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cosors

👀
Geez i’m enjoying the news from Germany.. you’re a bloody champion Cosors
Just a snippet but a big deal for me personally.
I have been listening to this station every day since the pandemic began. It's not just one radio station but several with a huge program on all the topics that concern around the world. I went for a walk as usual and suddenly stopped rooted to the ground and have rewinded several times so amazed I was. In fact the DLF mentions the trade problems with China and talks directly about a graphite deposit found in Sweden that is supposed to contribute to Europe's independence with raw materials. As mentioned I have wondered over the years how the German media is passing by this resource. Now it went off after the Reuters article.
So yes, the contribution in the DLF is a big deal for me even if only a mention. But it shows that we are becoming more and more an issue for Europe. Here is this station like an institution with its reports or all kind of contributions and all the other program and as the name indicates it is a public station financed by 'taxpayers' money. It's a corporation under public law.
 
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Not TLG related but my my my hasn't Graphite raised it's profile quite a lot now.................

I give you Senator Lisa Murkwoski (R) Alaska.................


For Australians it reminds me of when Scomo brought a great big lump of coal into the Parliament and scolded the Opposition parties for being so scared of it

 
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cosors

👀
;)😊
1689598840719.png


"Kari Korpinen (ABB Switzerland Ltd - Helsinki Polytechnic Stadia)
Large projects, business development and and strategy support, mining industries
1 day


ABB Formula E race in Rome
Left Sascha Keen, Savannah Resources- the cathode
Right Mark Thompson - Talga Group - the anode
ABB in the middle as electrolyte #abbformulae"
https://www.linkedin.com/posts/karikorpinen_abbformulae-activity-7086005112329920512-LgOY?trk=public_profile_like_view

🤔 Won't Savannah operate the lithium mine in Portugal where NV is currently investing heavily in production? Always these breadcrumbs... 🙂
ABB is right to see itself as the connecting element. There is a lot to do.


https://www.fiaformulae.com/en/races/2022-23/r14-rome



____
Google translates here breadcrumbs with Semmelbrösel ~ Semmel crumbs 😅
 
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brewm0re

Regular
;)😊
View attachment 40215

"Kari Korpinen (ABB Switzerland Ltd - Helsinki Polytechnic Stadia)
Large projects, business development and and strategy support, mining industries
1 day


ABB Formula E race in Rome
Left Sascha Keen, Savannah Resources- the cathode
Right Mark Thompson - Talga Group - the anode
ABB in the middle as electrolyte #abbformulae"
https://www.linkedin.com/posts/karikorpinen_abbformulae-activity-7086005112329920512-LgOY?trk=public_profile_like_view

🤔 Won't Savannah operate the lithium mine in Portugal where NV is currently investing heavily in production? Always these breadcrumbs... 🙂
ABB is right to see itself as the connecting element. There is a lot to plan do.


https://www.fiaformulae.com/en/races/2022-23/r14-rome



____
Google translates here breadcrumbs with Semmelbrösel ~ Semmel crumbs 😅

...And the "sniffs of Lithium" previously mentioned by MT in the past :)....Another nice breadcrumb
 
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cosors

👀

"What happened to graphite’s ‘lithium moment’?​

1689838243864.png

Northern Graphite is drilling to expand operations at the Lac des Iles graphite mine in Quebec pictured here as it advances a processing plant in the same province.

By: James Cooper July 19, 2023

Graphite has failed to deliver on its lithium moment that some analysts (myself, included) believed would materialize in 2023.

When I say, ‘lithium moment,’ I mean a repeat of the exceptional returns the lithium sector delivered last year on the back of expanding EV manufacturing capacity in the U.S. and Asia.

It seemed graphite, the anode material used in EV batteries, was set to follow in lithium’s wake, having been ignored by investors throughout last year’s lithium buying mania. Yet, rather than boom, the sector has slid backwards for most of 2023.

So, given that far more graphite material is needed (by weight) than lithium in an EV battery, does this represent a growing mismatch between the prices of various future facing commodities?

Well, perhaps, but there are some key points that make the pricing of graphite somewhat unique compared to its more ‘fashionable’ EV-battery material cousin, lithium.

First, when people look at graphite as an investment theme they tend to think exclusively about its role as anode material in EV batteries, a future facing metal set to boom in our net zero energy transition. Yet, as it stands, less than one quarter of graphite supply goes into building EV batteries. Output is funnelled toward traditional industries such as brake linings, lubricants and steel producing electrodes.

That’s in stark contrast to lithium, where virtually all supply is directed to the electric vehicle market. So, while this relatively small portion of graphite’s demand segment is growing, demand in other areas remains subdued.

Another area of weakness potentially comes from the synthetic market. Graphite is one of those unique commodities that can be manufactured ‘artificially.’ In fact, synthetic graphite is more desirable among the EV battery makers thanks to its excellent purity.

The ability to manufacture graphite dampens the commodities ‘scarcity’ factor. Supply is virtually limitless, except for one thing…

Producing synthetic graphite is energy intensive. It makes it far more expensive to produce versus naturally ‘mined’ graphite. That’s the key advantage for producers when energy prices begin to rise.

If we see energy costs surge in the years ahead (something I’ve written about extensively this year), then this puts pressure on the synthetic market. That’s good news for graphite miners.

So, what could lift the sector out of its slump in 2023? Like all commodities we need to look at the supply and demand fundamentals to get some idea on the future trajectory of prices.

In terms of supply, you must first understand what’s going on in China. For several years, we’ve had excess capacity of graphite. The bulk of this material has come from China, which dominates global supply at around 70-80% of the market.

This includes the small and large flake forms of graphite. Small flake is the material used in EV anodes.

However, the principal graphite mining area, known as Shandong Province in China, has suffered from years of declining grades. Mining in the region has come to halt due to declining output and the implementation of much stricter environmental laws.

Other areas in China have picked up some of the slack — mostly in the small flake market which has kept a ceiling on prices.

But reduced output in China is the key area to watch for price strength in the graphite market.

So, with that, let’s turn our attention to the demand side.

Not surprisingly, growth in graphite demand is heavily dependent on EV uptake. As I highlighted earlier, that’s only around 25% of the current graphite market. But according to Benchmark Intelligence EVs are set to become the dominating demand driver. According to the research firm, the battery market is expected to push demand for graphite eight-fold through to 2030.

That will align it more closely with lithium whose principal demand driver is the battery market.

Pouncing on Sector Weakness​

With weakened supply and demand fundamentals, the graphite sector has struggled this year. That’s a potential buying opportunity for investors looking at the long-term demand drivers underpinned by graphite’s critical role in EV-battery manufacturing.

African-based producer Syrah Resources (ASX: SYR), for example, has seen its share price sink more than 60% since November 2022. Lower graphite prices and deliberate scaling back on output have weighed heavily on the company’s valuation.

According to Syrah, it will continue scaling back production at its Balama operation in Mozambique until demand conditions warrant increased output. Or, in other words, when prices rise.

That’s dampened the company’s revenue outlook, but it does offer investors a chance to capitalize on depressed conditions. You see, Syrah is one of the few active graphite producers operating outside China. That makes it an attractive option for EV manufacturers seeking alternative supply routes.

But weakness has spread throughout the graphite industry, with producers, explorers and developers all trading at enormous discounts to 2022 prices.

👇

It’s not just producers that could be positioned well for a graphite recovery. Perhaps a better investment strategy would be to focus on companies operating in regions that will be the benefactors of generous government initiatives.

One of those is the United States’ Inflation Reduction Act (IRA). Essentially, the ‘IRA’ is an incentive for local producers to supply the U.S. market with critical metals so it can achieve its energy transition ambitions without relying on China.

But there’s another government policy set to advantage a small handful of graphite developers.

It centres around the European Union’s recent drive to push-up domestic capacity to produce its own critical metals and it places local producers in a highly advantageous position. Essentially, this is Europe’s version of the IRA.

It will offer mining companies in Europe a short cut to production, cutting through much of the red tape that’s existed in the region for decades. But it also offers these companies access to unique sources of funding as European governments look to boost critical metal capacity.

Western Europe is also endowed with high-net worth investors who have few options for investing in local mining stocks. It means a small handful of Europe operators could benefit from ‘local bias’ as fund managers look to maintain their allocation toward local investments while meeting their green energy or ESG requirements.

Australian-owned Talga Group (ASX: TLG), for example, with its high-grade graphite deposit located in Sweden, holds a geographical advantage over its peers. The advantages could come through exclusive offtake agreements with European manufacturers while also having priority access to European financing.
— This column was previously published in Livewiremarkets.com."
https://www.northernminer.com/commentary/what-happened-to-graphites-lithium-moment/1003856961/
 
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cosors

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Reads to me as if some would not attract but overlay their investment in this sector, to us of course fingers crossed. Have nothing against it.
 

Monkeymandan

Regular
MT liked The Limiting Factor’s tweet re guesstimate of timing for Tesla to start using silicon in their anode.

If that isn’t a breadcrumb I don’t know what is.

I still think first offtake of Talnode Si is going to be the ultimate catalyst which jolts the broader market into understanding what Talga are really about.
 

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cosors

👀
MT liked The Limiting Factor’s tweet re guesstimate of timing for Tesla to start using silicon in their anode.

If that isn’t a breadcrumb I don’t know what is.

I still think first offtake of Talnode Si is going to be the ultimate catalyst which jolts the broader market into understanding what Talga are really about.
I suspect the Si push is based on MB not ACC, not Tesla.
I don't like Tesla as a customer. And that's why I'm glad that MT has his head and that is the way it is. Maybe the only supplier at the moment who does it right I know of.
Musk is a China boy or creeper because he thinks to have so.

huhu - hype! Tesla Syrah?

MT just finds Si important and likes it because of that he liked I would think.
 
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Diogenese

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I suspect the Si push is based on MB not ACC, not Tesla.
I don't like Tesla as a customer. And that's why I'm glad that MT has his head and that is the way it is. Maybe the only supplier at the moment who does it right I know of.
Musk is a China boy or creeper because he thinks to have so.

huhu - hype! Tesla Sarah?

MT just finds Si important and likes it because of that he liked I would think.
Hi Cosors,

I have a niggling feeling that Mercedes got their silicon anode battery from someone who was not us.

This is an article from MB website which refers to the battery being developed by MB R&D - AMG HPP (High Performance Powertrains) which seems to be related to MB racing.

https://mercedes-world.com/eq/mercedes-benz-vision-eqxx-specs-pictures

Battery development at its best in collaboration with HPP
Rather than simply increasing the size of the battery, Mercedes-Benz and the HPP team developed a completely new battery pack for the Vision EQXX, achieving a remarkable energy density of close to 400 Wh/l. This benchmark figure is what made it possible to fit a battery pack with just under 100 kWh of usable energy into the compact dimensions of the Vision EQXX.

“In effect, we fitted the energy of the EQS into the vehicle dimensions of a compact car,” says Adam Allsopp, Advanced Technology Director from HPP. “The battery has almost the same amount of energy but is half the size and 30% lighter. The battery management system and power electronics have been designed with an absolute focus on reducing losses. In achieving this efficiency milestone, we learned a lot that will flow into future development programs.”

The substantial increase in energy density comes in part from significant progress in the chemistry of the anodes. Their higher silicon content and advanced composition mean they can hold considerably more energy than commonly used anodes. Another feature that contributed to the impressive energy density is the high level of integration in the battery pack. This platform, developed jointly by Mercedes-Benz R&D and HPP, created more room for cells and helped reduce the overall weight. The separate compartment for the electrical and electronic (EE) components, called the OneBox, likewise made more room for cells, with added benefits for installation and removal. The OneBox also incorporates novel safety devices with energy efficient operations that consume significantly less energy than the equivalent component in a production EV
. Read more > https://mercedes-world.com/eq/mercedes-benz-vision-eqxx-specs-pictures


I have a vague recollection of reading about another battery supplier being involved, but it is lost in the mists of the e-chasm, but, unless and until alternative facts prove otherwise, I choose to believe that it was Talnode-Si.
 
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TentCity

Regular
MT liked The Limiting Factor’s tweet re guesstimate of timing for Tesla to start using silicon in their anode.

If that isn’t a breadcrumb I don’t know what is.

I still think first offtake of Talnode Si is going to be the ultimate catalyst which jolts the broader market into understanding what Talga are really about.
I noticed the same thing and agree that a substantive commercial partnership with Tesla or another major OEM may be the exact kind of catalyst required to shift the market’s thinking on Talga from a graphite miner to a leading battery tech chemicals company.

I’m wary of Tesla as all the deals they have done to date with battery material suppliers have understandably been heavily skewed in their favour; but we would get maximum media and market exposure if it was to be them. I’m backing MT that whatever deal is struck will be in Talga shareholders long term interest as he has been very consistent on this front.
 
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Monkeymandan

Regular
I noticed the same thing and agree that a substantive commercial partnership with Tesla or another major OEM may be the exact kind of catalyst required to shift the market’s thinking on Talga from a graphite miner to a leading battery tech chemicals company.

I’m wary of Tesla as all the deals they have done to date with battery material suppliers have understandably been heavily skewed in their favour; but we would get maximum media and market exposure if it was to be them. I’m backing MT that whatever deal is struck will be in Talga shareholders long term interest as he has been very consistent on this front.
Agree with you and @cosors that a Tesla deal wouldn’t have the best commercial terms. But I do think an association with them would have a profound and irreversible effect on Talga - that being exposure and the resulting graphitic genie being let out the bottle.
 
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cosors

👀
Hi Cosors,

I have a niggling feeling that Mercedes got their silicon anode battery from someone who was not us.

This is an article from MB website which refers to the battery being developed by MB R&D - AMG HPP (High Performance Powertrains) which seems to be related to MB racing.

https://mercedes-world.com/eq/mercedes-benz-vision-eqxx-specs-pictures

Battery development at its best in collaboration with HPP
Rather than simply increasing the size of the battery, Mercedes-Benz and the HPP team developed a completely new battery pack for the Vision EQXX, achieving a remarkable energy density of close to 400 Wh/l. This benchmark figure is what made it possible to fit a battery pack with just under 100 kWh of usable energy into the compact dimensions of the Vision EQXX.

“In effect, we fitted the energy of the EQS into the vehicle dimensions of a compact car,” says Adam Allsopp, Advanced Technology Director from HPP. “The battery has almost the same amount of energy but is half the size and 30% lighter. The battery management system and power electronics have been designed with an absolute focus on reducing losses. In achieving this efficiency milestone, we learned a lot that will flow into future development programs.”

The substantial increase in energy density comes in part from significant progress in the chemistry of the anodes. Their higher silicon content and advanced composition mean they can hold considerably more energy than commonly used anodes. Another feature that contributed to the impressive energy density is the high level of integration in the battery pack. This platform, developed jointly by Mercedes-Benz R&D and HPP, created more room for cells and helped reduce the overall weight. The separate compartment for the electrical and electronic (EE) components, called the OneBox, likewise made more room for cells, with added benefits for installation and removal. The OneBox also incorporates novel safety devices with energy efficient operations that consume significantly less energy than the equivalent component in a production EV. Read more > https://mercedes-world.com/eq/mercedes-benz-vision-eqxx-specs-pictures


I have a vague recollection of reading about another battery supplier being involved, but it is lost in the mists of the e-chasm, but, unless and until alternative facts prove otherwise, I choose to believe that it was Talnode-Si.
That is also how I remember that it came from someone else => Sila. Nevertheless, I'm thinking of diversifying the supply chain. MB is particularly keen on Si batteries.
I can hardly think of anyone else who advertises it and puts pressure on MT to hastily expand the Si business. To me, MT seemed surprised that there was so much interest. And MB always gives out so little information that it is still good advertising and without giving much away. MB's announcement with the EQXX towards Tesla was also clearly an offensive announcement.
I just can't imagine Tesla because Musk prefers to do everything in-house. If he can't do that yet then he's working on it. So Tesla should buy finished anodes from Talga? I can't imagine that.
He didn't even want to know about Novonix if I understood correctly. So why Talga of all companies? Apart from MB the only other company I can think of that could exert pressure on Si would be Porsche.
And I'm leaving VW aside for me as they are threatening to suffocate with their own problems. At the beginning it looked good that they were tackling the problems, but now it seems as if they are tipping over.
All the low-cost brands will probably not be interested in Si for the time being. And in the upmarket segment the range is not large. As OEM beeing as big that MT is willing to bring forward the plan for a Si plant.
Of course, it could all be nonsense. That is not the core of my research. I have no problem getting corrected.
 
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Proga

Regular
Agree with you and @cosors that a Tesla deal wouldn’t have the best commercial terms. But I do think an association with them would have a profound and irreversible effect on Talga - that being exposure and the resulting graphitic genie being let out the bottle.
I wouldn't be too sure. It hasn't helped SYR and they're Tesla's biggest AAM offtake deal partner apart from the Chinese
 
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TentCity

Regular
I wouldn't be too sure. It hasn't helped SYR and they're Tesla's biggest AAM offtake deal partner apart from the Chinese
Not all deals are equal and I would certainly put the Syrah’s offtake deal with Tesla as one of those agreements that is skewed in Tesla’s favour. Syrah still have to go through a lengthy qualification period, and have agreed to a fixed price contract whilst graphite prices are low. In contrast, Talga’s non-binding agreement with ACC has a floating price mechanism to benefit from future price upside. I strongly suspect the reason why this hasn’t gone binding yet is due to the OEMs trying to squeeze MT for a better deal more akin to the Syrah and Magnis offtake deals.
 
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DAH

Regular
Not all deals are equal and I would certainly put the Syrah’s offtake deal with Tesla as one of those agreements that is skewed in Tesla’s favour. Syrah still have to go through a lengthy qualification period, and have agreed to a fixed price contract whilst graphite prices are low. In contrast, Talga’s non-binding agreement with ACC has a floating price mechanism to benefit from future price upside. I strongly suspect the reason why this hasn’t gone binding yet is due to the OEMs trying to squeeze MT for a better deal more akin to the Syrah and Magnis offtake deals.
My thoughts exactly @TentCity - my conviction in TLG has a lot to do with MT knowing the value of the entity and not yet being willing to be bent over a barrell like I feel others have done simply to look shiny. All hail MT!
 
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cosors

👀

"New EU Batteries Regulation: introducing enhanced sustainability, recycling and safety requirements​

02 August 2023

A new batteries regulation will impact the design, production and waste management of all types of batteries manufactured or sold in the European Union. The new rules extend producer responsibility and require due diligence of supply chains to assess social and environmental risks, with a key focus on the supply of cobalt, natural graphite, lithium and nickel. New labelling will provide consumers with more accurate information on the social and environmental impact of batteries. The new rules will apply to all manufacturers, producers, importers and distributors of every type of battery which are placed within the EU market; i.e. industrial, automotive, electric vehicle and portable, independent of their origin.

Batteries play an essential role in today's tertiary economy and are integral to the European Commission's plans to deliver on the EU Green Deal, the Circular Economy Action Plan and the New Industrial Strategy. The new regulation has three aims: (i) reduce the environmental and social impacts throughout all stages of the battery life cycle; (ii) promote a circular economy; and (iii) strengthen the functioning of the internal market.

At a Glance​

The new Batteries Regulation, which comes into force on 17 August 2023:1
  • Applies to all manufacturers, producers, importers and distributors of every type of battery placed within the EU market (defined as "Economic Operators");
  • Extends to all batteries sold in the EU, including portable batteries, ready-to-use battery modules, industrial batteries, electric vehicle batteries, SLI batteries (supplying power for the starting, lighting or ignition of vehicles and machinery), and light means of transport ("LMT") batteries (e.g. electric bikes, e-mopeds and e-scooters); and
  • Applies independently of the origin of the batteries or raw materials.

The Regulation introduces changes in four key areas:

1. Sustainability and Safety: Carbon Footprint and Restrictions on Hazardous Substances

All EV batteries, LMT batteries and rechargeable industrial batteries with a capacity of more than two kWh must have a "clearly legible and indelible" carbon footprint declaration and label, indicating amongst others, the levels of recycled cobalt, lead, lithium and nickel used in the battery production. By 31 December 2030, the Commission shall assess the feasibility of extending the carbon footprint declaration requirement to portable batteries, and the requirement for a maximum life cycle carbon footprint threshold to rechargeable industrial batteries with a capacity of two kWh or less.
In addition, the Regulation restricts the use of mercury, cadmium and lead.


2. Supply Chain Management: Due Diligence Requirements

All Economic Operators, aside from SMEs, selling batteries within the EU market must develop and implement a due diligence policy compliant with international standards to address the social and environmental risks inherent in sourcing, processing and trading the raw materials and secondary materials necessary for battery production.

Specifically, Economic Operators must adopt and clearly communicate to suppliers and the public due diligence policies concerning the supply of cobalt, natural graphite, lithium, nickel and other chemical compounds based on the raw materials listed, in accordance with recognised international standards, such as the OECD Due Diligence Guidelines and the UN Guiding Principles on Business and Human Rights.


3. Labelling and Information

Digital battery passport:
EV batteries, LMT batteries and rechargeable industrial batteries more than two kWh will need a "digital battery passport", with information on the battery model, the specific battery and its use. More generally, all batteries must have labels and QR codes detailing their capacity, performance, durability and chemical composition, as well as show the "separate collection" symbol.

Labelling changes: All batteries will need to be "CE" marked to demonstrate conformity with health, safety and environmental protection standards applicable in the EU. The labelling for batteries included in a device should be affixed directly on the device in a clearly visible and legible manner. This marks a change from the current practice, in the EU and Germany for instance, where labelling is applied to the battery itself, rather than the overall device.
The labelling and information requirements will apply by 2026; however, the QR codes will not need to be implemented until 2027.


4. Recycling – End of Life Management


The Regulation aims to ensure that batteries are subject to separate, high-quality recycling. For instance, a late change by the Council provides that the battery management system of EV batteries shall include a software reset function, in case economic operators carrying out preparation for the re-use, repurposing or re-manufacturing of EV batteries need to upload different battery management system software. This may cause certain risks, for instance, for reasons of cybersecurity. Accordingly, the Regulation provides that if the software reset function is used, the original battery manufacturer shall not be held liable for any breach of the safety or functionality of the battery that could be attributed to battery management system software uploaded after that battery was placed on the market.


The Regulation sets ambitious targets for each battery type:
  • A collection rate of 45 per cent by the end of 2023, 63 per cent by the end of 2027 and 73 per cent by the end of 2030 for portable batteries; and
  • A collection rate of 51 per cent by the end of 2028 and 61 per cent by the end of 2031 for LMT batteries.

The Regulation also:
  • Maintains the total prohibition on landfilling waste batteries. All waste batteries – including LMT, EV, SLI and industrial batteries – must be collected by Economic Operators free of charge for end-users, regardless of the nature, chemical composition, condition, brand or origin of the waste battery in question; and
  • Sets out compulsory minimum levels of recycled content for reuse in new industrial, SLI and EV batteries: six per cent for lithium and nickel, 16 per cent for cobalt and 85 per cent for lead. Every battery will be required to specify the amount of recycled content it contains.

By the end of 2023, the Commission shall assess the feasibility and potential benefits of the establishment of deposit return systems for batteries, in particular for portable batteries of general use.

The Regulation also imposes obligations on end-users:
  • End-users shall discard waste batteries separately from other waste streams, in a designated, separate collection point set up by the producer; and
  • To improve manageability, the Regulation requires that end-users must be able to remove and replace all portable batteries from the appliance for which they are used. LMT batteries must be replaceable by an independent professional. Economic Operators will have 42 months from the entry into force of the regulation to adapt the design of their products to this new requirement.
By 31 December 2030, the Commission will assess whether to phase out the use of non-rechargeable portable batteries of general use.

Around the Globe​


The new EU Batteries Regulation is expected to become the global benchmark, surpassing comparable regimes in its efforts to regulate battery sustainability, safety and end-of life management. In the US, only one jurisdiction so far – Washington, DC2 – has passed a law mandating Extended Producer Responsibility ("EPR") for both single-use and rechargeable batteries.3 California has established a Lithium-Ion Car Battery Recycling Advisory Group "aimed at ensuring that as close to 100 per cent as possible of lithium-ion batteries in the state are reused or recycled at end-of-life in a safe and cost-effective manner".4 In June 2023, a new bill was proposed that would create strict forced labour due diligence requirements for importers of products containing metals and minerals from the Democratic Republic of Congo.5 However, none of these measures is as broad in scope or as comprehensive as the EU's new Batteries Regulation.

Looking Ahead​

The new Regulation comes into force on 17 August 2023 and starts to apply as of 18 February 2024.
The Regulation provides for phased implementation of the various rules.

  • Companies should ensure the removability and replaceability of portable batteries and LMT batteries from 18 February 2027.
  • The obligations of economic operators other than due diligence policies and end-of-life management will start to apply from 18 August 2024.
  • Subject to exceptions, rules on conformity assessment procedures of batteries will also start to apply from 18 August 2024.
  • Rules relating to end-of-life management of batteries will need to be complied with from 18 August 2025.6

By 18 August 2025, Member States shall lay down penalties applicable to infringements of this Regulation, which shall be effective, proportionate and dissuasive.7

The Batteries Regulation will require a joint effort from manufacturers, producers, importers and distributors of all types of batteries within the EU market to make significant changes by way of labelling, end-of-life management and supply chain due diligence. Companies involved in battery production can already review the adopted text and prepare for compliance. The Regulation is a clear demonstration by the EU of its intention to embed sustainable practices within battery technologies, which, in turn, will be at the heart of the transition to a lower-carbon economy."
https://www.whitecase.com/insight-a...-enhanced-sustainability-recycling-and-safety
 
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cosors

👀
I am still trying to understand why our quality control manager likes this message. Are there still contacts with Dr Sai Shivareddy?
🧐🤔


"Nyobolt
6,022 followers

You have hopefully not missed it by now; the launch of Nyobolt's record setting EV car that charges in 6 minutes. And now you've got the chance to see for yourself as from tomorrow onwards, we will be at #Goodwoodfestivalofspeed, the biggest sports car festival in the UK. You can find us on Electric Avenue at stand 3 for a few action-packed days. Not only will we have the car on the stand, Imogen Bhogal (Pierce) will host two Q&A panel sessions with our Co-Founder and CEO Sai Shivareddy⚡️ on Thursday at 11:00am and 14:00pm. We look forward to seeing you there! #EV #GoodwoodFOS2023 #FastCharging #morepowerlesstime"
https://www.linkedin.com/posts/nyob...88525344768-oEPv?trk=public_profile_like_view

https://de.linkedin.com/in/dr-lucia-lombardi-7a6070163?trk=public_profile_browsemap
 

Diogenese

Top 20
I am still trying to understand why our quality control manager likes this message. Are there still contacts with Dr Sai Shivareddy?
🧐🤔


"Nyobolt
6,022 followers

You have hopefully not missed it by now; the launch of Nyobolt's record setting EV car that charges in 6 minutes. And now you've got the chance to see for yourself as from tomorrow onwards, we will be at #Goodwoodfestivalofspeed, the biggest sports car festival in the UK. You can find us on Electric Avenue at stand 3 for a few action-packed days. Not only will we have the car on the stand, Imogen Bhogal (Pierce) will host two Q&A panel sessions with our Co-Founder and CEO Sai Shivareddy⚡️ on Thursday at 11:00am and 14:00pm. We look forward to seeing you there! #EV #GoodwoodFOS2023 #FastCharging #morepowerlesstime"
https://www.linkedin.com/posts/nyob...88525344768-oEPv?trk=public_profile_like_view

https://de.linkedin.com/in/dr-lucia-lombardi-7a6070163?trk=public_profile_browsemap

Sai Shivareddy is nominated as a co-inventor of this Talga patent application published just over 1 month ago.

WO2023119140A1 ANODE MATERIAL

It was filed in December 2021.

It covers the use of natural and synthetic graphite together, where the natural graphite particles are much smaller than the synthetic particles.

He is also nominated as co-inventor of this Nyobolt application filed in October 2019, so he may have been working for both companies, possibly as a contractor for Talga:

WO2021074406A1 ELECTRODE COMPOSITIONS

The co-founder of Nyobolt, Clare Grey, worked for Cambridge Enterprise Ltd in 2015 and filed this application which seems to have failed to progress to a granted patent:

EP3326225A1 LITHIUM-OXYGEN BATTERY

probably because oxygen and lithium are too hot to handle.
 
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cosors

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Sai Shivareddy is nominated as a co-inventor of this Talga patent application published just over 1 month ago.

WO2023119140A1 ANODE MATERIAL

It was filed in December 2021.

It covers the use of natural and synthetic graphite together, where the natural graphite particles are much smaller than the synthetic particles.

He is also nominated as co-inventor of this Nyobolt application filed in October 2019, so he may have been working for both companies, possibly as a contractor for Talga:

WO2021074406A1 ELECTRODE COMPOSITIONS

The co-founder of Nyobolt, Clare Grey, worked for Cambridge Enterprise Ltd in 2015 and filed this application which seems to have failed to progress to a granted patent:

EP3326225A1 LITHIUM-OXYGEN BATTERY
Thank you! That is very interesting. I will take my time to read it, we have enough of that right now.)

@Semmel There are a lot of figures in the patent for you.

Another thought that I don't know if it's total nonsense or could be real: Is it possible that Talga could make money in the future through royalties?
 

Diogenese

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Thank you! That is very interesting. I will take my time to read it, we have enough of that right now.)

@Semmel There are a lot of figures in the patent for you.

Another thought that I don't know if it's total nonsense or could be real: Is it possible that Talga could make money in the future through royalties?
That is a distinct possibility. The patents for Talnode-Si etc., could be licensed to other battery makers. After all, we are not going to be able to make anodes for the whole world.
 
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