, flying on without a change of plane to a major hub would be possible.
Channel Hops
This is said about range.
With either of these aircraft, Evia Aero will be launching its services with the equipment providing a modest payload and range. The Cranfield Islanders will be able to fly up to around 200 kilometers (109 nm), while Eviation last year reduced its range projections from 440 to 250 nm, citing the limitations of current battery technology.
The only hops, I can find less than two hundred kilometres are.
- Calais and Manston – 61 kilometres
- Calais and Lydd – 71 kilometres
- Calais and Southend – 111 kilometres
- Le Touquet and Lydd – 69 kilometres
- Le Touquet and Manston – 94 kilometres
- Le Touquet and Southend – 134 kilometres
- Ostend and Manston – 107 kilometres
- Ostend and Lydd – 138 kilometres
- Ostend and Southend – 210 kilometres
- Cherbourg and Southampton – 147 kilometres
Note.
- Manston and Southend are probably the two best British airports, as they have or will have a rail connection.
- Only Le Touquet has a railway station close to the airport on the European side.
I do suspect, that Eurostar could kill channel-hopping, by adding extra services.
Possible Markets
The methodology developed at Bremen, could probably be applied to other services around Europe and the wider world.
This is a paragraph from the FutureFlight article.
Evia Aero, which Kruse said is already in talks with as many as 30 regional airports about possible air services, is also eyeing the Nordic countries, the UK’s islands, and parts of southern Germany as target markets. Norway with its mountainous coastline seems a promising early adopter for short flights in net zero aircraft, not least because the country’s government plans to ban conventional aircraft on domestic routes from 2030.
The low noise of the electric aircraft might make them acceptable, where other aircraft have been rejected in the past.
Conclusion
T think Evia Aero plans are sound, but I do wonder whether the freighter trashing the railway got Florian Kruse and his friends thinking.
Irish Green Hydrogen Could Be Europe’s Cheapest In 2030, Aurora Finds
The title of this post, is the same as that of this article on Renewables Now.
These two paragraphs outline the story.
Ireland could produce the cheapest green hydrogen in Europe by 2030, achieving a levelised cost of EUR 3.50 (USD 3.73) per kg under optimal conditions, Aurora Energy Research said on Tuesday.
This would be 8% below optimal production costs in Spain and 35% below those in Germany, with Ireland’s cost advantage driven by the country’s high wind speeds and rising grid congestion.
Aurora also sees the possibility of exports to Germany before 2030.
Vattenfall Invests In 76-Megawatt Agrivoltaic Project
The title of this post, is the same as that of this media report from Vattenfall.
This is the sub-heading.
Agrivoltaics is the combination of sustainable agriculture and solar power generation on the same agricultural land. Vattenfall has now made a final investment decision for a 76-megawatt solar park Tützpatz in Mecklenburg-Western Pomerania. The project is being set up without state support.
These two paragraphs outline the project.
Photovoltaics is now one of the cheapest technologies among renewable energies, and solar power has a high level of acceptance among the population. However, critics of open space photovoltaics fear that expansion could take place at the expense of agricultural land used for food production. The relatively young technology of agrivoltaics, which can reconcile agricultural use and photovoltaics, can help to resolve this competitive situation.
For the first time, Vattenfall will implement this innovative concept of land use on a commercial scale with partners. The aim of the project in Tützpatz is to combine module types on different mounting systems with suitable agricultural uses over an area of 95 ha, and thus gain further practical experience for future commercial projects of this kind. According to current plans, construction at Tützpatz is scheduled to start in early summer 2023.
Note.
- Tützpatz is a few miles North of Lincoln.
- This project is subsidy-free.
- At Tützpatz, 76 MW is to be installed in 95 hectares, which is an energy density of 0.8 MW per hectare.
- Agrivoltaics have an extensive Wikipedia entry.
I would expect we could use agrivoltaics in quite a few places in Southern England.
Riding On Hydrogen-Powered Buses And Trains
These posts describe my trips on hydrogen-powered buses
Note.
- The first bus starts from Birmingham City Centre.
- The second bus runs between Paddington station and John Lewis in Oxford Street in London.
This post describes my first ride in a hydrogen-powered train.
My First Ride In An Alstom Coradia iLint
This was through the German countryside between Hamburg and Cuxhaven.
Battery Train Pilot Project On Challenging’ Westerwald Routes
The title of this post, is the same as that of this article on Railway Gazette.
It is only a small order for three Mireo Plus B battery-electric multiple-units from Siemens Mobility, but I feel, it is significant that engineers and managers are confident that a battery-electric multiple unit can handle a challenging route.
ITM Signs 200MW Electrolyser Deal
The title of this post, is the same as that of this article on renews.biz.
This is the sub-heading.
Agreements with Linde Engineering will be for installation at RWE’s GET H2 Nukleus project in Germany
These paragraphs outline the deal.
ITM Power has signed two contracts for electrolysers, totalling 200MW, which will be installed in green hydrogen plants in Germany that will be supplied by North Sea offshore wind.
The contracts, both with Linde Engineering, are each for 100MW of PEM electrolysers.
The machines will be installed at two plants operated by RWE in Lingen, Germany.
Note.
- Linde Engineering and ITM Power were preselected by RWE for these orders.
- ITM Power seem to be going through scale-up problems.
But the comments in the article and the orders, surely show that ITM Power is now more likely to recover.
Germany Pinpoints 36.5 GW Of Offshore Wind Areas, Publishes Development Plan
The title of this post is the same as that of this article on offshoreWIND.biz.
This is the sub-heading.
Germany’s Federal Maritime and Hydrographic Agency (BSH) has published a new area development plan for the expansion of offshore wind energy. The plan maps out the build-out of offshore wind by 2030, by when the country is to reach 30 GW of capacity connected to its grid, and sets the stage for further deployment of wind turbines at sea, with the 2035 target of 40 GW estimated to be exceeded.
30 GW of offshore wind by 2030 and 40 GW by 2035 are ambitious targets, but how do we compare?
This news story on the UK Government web site is entitled UK Signs Agreement On Offshore Renewable Energy Cooperation, contains this statement.
The initiative is expected to support the UK’s ambitious targets to increase offshore wind fivefold to 50GW, and deliver 18GW of electricity interconnector capacity – up from 8.4 GW today – by 2030.
I don’t think we compare badly.
Lützerath: German Coal Mine Stand Off Amid Ukraine War Energy Crunch
The title of this post, is the same as that on this article on the BBC.
This is the sub-heading.
From her tiny wooden treehouse, which sways precariously in the winter wind, a young woman watches an enormous mechanical digger tear into the earth below, its jaws edging ever closer to the village which she’s determined to save.
And these two paragraphs outline the protest.
Lützerath, in western Germany, is on the verge – literally – of being swallowed up by the massive coal mine on its doorstep.
Around 200 climate change activists, who are now all that stand in the way of the diggers expanding the Garzweiler opencast mine, have been warned that if they don’t leave by Tuesday they’ll be forcibly evicted.
But this is not about coal or bituminous coal, as we know it in the UK, this mine will produce lignite or brown coal.
Read both Wikipedia entries linked to the previous sentence and you find some choice phrases.
For bituminous coal.
- Within the coal mining industry, this type of coal is known for releasing the largest amounts of firedamp, a dangerous mixture of gases that can cause underground explosions.
- Extraction of bituminous coal demands the highest safety procedures involving attentive gas monitoring, good ventilation and vigilant site management.
- The leading producer is China, with India and the United States a distant second and third.
For lignite.
- It has a carbon content around 25–35%. and is considered the lowest rank of coal due to its relatively low heat content.
- When removed from the ground, it contains a very high amount of moisture which partially explains its low carbon content.
- The combustion of lignite produces less heat for the amount of carbon dioxide and sulfur released than other ranks of coal. As a result, environmental advocates have characterized lignite as the most harmful coal to human health.
- Depending on the source, various toxic heavy metals, including naturally occurring radioactive materials may be present in lignite which are left over in the coal fly ash produced from its combustion, further increasing health risks.
- Lignite’s high moisture content and susceptibility to spontaneous combustion can cause problems in transportation and storage.
I don’t think, that we’ve ever burned lignite in the UK for electricity, as it is just too filthy.
This map shows the mine.
Note.
- The autobahn at the West of the map, is a six-land highway, so gives an idea of the scale.
- The village of Lützerath is towards the bottom of the map in the middle.
- What has been left after the mining, is going to take a lot of restoration.
It almost appears that some of the scenes of devastation, we are seeing in the Ukraine are also happening in Germany due to the frantic search for energy.
A 1960s-Educated Engineer’s Attitude To Coal
I was one of about four-hundred engineers in my year at Liverpool University in the 1960s.
- Quite a few of those engineers were from coal-mining areas and some were children of miners.
- I remember the graduate recruitment fair at the University in 1968, where the representative from the National Coal Board sat there alone, as if he’d got the 1960s version of Covid-19.
- Some went and talked to him, as they felt sorry for him.
- As far as I know, not one of us, went to work for the National Coal Board.
Engineers and other graduates of the 1960s, didn’t feel that coal was the future.
Had Aberfan and the other pit disasters of the era killed coal as a career, amongst my generation of the UK population?
What Should The Germans Do?
It is my view that whatever the Germans do, burning brown coal, should not be on the list. It’s just too polluting.
This article on euronews is entitled Germany And Poland Have A Dirty Big Secret – An Addiction To Brown Coal.
A few years ago, I was in Katowice on Poland and I have never seen such pollution in Europe, since the smogs of the 1950s.
The euronews article says this.
In eastern Germany some members of a little-known group claim they are being ethnically cleansed, not by militia groups, but by the coal mining industry.
Bulldozers have so far destroyed over 130 Sorb villages to make way for the mining of Europe’s dirtiest kind of fossil fuel – brown coal, or lignite as it is also known.
Brown coal mines are open cast and devour vast tracts of land. As well as whole villages farming and wildlife are destroyed.
The Penk family live in the village of Rohne. They feel their whole culture is also being destroyed.
Note that the Sorbs have a Wikipedia entry, which says there are 60,000 Sorbs in Germany.
One thing the Germans are doing is investing in the UK renewable energy industry.
- RWE own or part-own over 7 GW of offshore wind farms in the UK, some of which are under development.
- enBW and BP are developing 3 GW of offshore wind farms in the UK.
- Over twenty offshore wind farms use Siemens Gamesa turbines.
- The NeuConnect interconnector is being built between the Isle of Grain and Wilhelmshaven.
Would it not be better for the physical and mental health of German citizens, if they abandoned their dirty love of brown coal and spent the money in the North Sea?
Brown Seaweed Could Remove 550 Million Tons Of Carbon
The title of this post, is the same as that of this article on the Carbon Herald.
This may seem like a story that has arrived a few months early.
But the report does come from the respect Max Planck Institute for Marine Microbiology.
The research is detailed on this page on their web site, which is entitled Slime For The Climate, Delivered By Brown Algae.
It is introduced by this sub-heading.
In form of fucoidan, brown algae could remove up to 550 million tons of carbon dioxide from the atmosphere every year.
Which is followed by this paragraph.
Brown algae take up large amounts of carbon dioxide from the air and release parts of the carbon contained therein back into the environment in mucous form. This mucus is hard to break down for other ocean inhabitants, thus the carbon is removed from the atmosphere for a long time, as researchers at the Max Planck Institute for Marine Microbiology in Bremen now show. They reveal that the algal mucus called fucoidan is particularly responsible for this carbon removal and estimate that brown algae could thus remove up to 550 million tons of carbon dioxide from the air every year – almost the amount of Germany’s entire annual greenhouse gas emissions.
Note that fucoidan has a Wikipedia entry.
The page says this about brown algae.
Brown algae are true wonder plants when it comes to absorbing carbon dioxide from the air.
It does seem to me that the Germans are on to something.
The Anonymous Widower 