AVZ Discussion 2022

[JAG]

 

[JAG]

 

[JAG]

 

[Samus]

It's Franck


#RDC : “There are a lot of mines that were taken for free, there are people who had taken mines quite simply because #Gecamine owed them a bag of flour. That the State recovers the mining assets close to #Dangertler is a good thing”: Franc Fwamba.

 

[antimatter]

Anyone other than me half expecting AJN to be granted a licence for Nth CDL ?

No... You are probably the only one.

 

[Frank]

there you have it!

#RDC : Faced with young people, Félix Tshisekedi defends his ministers who, according to him, are not corrupt. “Bring me proof of their corruption and they will no longer be part of the government”

*Fyi, Talking about Proof of Corruption, I see where our mate Jules has been busy Digging up the Dirt as far back as 2011 atm

After its investigation at Sodimico, the IGF finds an embezzlement of 14 million dollars in 2011

The General Inspectorate of Finance unveiled this Wednesday, November 30, its report on the investigation into the management of mining assets in the DRC by the public company Sodimico S.A (Société de développement industrielle et minier du Congo).

At the end of its investigation, the IGF made the general findings according to which the Congolese State had embezzled nearly 14.6 million US dollars from the doorsteps of the company Sodimico S.A. in 2011.

According to the report unveiled by the IGF, “The arbitrarily fixed doorsteps of USD 30,000,000 were to be divided equally between the government of the Republic and Sodimico S.A.

The entire amount was transferred to the government's account. which only retroceded to Sodimico S.A USD 400,000.”

In addition, the IGF believes that the fixing of the amount of the doorsteps in the Sodifor joint venture at 30 million US dollars by the Minister of Mines at the time was arbitrary and without objective basis.

In addition, the IGF reveals that the sale of the shares of Sodimico S.A. within the Sodifor Joint Venture was made without evaluation and without valid reason and underlines that the responsibility of the current management is engaged for this sale of assets.

“According to the declarations of Sodimico S.A, on March 28, 2011, by a contract imposed by the Minister of Mines, Sodimico S.A was forced to sell at USD 30,000,000 its shares held in the Sodifor joint venture to wealthy subsidiaries (Sandro Resources Limited and Garetto Holdings
Limited).

The responsibility of the current management is engaged for having signed the deed of transfer.” can we read in this report, a copy of which was sent to Media Congo Press.

Remember that Sodimico is a mining company, like Gecamines S.A. based in Haut Katanga, which manages part of the Congolese mining assets.


mediacongo

 

[Frank]

From December 2 to 3 at the Hotel Memling: Held the 6th edition of the energy conference

The 6th edition of the Energy Conference (DRC NRJ6) will be held from December 2 to 3, 2022 at the Memling Hotel in Kinshasa.

These meetings, which will take the form of a round table, are intended to encourage participants to enrich discussions on the way in which the private sector can contribute to meeting the strong demand for energy (social and industrial) for the development of ground floor.

Through these meetings, the organizers and the stakeholders, in particular the members of the government of the Republic, the Regulator of the energy sector, the establishments, the agencies and the public companies, the financial institutions and the development partners, want meet the needs of local energy producers, so as to offer them a concerted solution and support in the process of developing their projects, in order to increase the supply of energy production in the DRC.

Each in his sector, will take part in these meetings to give direct answers to the needs and problems of the private energy sector, and to propose concrete solutions for the increase in energy production. Those round tables will be organized.

The first will focus on the theme "Energy & Mines" (energy projects and infrastructure); while the second will focus on "innovative partnerships" in terms of research and innovation, such as the exploitation of lithium in the energy transition as well as new ambitious initiatives, such as solutions in energy exploitation as well as new ambitious initiatives , in particular solutions in the exploitation of solar energy and mini-grids.

Among the speakers, there will be Mr. Ben Munanga, Chairman of the Board of Directors of KAMOA COPPER (He will give an overview of the initiatives developed by private operators in the energy sector since the promulgation of the 2014 Law and the liberalization of the sector); Mr. Fabrice Lusinde, Managing Director of SNEL (He will present the initiatives developed by SNEL in the sector); Mr. Willy Mulamba, Director at CITIGROUP CONGO (He will present the financing mechanisms for energy projects in the DRC; Mr. Rémi Fortané, Infrastructure & Renewable Energies expert at ENABEL (He will present a practical case on the process of rehabilitating the Tshopo hydroelectric power station).

Also present will be: Mrs. Eve Bazaiba, Deputy Prime Minister, Minister of the Environment and Sustainable Development; Mr. Christian Mwando, Minister of State for Planning; Mr. Eustache Muhanzi, Minister of State for Small and Medium Enterprises; Mr. Ncolas Kazadi, Minister of Finance; Mr. Julien Paluku, Minister of Industry; Mr. Jean Lucien Bussa, Minister of Foreign Trade and Mrs. Antoinette N'Samba, Minister of Mines.

The program includes a word of welcome from Mr. Éric Monga, President of the National Energy Commission of the FEC (Federation of Congolese Enterprises) and host of these meetings, followed by an introduction by the Minister of Hydraulic Resources and Electricity, Mr. Olivier Mwenze.

The closing will be done by a panel of ministers who will comment on the resolutions resulting from the parallel round tables.

These resolutions and recommendations resulting from the parallel round tables which will take place on the first day, i.e. December 02, will allow the conference to develop the first draft of the roadmap which will be presented on the second day, i.e. December 03, and this, before the holding of the panel of ministers.

mediacongo


Ahh, Hello DRC !!! Yeah, that's it, over here, remember us and our little Hydro Power source sitting there ready to refurb ffs

 

[Frank]

View attachment 23390

Bradage des actifs miniers de la COMINIERE : Jules Alingete accable Adèle Kanyinda et les dirigeants de cette entreprise

Un vrai scandale ! Un rapport de l’Inspection générale des finances (IGF), daté 30 novembre 2022, dont Exclusif s’est procuré une copie, met à nu le bradage planifié des actifs miniers de l

exclusifrdc.com

Sale of the mining assets of COMINIERE: The IGF overwhelms Adèle Kayinda and the leaders of this company

A real scandal! A report from the General Inspectorate of Finance (IGF), dated November 30, 2022, of which Exclusif obtained a copy, exposes the planned sell-off of the mining assets of Congolaise de l'Exploitation Miniere (COMINIERE S.A), by its management team with the involvement of the Ministry of Portfolio.

Of the 40 mining titles from which COMINIERE has benefited since its creation, 37 titles have already been sold to various private partners and 1 title is leased to CHEMAF.

According to the IGF, “Among the 37 mining titles sold, 6 mining titles relating to LITHIUM deposits were sold in a joint venture called DATHCOM MINING with Australian and Chinese private parties.

When DATHCOM MINING was created, the shares were distributed as follows despite the fact that it was COMINIERE S.A which provided the LITHIUM deposits and other minerals while DATHOMIR was to provide the financing: 70% DATHOMIR MINING SARL; 30% COMINIERE S.A.”

The IGF recalls that the corporate purpose of La COMINIERE S.A as defined in its statutes is "to carry out all study, prospecting, research and mining operations for cassiterite, coltan, tin, etc. . ".

In practice, none of everything described is done.

To such an extent that a practice has been instituted at the General Management of COMINIERE SA (in violation of its articles of association), that of simple activities of acquiring holdings in mixed companies by means of definitive and irrevocable transfers of mining titles, against minority stakes of a maximum of 30% in the share capital of these Joint-ventures and 70% of stakes allocated to the other partners, although having presented no financial guarantee.

“It is a real sale of the mining heritage of the State. The External Partners now own, definitively and irrevocably, more than 90% of the mining assets of COMINIERE S.A.”, denounces the General Inspectorate of Finance.

According to this IGF report, “there has been observed abusive, systematic and irrational transfers of mining rights from the Congolese State without any prior assessment, against a maximum of 30% of shares in the Joint Ventures.

Transfers to which the General Management of COMINIERE S.A justifies by the lack of financial means including State subsidies as well as by the need for their survival.

This by explaining that even if the mining code enshrines the final and irrevocable transfer of mining titles in its chapter II, articles 182 to 185, the final and irrevocable transfers of mining perimeters not preceded by a prior assessment are acts of selling off which do not can be justified by the absence of state subsidies and even less by the need for survival. »

It is explained that in the absence of means of valuation of the mining titles before their contribution in the Joint-Ventures, a final and irrevocable transfer accompanied by a clause of redistribution of shares in the event of evaluation of the mining titles can be legally justified, which is not the case of the General Management of COMINIERE S.A which institutes definitive and irrevocable transfers of the non-valued mining perimeters without any precaution.

Still according to the IGF, the COMINIERE mining rights transfer policy is motivated by the survival and not the enrichment of the State.

"The investigations of the Control Team led to a contradictory observation of the absence of economic, financial and social repercussions of this policy of definitive and irrevocable transfers of the mining rights of the State on the enrichment of the Congolese State, and that COMINIERE S.A is content to take care of the survival and not the enrichment of the Congolese State, owner of the mining resources”, indicates the control team of the IGF.

That's not all.

Worse still, "the Exploration Permits are transferred to the partners without payment of the transfer price in favor of COMINIERE S.A, without any reaction from the Managing Director of COMINIERE S.A, despite the fact that the transfer contract clearly provides for the payment of a sale price".

The company DATHCOM Mining S.A was initially created in partnership with the company DATHOMIR Mining Resources on October 17, 2016.

Its fallacious promises of financing had earned the latter the allocation of 70% of shares while COMINIERE S.A which sold definitively and irrevocably mining titles was content with 30% of the shares.

No proof of funding guarantee provided by its partner was provided to the control team.

As if the 70% were not enough to mobilize financing, DATHOMIR Mining Resources was awarded an additional 5% of the shares of COMINIERE SA in reason that a sister company of DATHOMIR would have done the MANONO – PWETO route without being paid by the Congolese State. COMTNIERE S.A only kept 25%.

Involvement of the Ministry of Portfolio

For the IGF, “all these violations were authorized by the Ministry of Portfolio”. Clearly, the responsibility of the management of COMINIERE S.A as well as that of Minister Adèle Kanyinda, even if the IGF does not mention the latter by name.

15% of the shares of COMINIERE S.A in DATHCOM Mining sold at a low price to ZIJIN Mining.

“While the final feasibility study of the Lithium deposit project had communicated its results according to which the 100% of the shares of DATHCOM were worth USD 1,028,000,000 and that the 15% of the shares of COMINIERE already represented USD 154,200,000 , these (15% of the shares) were sold to ZIJIN Mining for the derisory amount of USD 33,440,000, thus causing a shortfall of USD 120,760,000.

As unlikely as it may seem, none of these USD 33,440,000 was allocated to the operation of COMINIERE S.A.

The coffers of the company are already ringing hollow to this day.

In this sale of the mining assets of COMINIERE, in addition to its CEO and the Minister of Portfolio who had given all these authorizations, are also involved the CEO of CAMI and a Special Advisor.

Vultures.

mediacongo

 

[Bin59]

 

[CashKing]

Your pots are safe today @Cashcity

Still soft as mate, off ocean reef in 8m drop off ledge to 10 ATM? A mate dove down super super soft like jelly still, won’t be far off but a few weeks away IMO, it’s definitely Imminent

GLTAH

 

[cruiser51]

Something completely different than corruption:

What is SABERS?​

Created by various research centers at NASA, Argonne National Laboratory, Pacific Northwest National Laboratory, and Georgia Tech University using large supercomputers to simulate its physical properties, SABERS is an "all solid state" battery organized into cells packed inside a bipolar battery design.

Scheme of the solid battery developed by NASA.
Each cell is made up of three layers. The anode is lithium metal , not lithium ion, like the current ones. The cathode is a combination of sulfur and selenium , the particles of which are arranged in a graphene mesh invented and patented by NASA. Between the two is the electrolyte, which is a totally solid combination of materials , as opposed to the liquid electrolyte which makes today's batteries highly flammable and explosive.

The result of this combination, they claim, is a battery that is neither flammable nor exploding , and can operate even when damaged in an impact. Its temperature, they say, does not exceed 150 degrees Celsius at maximum consumption power: the researchers say they have tested it under "different pressures and temperatures, and have found that it can operate at temperatures almost twice as warm as lithium-ion batteries." lithium, without so much refrigeration technology”, which makes them much more compact, scalable and lighter than liquid ones.

NASA researchers John Connell and Yi Lin checking the cathode performance level of the SABERS battery. (POT)
In other words, according to NASA, the battery exceeds all the minimum requirements for energy density, power, size, scalability and safety necessary for aeronautical applications. For road vehicles, its specifications radically exceed current ones.

A panacea?​

Solid batteries have been in development for a long time around the world, but have hit multiple pitfalls that have prevented them from delivering on their promise until now. In fact, Hiroaki Koda — CEO of Prime Planet, the Panasonic and Toyota joint venture to make conventional lithium batteries — said a few days ago that solid-state batteries won't be ready for a long time . According to Koda, liquid-based lithium-ion batteries will still dominate the market for at least the next ten years.

China dominates the market for cobalt (pictured) and lithium, the new 'white gold' that will be finished by 2050, according to scientists' estimates.
The problem is that current lithium batteries are highly flammable , have limited autonomy , their energy density is very low and also take so long to charge that they are almost impractical for long journeys compared to the internal combustion car. To this is added the problem of the shortage of lithium — which leads us to a future 'oil crisis', this time of the precious metal, and a new world order controlled by China — the transfer of pollution from the rich countries to the most vulnerable, and slavery and child exploitation in the mineslithium and cobalt in third world countries.

NASA's solid state battery solves these problems to a large extent — those that have to do with its technical characteristics — but not others, because they continue to use lithium and other rare metals, such as selenium. But the truth is that the space agency seems to have managed to overcome the difficulties that other teams have faced. His announcement seems unusually optimistic for an organization that is known for its conservatism when it comes to making communications about its discoveries. Now, they say, the NASA teams that are working on electric planes are going to test them in real aircraft like the X-57 Maxwell and SUSAN .. Let's hope that this seemingly wild optimism will soon become a commercial reality.

 

[cruiser51]

Something completely different than corruption:

What is SABERS?​

Created by various research centers at NASA, Argonne National Laboratory, Pacific Northwest National Laboratory, and Georgia Tech University using large supercomputers to simulate its physical properties, SABERS is an "all solid state" battery organized into cells packed inside a bipolar battery design.

Scheme of the solid battery developed by NASA.
Each cell is made up of three layers. The anode is lithium metal , not lithium ion, like the current ones. The cathode is a combination of sulfur and selenium , the particles of which are arranged in a graphene mesh invented and patented by NASA. Between the two is the electrolyte, which is a totally solid combination of materials , as opposed to the liquid electrolyte which makes today's batteries highly flammable and explosive.

The result of this combination, they claim, is a battery that is neither flammable nor exploding , and can operate even when damaged in an impact. Its temperature, they say, does not exceed 150 degrees Celsius at maximum consumption power: the researchers say they have tested it under "different pressures and temperatures, and have found that it can operate at temperatures almost twice as warm as lithium-ion batteries." lithium, without so much refrigeration technology”, which makes them much more compact, scalable and lighter than liquid ones.

NASA researchers John Connell and Yi Lin checking the cathode performance level of the SABERS battery. (POT)
In other words, according to NASA, the battery exceeds all the minimum requirements for energy density, power, size, scalability and safety necessary for aeronautical applications. For road vehicles, its specifications radically exceed current ones.

A panacea?​

Solid batteries have been in development for a long time around the world, but have hit multiple pitfalls that have prevented them from delivering on their promise until now. In fact, Hiroaki Koda — CEO of Prime Planet, the Panasonic and Toyota joint venture to make conventional lithium batteries — said a few days ago that solid-state batteries won't be ready for a long time . According to Koda, liquid-based lithium-ion batteries will still dominate the market for at least the next ten years.

China dominates the market for cobalt (pictured) and lithium, the new 'white gold' that will be finished by 2050, according to scientists' estimates.
The problem is that current lithium batteries are highly flammable , have limited autonomy , their energy density is very low and also take so long to charge that they are almost impractical for long journeys compared to the internal combustion car. To this is added the problem of the shortage of lithium — which leads us to a future 'oil crisis', this time of the precious metal, and a new world order controlled by China — the transfer of pollution from the rich countries to the most vulnerable, and slavery and child exploitation in the mineslithium and cobalt in third world countries.

NASA's solid state battery solves these problems to a large extent — those that have to do with its technical characteristics — but not others, because they continue to use lithium and other rare metals, such as selenium. But the truth is that the space agency seems to have managed to overcome the difficulties that other teams have faced. His announcement seems unusually optimistic for an organization that is known for its conservatism when it comes to making communications about its discoveries. Now, they say, the NASA teams that are working on electric planes are going to test them in real aircraft like the X-57 Maxwell and SUSAN .. Let's hope that this seemingly wild optimism will soon become a commercial reality.

Btw a 100 kWh battery at a density of 500 Wh/kg would be 200 kg.

Average Weight Of Electric Car Batteries​

Here are the weight of various electric car batteries:

Tesla​

Electric cars are becoming increasingly popular, and Tesla is leading the charge. Tesla electric car batteries are some of the most advanced and powerful on the market.
The average weight of a Tesla electric car battery is about 1,200 pounds. The battery is also where most of the car’s weight is concentrated. For example, the Model Y (4,416 pounds) has a larger battery than the Model S (1,200 pounds).
The weight of a Tesla electric car battery is a crucial consideration for range and performance. Despite the challenges posed by their weight, Tesla electric car batteries are some of the most advanced and powerful on the market. If you’re considering an electric car, Tesla should be on your radar.
See Also: How Long Can A Tesla Keep You Warm: Can It Hold A Charge?

Toyota Prius​

The Toyota Prius electric car battery is one of the essential parts of the vehicle. It provides power to the electric motors and helps to keep the car running smoothly. However, there has been some controversy surrounding the average weight of these batteries.

Toyota Prius electric car batteries have an average weight of 118 pounds. The weight of the battery will depend on the model and year of the car. Some older models may have a lighter battery, while newer models may be slightly heavier. The average weight is not much different from the weight of a regular gasoline car.
So, if you’re looking for an electric car that is lightweight and easy to handle, the Toyota Prius is a good choice.

Nissan Leaf​

The average weight of a Nissan Leaf electric car battery is about 668 pounds. The batteries weight is evenly distributed, so it’s not the heaviest component. The engine and transmission are heavier. Still, the battery pack significantly affects the car’s overall weight.
This weight doesn’t include the battery cells themselves, which are what store the energy. The cells are usually housed in a big metal case to protect them. This casing adds some weight, but not as much as the actual cells.
The weight of the battery pack is one of the reasons why electric cars are so much heavier than traditional gasoline-powered vehicles. It’s also one of the reasons why they have such a significant impact on the environment.

Average EV Battery Size​

As battery technology continues improving, we expect the average EV battery size to increase. This is good news for EV owners, as larger batteries mean longer ranges and more efficient vehicles.

As technology improves, the average EV battery size has increased over the past few years. The Tesla Model S, for example, has a 103 kWh battery. The Chevrolet Bolt EV has a 60 kWh battery. And the Nissan Leaf has a 40 kWh battery. There are a variety of factors that contribute to the size of an EV’s battery, including:

Range​

The size of an EV’s battery affects range in a few ways. First, a larger battery will hold more energy and thus allow the car to travel further on a single charge. Second, a larger battery will weigh more, decreasing the car’s overall efficiency and reducing range. Finally, a larger battery may be more expensive to purchase.

Efficiency​

Yes, efficiency is also affected by the size of an EV battery. The most efficient EVs on the market today have smaller batteries than their less efficient counterparts. It’s because they use less energy overall. The efficiency is typically around 90% for EVs, which is very good compared to other types of power plants like petrol or diesel generators (which are only about 30% efficient).

Weight​

The weight of an EV has no bearing on the size of its battery. The battery is used to power the electric motors, not the wheels. The weight of an EV does, however, affect the range. Heavier EVs will use more energy to move and have a shorter range. It is why it’s essential to consider the weight of an EV when choosing one for your needs.

Reasons Why Electric Cars Batteries Are So Heavy​

The weight of electric car batteries is often cited as a pivotal drawback to their widespread adoption. After all, the average car battery weighs around 1,000 pounds – that’s a lot of extra weight to lug around. But there are some excellent reasons why electric car batteries are so heavy. Here are just a few:

Metal Armor Around The Battery​

As the world moves towards electric cars, one of the critical considerations is the safety of the batteries that power them. There have been several high-profile incidents of fires in electric cars, and so there is a lot of interest in making sure that the batteries are as safe as possible.
One way to improve battery safety is to use metal armor around the battery. This can help to contain any fires that might occur and prevent the spread of fire to other parts of the car.
There are some drawbacks to using metal armor, however. It can be expensive, and it can add weight to the car. It also needs to be regularly inspected and maintained to ensure it is in good condition. Despite these drawbacks, metal armor is an important safety measure for electric cars and likely to become more common.

Amounts Of Lithium-Ion​

Electric cars are becoming increasingly popular as people look for more environmentally friendly ways to get around. Lithium-ion batteries are a key component of these vehicles, and the amount of lithium-ion in the battery can greatly impact performance.
The average electric car battery contains approximately 17 pounds of lithium. For instance, a Tesla car which has a battery capacity of 70kWh, contains 138 pounds of lithium.
Lithium-ion batteries are the most common type of battery used in electric vehicles. Lithium ions move from the positive to the negative electrode when the battery is charging. When the battery is discharging, the process is reversed.

Long Lasting Battery Requirement​

Many electronic devices require long-lasting batteries to function properly. The average lifespan of a battery is only about two to three years, which can be a problem for devices that are used regularly. Batteries may be made with hazardous materials, such as lead and mercury,which can pose environmental threats if not disposed of properly.
Some ways to prolong battery life include not overcharging the battery, using energy-saving features, and recycling old batteries. Some tips to reduce battery usage include turning off unnecessary features, reducing screen brightness, and disabling vibrate mode.
It is important to recycle batteries properly to reduce environmental contamination. If you are using a device that requires batteries, it is essential to be aware of how to properly care for the battery to prolong its life and reduce environmental impact.

To Hit Mileage Range​

To hit a mileage range of a battery means to travel a certain distance on a single charge.The term is often used about electric vehicles but can also apply to other battery-powered vehicles like motorcycles and scooters.
There are a few different factors that can affect how far you can travel on a single charge.

• The most crucial factor is the size of the battery. A larger battery will have a higher capacity and will be able to power the vehicle for a longer distance.
• The type of battery also makes a difference. Lithium-ion batteries are more efficient than lead-acid batteries and will allow you to travel further on a single charge.
• The way you drive also has an impact on the range of the battery. Accelerating quickly, driving at high speeds, and using features like air conditioning and heated seats will drain the battery faster.
• The terrain you are driving on also makes a difference. Driving on flat roads uses less energy than driving up hills.
• The weather can also affect the range of the battery. Cold weather drains batteries faster than warm weather.

What Is The Average Weight Of A Car Battery?​

There is no definitive answer to this question, as the average weight of a car battery can vary depending on the make and model of the vehicle. However, most car batteries weigh between 40 to 60 pounds. Some factors that can affect the weight of a car battery include the size of the battery and the number of cells it contains.
While the average weight of a car battery is relatively consistent, there can be some variation depending on the specific make and model of the vehicle. For instance, a smaller car like a Honda Civic may have a lighter battery than a larger SUV like a Ford Explorer. However, the difference in weight is usually only a few pounds.
Car batteries are generally not very heavy and are easily managed by most people. However, it is always important to check your vehicle’s owner’s manual to see the specific weight of the battery for your make and model. This information can be helpful if you ever need to replace the battery or consider upgrading to a lighter-weight battery.
Check Out How Much Does A Car Battery Weigh?:

Where Can You See How Much Your Electric Car’s Battery Weigh?​

If you want to know how much your electric car’s battery weighs, the best place to look is on the car’s specification sheet. The specification sheet is a document that lists all of the car’s technical specifications, including the weight of the battery. You can usually find the specification sheet on the car manufacturer’s website.

If you can’t find the specification sheet, or if you want to check the battery’s weight before buying the car, you can also search for the car’s make and model online. Several websites list the weights of different car models, so you should be able to find the weight of your desired car easily.
Knowing the weight of your electric car’s battery is essential for understanding the car’s range and performance. You can find this information on the car’s specification sheet or by searching for the make and model online. Use this information to calculate the range of your electric car.

How Heavy Is A Hybrid Car Battery?​

The battery in a hybrid car is an essential component. It not only powers the electric motor but also helps to store energy that you can use to help the car’s gasoline engine run more efficiently.
A typical hybrid car battery weighs 118 pounds. The weight of the battery will vary depending on the make and model of the hybrid car. Some factors that can affect the weight of the battery include the size of the battery pack, the number of cells in the pack, and the type of cells used.
Key Takeaway: Generally, the larger the battery pack, the heavier it will be. The number of cells in the pack can also affect the weight of the battery. Of course, the weight of a hybrid car battery is just one factor to consider when it comes to fuel economy and emissions. The size and type of battery used can also impact these things.

FAQs​

How Much Does A Tesla Battery Weigh?​

Tesla batteries weigh over 1,000 pounds, varying in different models. That’s a lot of weight, but it’s worth it for their range and power. Tesla batteries are some of the most advanced and powerful batteries.

Do Electric Cars Need Oil Changes?​

No, electric cars do not need oil changes! This is because electric cars have no engine and, therefore, no oil. No moving parts in an electric car require lubrication, so there is no need to change the oil.

How Many Miles Does An Electric Car Last?​

The average electric car can travel 150 or 375 miles on a single charge, depending on the battery pack. However, several factors can affect this number, including the car’s type, the battery’s size, and how the car is driven.

Can Lithium Be Recycled?​

Yes, lithium can be recycled. Recycling is the only way to keep up with the demand for this increasingly popular element. Lithium-ion batteries are used in everything from cell phones to laptops to electric cars, and as the demand for these products grows, so does the need for recycled lithium.

Final Considerations​

In conclusion, the weight of an EV battery is an essential consideration for both consumers and manufacturers. Heavier batteries tend to be more expensive and may decrease the range of the vehicle. However, lighter batteries may not provide enough power to run the vehicle. The ideal weight for an EV battery depends on the specific needs of the consumer and the manufacturer.

 

[Bin59]

 

[Bin59]

Recommendation - #3 is the request for immediate release of exploitation permit to dathcom & bullet #5 sanctions for arrested #CAMI leaders.

 

[Charbella]

Julien Paluku: "Whether in Manono, Tanganyika or Lualaba, the population will benefit from the lithium mining fee"

 

[Fletch77]

We could fly him in for a $5 boats and hoes party as the honorary speaker then it's not a bribe. Wouldn't want to culture shock him at the $2 tranny party.

Dan I already have the Boats ‘N Hoes party T-Shirts sorted.. the Mrs likes using mine as a nighty

 

[Bin59]

Julien Paluku: "Whether in Manono, Tanganyika or Lualaba, the population will benefit from the lithium mining fee"

Julien Paluku: "Whether in Manono, Tanganyika or Lualaba, the population will benefit from the lithium mining fee"​

La Rédaction
December 2, 2022By

Speaking on Thursday, November 1, 2022 on the antennas of Top Congo FM radio, the Congolese Minister of Industry, Julien Paluku said that "around the battery industry, we need an ecosystem of roads, infrastructure, transport and ports". That is why he supports the idea of creating the first electric battery plants in the Economic Special Zones ecosystem.​

Minister Julien Paluku's media release is worth a clarification compared to the many complaints expressed by some community leaders in the city of Manono.

"This major precision aims to reassure the population of Manono, who say they are neglected in the file of creating electric battery plants in the Democratic Republic of Congo (DRC)," he said.

Indeed, Manono civil society has risen to the niche against the
decision of the Minister of Industry to set up a lithium-based battery manufacturing plant in Lubumbashi, the capital of Haut-Katanga, while
Lithium extraction activities will be held in Manono, Tanganyika.

For actors in the civil society of Tanganyika, the Manono lithium battery plant should be established in Tanganyika and not elsewhere. They believe that establishing this company in Lubumbashi will not contribute to the local (of Manono) development and that there will be no palpable impact of this deposit on the lifestyle of the Manono population.

In response, Julien Paluku explained the reasons that led to this decision.

"We are on the construction site of the Manono Special Economic Zone, which is the lithium bastion. To the question why not transform in Manono? I would answer that we must already start with what we have. We will not wait until we have an adequate ecosystem to start because the demand is high. We start where there is a favorable ecosystem to allow us to meet the high demand we have, increase our budget and allow us to attract other investors to the places now of production, i.e. Manono, "he said to ease any tension.

Julien Paluku also noted that energy transformation companies of the latest generations of electric batteries will be done anywhere because we will not have the only factory with a demand for 500 million electric vaults.

"For the moment, a single factory in Manono will not be able to meet global needs on its own. We therefore need to set up factories in Manono, Haut-Lomami, Tanganyika and Lualaba, "said Julien Paluku.

It should be noted that it is not only lithium that is part of batteries for electric cars. Cobalt, manganese and nickel must also be combined with this ore.

"We want to reassure ourselves that the basis of the value chain is the DRC so as not to be subject to external pressure," insisted Julien Paluku.

He added: "I am reassured that we will set up factories in Manono after Haut-Katanga. We start with the precursors in Katanga but for the electric cars themselves, maybe it will take place in Manono or elsewhere. For now, we give value to manganese, nickel to offtakers, i.e. buyers who need these elements as raw materials in the manufacture of electric batteries because in the first phase we will not yet produce electric cars in the DRC, we will produce the precursors. It is only after this stage that we will have set up a well-established general ecosystem that we will be able to produce electric batteries, "reassured the boss of the Congolese Industry.

In addition, Minister Julien Paluku considered that the Mining Code has already responded to this kind of concern.

"At Manono mining if it is lithium, know that 50% of the mining fee will remain in the province because of 15% due to local territorial entities where lithium is extracted; 10% to the province. The remaining 25% will be used to solve the economic problems of the province. 10% will be paid to the Mining Fund for future generations who have the role once again to finance projects in the entity where the ore is extracted, "he said.

It should be noted that the ton of lithium is $71,000 on the market. If the country manages to exploit 50 tons of lithium of this value. On this figure, if we take 10%, there is enough to build roads, railways and hydroelectric plants in this province. The value chain therefore begins with this extraction," he hammered.

Through his remarks, the Minister of Industry wishes to reassure the people of Manono that they will indeed benefit from the benefits of lithium extraction in this country.

Nadine FULA

 

[Bonsoir]

Julien Paluku: "Whether in Manono, Tanganyika or Lualaba, the population will benefit from the lithium mining fee"​

La Rédaction
December 2, 2022By

Speaking on Thursday, November 1, 2022 on the antennas of Top Congo FM radio, the Congolese Minister of Industry, Julien Paluku said that "around the battery industry, we need an ecosystem of roads, infrastructure, transport and ports". That is why he supports the idea of creating the first electric battery plants in the Economic Special Zones ecosystem.​

Minister Julien Paluku's media release is worth a clarification compared to the many complaints expressed by some community leaders in the city of Manono.

"This major precision aims to reassure the population of Manono, who say they are neglected in the file of creating electric battery plants in the Democratic Republic of Congo (DRC)," he said.

Indeed, Manono civil society has risen to the niche against the
decision of the Minister of Industry to set up a lithium-based battery manufacturing plant in Lubumbashi, the capital of Haut-Katanga, while
Lithium extraction activities will be held in Manono, Tanganyika.

For actors in the civil society of Tanganyika, the Manono lithium battery plant should be established in Tanganyika and not elsewhere. They believe that establishing this company in Lubumbashi will not contribute to the local (of Manono) development and that there will be no palpable impact of this deposit on the lifestyle of the Manono population.

In response, Julien Paluku explained the reasons that led to this decision.

"We are on the construction site of the Manono Special Economic Zone, which is the lithium bastion. To the question why not transform in Manono? I would answer that we must already start with what we have. We will not wait until we have an adequate ecosystem to start because the demand is high. We start where there is a favorable ecosystem to allow us to meet the high demand we have, increase our budget and allow us to attract other investors to the places now of production, i.e. Manono, "he said to ease any tension.

Julien Paluku also noted that energy transformation companies of the latest generations of electric batteries will be done anywhere because we will not have the only factory with a demand for 500 million electric vaults.

"For the moment, a single factory in Manono will not be able to meet global needs on its own. We therefore need to set up factories in Manono, Haut-Lomami, Tanganyika and Lualaba, "said Julien Paluku.

It should be noted that it is not only lithium that is part of batteries for electric cars. Cobalt, manganese and nickel must also be combined with this ore.

"We want to reassure ourselves that the basis of the value chain is the DRC so as not to be subject to external pressure," insisted Julien Paluku.

He added: "I am reassured that we will set up factories in Manono after Haut-Katanga. We start with the precursors in Katanga but for the electric cars themselves, maybe it will take place in Manono or elsewhere. For now, we give value to manganese, nickel to offtakers, i.e. buyers who need these elements as raw materials in the manufacture of electric batteries because in the first phase we will not yet produce electric cars in the DRC, we will produce the precursors. It is only after this stage that we will have set up a well-established general ecosystem that we will be able to produce electric batteries, "reassured the boss of the Congolese Industry.

In addition, Minister Julien Paluku considered that the Mining Code has already responded to this kind of concern.

"At Manono mining if it is lithium, know that 50% of the mining fee will remain in the province because of 15% due to local territorial entities where lithium is extracted; 10% to the province. The remaining 25% will be used to solve the economic problems of the province. 10% will be paid to the Mining Fund for future generations who have the role once again to finance projects in the entity where the ore is extracted, "he said.

It should be noted that the ton of lithium is $71,000 on the market. If the country manages to exploit 50 tons of lithium of this value. On this figure, if we take 10%, there is enough to build roads, railways and hydroelectric plants in this province. The value chain therefore begins with this extraction," he hammered.

Through his remarks, the Minister of Industry wishes to reassure the people of Manono that they will indeed benefit from the benefits of lithium extraction in this country.

Nadine FULA

Seriously these jokers talk more than my mother in law.

 

[JAG]

 

[Samus]