Tag Archive: batteries

  1. Tiler – inductive e-bike charging without intrusive infrastructure

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    Source: Cycling Industry News, M. Sutton

    LEVA-EU member Tiler showcases their e-bike charging unit at Move 2022, with industry interest for this novel charging solution continuing to grow

    For those unfamiliar, Tiler offers a new patented e-Bike charging infrastructure technology that relies simply on a kickstand and a tile built flush into the floor. The cable-free system utilizes inductive charging, with energy transfer taking place between the embedded infrastructure in the floor and a unique kickstand that is apparently compatible with around 80% of the market’s e-Bikes.

    This unique solution combats a growing issue within the LEV sphere – obtrusive charging infrastructure that removes valuable street space and may create a trip hazard. A single in-ground eBike charging tile measures 300mm x 500mm x 80mm, while the platform iteration comes in at 1748mm x 600mm and 94mm deep.

    Read the full write-up by Cycling Industry News here.

  2. Battery Experts Forum and Eurobike – parallel events create new synergies

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    A double power pack: The two leading events in the industries of battery technology and bike mobility are providing a unique opportunity for a cross-disciplinary transfer of knowledge and new contacts. The Battery Experts Forum, Europe’s largest conference on the subject of battery technology, is moving into the time slot from 12 to 14 July 2022 for its 17th edition and will be a direct neighbour of the leading trade fair Eurobike (13 to 17 July), also taking place at the Messe Frankfurt site.

    “The triumphant progress of the e-bike is closely linked with that of global battery technology. By coinciding with the prestigious Battery Experts Forum the new Eurobike will be promoting inspiration on both sides as it brings more international specialists into contact with each other and creates a greater momentum at the same place and same time,” points out fairnamic Managing Director Stefan Reisinger.

    The Battery Experts Forum, Europe’s largest conference for the battery industry, celebrated its premiere at the Frankfurt am Main exhibition site with a sell-out event in 2019. With the current expansion, the BMZ Group is responding to the high demand and has transformed the new location into a gathering for the battery technology industry as a whole over the three days. CEO and founder Sven Bauer explains: “In 2022 we are hoping for further growth of the Battery Experts Forum and are rapidly becoming the world’s largest battery conference. In conjunction with the parallel Eurobike show, we are creating new synergies and boosting exchange with other sectors of industry.” From 12 to 14 July (open daily from 9 am to 5 pm) the event with some 100 specialist talks on seven stages in the conference centre will additionally be occupying Hall 6 at the fair grounds and will expand its exhibition area to more than 10,000 m². The BMZ Group is expecting 160 exhibitors and around 5,000 participants from more than 50 nations. Further information is available at www.battery-experts-forum.com.

    The 30th edition of Eurobike runs from Wednesday 13 July, to Sunday 17 July 2022, from 09:00 to 18:00 each day. On Saturday and Sunday, it will be open to the general public. The leading trade fair is using the entire western section of the Messe Frankfurt site to create a perfect circuit covering more than 100,000 m² of hall space that will showcase the bicycle in all its many facets. Included in this tour are Halls 8 and 9 as well as the new Halls 11 and 12, both of which have two levels. More than 1,400 exhibitors and some 100,000 participants are expected from all over the world. For more information, please visit: www.eurobike.com.

  3. Greenway Technology and LG Energy form long-term cell supply cooperation

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    In the final quarter of 2021, Guangdong Greenway Technology Co., Ltd (Greenway Technology), a leading manufacturer of lithium-ion batteries for micro-mobility and energy storage applications, signed a contract with LG Energy Solution, Ltd. (LG Energy) to invest in a new production line for battery cells from LG Energy in Nanjing.

    Shenzhen, October 2021, General Manager John Zeng from Greenway Technology and Ray Kim from LG Chem China Investment Co.,Ltd. after signing the new cell supply cooperation.

    LG Energy, one of the world market leaders in battery products and energy solutions, guarantees Greenway Technology deliveries of lithium-ion cells of automotive quality with price advantages from 2023 to 2028. With this agreement, Greenway Technology continues to expand into the growing market of light electromobility.

    This strategic supply agreement will help Greenway Technology achieve its margin and cost targets to provide attractive battery systems to the electric bike, motorcycle, and energy storage markets. Greenway Technology focuses on products of high quality, making LG Energy the ideal partner due to its many years of experience as a cell manufacturer.

    The subject of this long-term partnership is 21700 cylindrical NMC cells with 5000mAh of the latest generation, an excellent fit for application in light electric vehicles (LEVs) such as pedelecs, e-bikes, and e-scooters.

    “Greenway Technology is proud to enter into a new stage of collaboration with LG Energy,” said John Zeng, General Manager of Greenway Technology. “We build on our strong relationship with LG Energy to supply the market with the best quality products to provide sustainable and safe energy solutions for the world’s big challenges in mobility and emission.”

    Greenway Technology is one of the market leaders developing and manufacturing innovative lithium-ion battery systems for the micro-mobility industry, drive system suppliers, and vehicle manufacturers in Europe and Asia.

    LG Energy was established in 2020, as a subsidiary of LG Chem. According to SNE Research, LG Energy is the world’s second-largest supplier of EV batteries, with a market share of 23.7% in 2021. LG Energy sets a strong focus on industry-leading performance cells for electric mobility vehicle producers, and is currently a cell supplier for Tesla.

  4. Like LEVA-EU, JRC advocates new, separate battery category for Light Electric Vehicles

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    JRC has completed its study for the European Commission on alternative collection targets for Light Means of Transport (LMT) batteries. JRC concludes that the best way forward is to introduce a new separate category for LMT batteries. That is exactly the solution, which LEVA-EU has been advocating since the Commission has published the new battery Regulation proposal. The JRC report is therefore a major boost for LEVA-EU’s lobby campaign towards the European Parliament and Council.


    In its original proposal, the European Commission suggested to include batteries for so-called Light Means of Transport (LMT) in the portable battery category. The proposal defined LMT-batteries as sealed, up to 5 kg and for use in vehicles with a seat and a motor of no more than 750 Watts. All other batteries, such as those in electric scooters, mobility scooters, e-mopeds, e-motorcycles and other electric vehicles in the L-category would be categorized as electric vehicle batteries.

    Hugely problematic proposal

    LEVA-EU immediately pointed out to the Commission that this definition would create huge problems for light, electric vehicles (LEVs). The main issue is the fact that the electric vehicle battery category is subject to information and sustainability requirements, which are simply not feasible for LEV-manufacturers. Another issue was the requirement for a seat, pushing all e-scooters into the electric vehicle battery category. Also, the limit of 750 Watts was meaningless because the meaning of Watts remained unspecified.

    On top of these issues, the Commission was also confronted with questions from the Member States on the effect of the proposal on LMT. The Commission acknowledged the issues and asked the Joint Research Centre (JRC) for research into how to set a collection target for LMT batteries. JRC is the Commission’s science and knowledge service, which employs scientists to carry out research in order to provide independent scientific advice and support to EU policy.

    Unknown and uninteded consequence

    In its research and through consultation with stakeholders, among which LEVA-EU, JRC easily established that the definition of LMT batteries as proposed by the Commission was flawed. The definition was found to be “troublesome in its reference to motors ‘of less than 750 watts’. It is found to be problematic in referencing to ‘on which travellers are seated’ with a significant amount of smaller LMT products without a seat. Both types of parameters effectively discriminate between products with comparable battery characteristics.

    However, there were deeper issues with the Commission’s proposal to classify LMT-batteries as portable batteries. The proposal holds collection targets for portable batteries based on the so-called Put on Market (PoM) parameter. The JRC-study was exactly meant to determine whether that method and the targets set for portable batteries could be simply extended to LMT-batteries or whether alternative collection methods and targets for LMT-batteries were needed.  In its research on collection targets for LMT batteries, JRC stumbled upon an “unknown and unintended consequence of the originally proposed target basis”.  JRC’s conclusion on the proposed PoM-method and resulting targets for LMT-batteries was: “(…) due to increasing sales of rechargeable and LMT batteries, plus potentially more durable primary batteries as well, there will be a growing discrepancy between the placed on the market (POM) volumes and the waste volume becoming available later. This means that the currently proposed POM based collection target, based on 3 preceding years of sales, will not be ‘steadily ambitious’, but relatively more challenging for the years 2025 and 2030 when the newer target levels are respectively set at 65% and 70%. Reversely, in later years it will become less challenging.

    Growing discrepancy

    The following example illustrates JRC’s findings. According to some prognoses, European electric bike sales could reach 17 million in 2030. In that year, the PoM collection rate will go to 70% based on the 3 preceding years. Hypothetical sales of 13.25 million in 2027, 14.5 million in 2028 and 15.75 million in 2029 would result in 10.15 million e-bike batteries targeted for collection in 2030. Let’s assume an average lifetime for e-bike batteries of 6 years. That means that the batteries becoming available for collection will effectively be put on the market in 2024. Sales in 2020 were estimated at 4.5 million. It is therefore totally unlikely that in 2024 sufficient sales will be achieved to reach a collection target of 10.15 million batteries in 2030. Even if sales reach 10 million in 2024, it is impossible for 100% of those  batteries to make it to the collection points.

    To overcome this problem, JRC proposes what it calls a “future-proof solution”. That includes the creation of a separate LMT battery category, next to industrial, automotive, electric vehicle and portable battery categories. Secondly, the basis for the collection target for this new category should be changed from Put on Market (PoM) to Available for Collection (AfC).

    All batteries from non-type-approved light, electric vehicles as well as from L1 to L7 vehicles would come under the new category. This proposal is almost fully in line with what LEVA-EU has asked for from the start. Nevertheless, JRC proposes to include all LEV-batteries but only up to 25 kg. It is unclear how JRC has determined this 25 kg limit, which would still send heavier L-category vehicle batteries, for instance on motorcycles, tricycles or quadrimobiles into the electric vehicle battery category.

    Benefits

    JRC quotes several benefits in creating a separate LMT battery category. First of all, it would allow the inclusion of heavier batteries, “that would otherwise not fit in the collection infrastructure for portable batteries.” Secondly, JRC states that 70% of AfC by 2025 and 75% by 2030 will be a much more realistic target for LMT waste batteries. Changing to AfC will require a revision clause in the Commission’s proposal to adapt the common methodology parameters and potentially also the target level specifically for the new category. LEVA-EU believes that the AfC calculation methodology must be adapted to the lifespan of the various vehicles in the category. The lifespan of an e-scooter for instance is different from the lifespan of an electric bike. It will also require specific consideration for batteries which are not returned through this collection infrastructure. There will undoubtedly be some hoarding to be taken into account, as well as batteries which will be treated for re-use for instance. Furthermore, all vehicles excluded from the L-category are subject to the WEEE-Directive. It is quite likely that some batteries will not be removed from end-of-life vehicles.

    Another benefit of JRC’s proposal is that the creation of a separate LMT battery category will allow for faster introduction of more collection points and will improve the handling and the safety attention for end-of-life batteries. And last but not least, JRC points out that the creation of a separate LMT category offers an additional possibility to adapt other than collection requirements, such as sustainability, safety and information requirements, “to the distinctive character of LMT batteries.” In doing so, JRC agrees with LEVA-EU’s request not to simply subject LEV batteries to the particularly extensive and strict requirements for electric vehicle batteries. Instead, the EU institutions should consult with the LEV-sector as to appropriate and adequate requirements. Ideally, the Commission should order new research into such requirements.

    Confusion in Parliament

    In the meantime, even before this JRC report was published, 3 parliamentary committees had started working on the original Commission proposal. Normally, only 1 parliamentary committee is responsible for a file. In this case, the work was entrusted to IMCO, ITRE and ENVI while TRAN was allowed to issue an opinion. Since, the IMCO and TRAN Rapporteurs and the ITRE committee have effectively proposed amendments. As a result, a particularly confusing situation has now arisen for LMT batteries, with diverging amendments for the same articles in the proposal. LEVA-EU will resume lobbying after the summer break to try to align all relevant parliamentary committees with JRC’s recommendations for LMT batteries.

  5. LEVA-EU wants dedicated light electric vehicle battery category

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    Last week, LEVA-EU has organized two online meetings, in which the trade association has informed LEV-businesses on the new battery proposal. The meetings, open to both members and non-members, were aimed at gathering support for the amendments LEVA-EU is to present to the European Parliament and the Council.


    The Commission’s proposal to the European Parliament and Council for new battery legislation is no less than an existential threat to most companies in the Light Electric Vehicle (LEV)-sector.

    The Commission does propose reasonable measures for batteries in light means of transport. Unfortunately, the Commission’s definition of light means of transport is such that it would only categorize batteries in certain electric cycles as portable batteries subject to reasonable requirements. Only sealed batteries up to 5 kg to be used in vehicles with a seat and a motor of no more than 750 watts (sic) come under the category of portable batteries. All other batteries, i.e. in electric scooters, mobility scooters, e-mopeds, e-motorcycles and other electric vehicles in the L-category would be categorized as electric vehicle batteries.

    Electric vehicle batteries are to become subject to very extensive and complicated sustainability requirements supplemented with heavy-duty administration. It is simply impossible for LEV-battery producers to comply with electric vehicle battery regulations. It is also very debatable whether these requirements are necessary and adequate for LEV-batteries.

    Furthermore, in most cases the responsibilities will not fall on the company that effectively makes the battery, but on the company that first puts the battery on the market in an EU Member State, i.e. the vehicle producer or importer. Under electric vehicle battery rules, that producer will be charged with duties beyond his competence.

    LEVA-EU has found the Commission prepared to reconsider this proposal for batteries for light means of transport. Unfortunately, the proposal is already with the European Parliament and Council. LEVA-EU therefore needs the support of LEV-companies in its campaign for a battery proposal that will not destroy any LEV-companies. Gathering that support was the objective of last week’s information meetings.

    LEVA-EU proposes not to categorise LEV-batteries as portable nor as electric vehicle batteries. Instead, the association proposes to create a 4th, new category specifically for LEV-batteries. The category can be very easily defined by linking it to the L-category in technical legislation. Consequently, all batteries in vehicles in the L-category, but also all vehicle excluded from the L-category under Article 2.2 of Regulation 168/2013, could be categorised as LEV-batteries. As a result, a dedicated collection scheme can be organized and accurate targets may be set upon specific research. LEVA-EU believes it is important to have collection separate from portable batteries, because due to specific hazards, LEV-batteries are subject to UN-rules for transport.

    The Commission does however insist on additional sustainability requirements for the heavier batteries in the L-category, starting from L3 to L7. LEVA-EU’s proposal is not to impose such requirements immediately but to research what is necessary and feasible and to consult with LEV-businesses on this.

    In the meantime, LEVA-EU has initiated in talks with Members of the European Parliament. The association can obviously rely on support from its members for this work but welcomes any additional support from companies that are not members (yet). In the next few weeks, LEVA-EU is going to translate its proposal in concrete amendments that will be presented to the European Parliament and the Council.

    To find out more about this issue or to pledge your support for the LEVA-EU campaign, contact Annick Roetynck, tel. +32 9 233 60 05, email annick@leva-eu.com.

  6. Commission proposes to modernise EU legislation on batteries

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    Today, the European Commission proposes to modernise EU legislation on batteries, delivering its first initiative among the actions announced in the new Circular Economy Action Plan. Batteries that are more sustainable throughout their life cycle are key for the goals of the European Green Deal and contribute to the zero pollution ambition set in it. They promote competitive sustainability and are necessary for green transport, clean energy and to achieve climate neutrality by 2050. The proposal addresses the social, economic and environmental issues related to all types of batteries.

    In a first reaction, LEVA-EU Partner Recharge welcomes the proposal as “a meaningful legislative framework that will close the gap in existing legislation and can level the playing field with international actors“. However, the battery trade association also issues a stark warning: “In today’s proposal we see a high level of complexity and fear that this will translate into over-regulating fast-paced, innovative industries such as batteries or electric mobility. Closing the gap with international competition will depend on long-term investments and a coherent regulatory framework.”

    LEVA-EU is currently analyzing the Commission’s proposal and will consult with its members on an accurate response for the benefit of the LEV-sector. For more information, please contact Annick Roetynck, +32 9 233 60 05, annick@leva-eu.com

    The Commission’s proposal is here, the annexes to the proposal here.
    The EU press release on the proposal is here
    Recharge’s initial response is here.

  7. New graphene find makes magnesium batteries cleaner and greener

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    Article by Tom Foley – Graphene Flagship

    Scientists at Graphene Flagship partners the University of Padova, the University of Trieste and CNR-IMM, Italy, in collaboration with researchers from other European institutions, have developed a new strategy to boost the performance of magnesium-based rechargeable batteries. Combining vanadium and graphene oxide, they obtained a high-power cathode that shows excellent promise for sustainable energy storage.

    Rechargeable batteries are widespread in modern electronics, as they can repeatedly accumulate, store and discharge energy through a reversible electrochemical reaction. This makes them vital for the lasting function of mobile phones, laptops and electric vehicles, all of which endure hundreds of charge cycles over their lifetime. Typical rechargeable batteries are made using lithium anodes, but magnesium anodes have a number of properties that make them promising alternatives.

    “Several factors make magnesium-based rechargeable batteries attractive,” begins first author Vito Di Noto, from Graphene Flagship partner the University of Padova, Italy. “They have a higher volumetric capacity than those made with lithium, and they can be safely handled in air.” Moreover, magnesium is a cheaper and more abundant raw material. “In fact, it is one of the most abundant elements in the Earth’s crust,” explains Di Noto. Magnesium anodes also represent a safer alternative: they are less prone to dendrite formation, a phenomenon that can lead to short circuits and, in rare circumstances, battery explosion.

    However, the development of magnesium batteries has been hindered by their poorly performing cathodes, which often result in significantly worse-performing devices than their lithium-based counterparts.

    To tackle this challenge, the researchers developed an all-new cathode material for magnesium batteries based on graphene and vanadium oxides. The material exhibits a peculiar chrysalis-like microstructure that enhances the performance of the battery. Graphene oxide flakes encircle a nanoparticle core based on vanadium oxide: “the structures are fixed together thanks to a layer of ammonium ions,” explains Di Noto. The chrysalis-like material combines vanadium’s high redox activity and graphene oxide’s electrical properties. “This yields a cathode with very strong chemical and electrochemical stability,” he continues.

    The new graphene-enhanced cathode has allowed researchers to operate a coin cell at very high current rates and power, with a promisingly high specific capacity. “The synergistic effects provided by graphene oxide, vanadium and the chrysalis morphology enable the coin cell to operate with 500% more sustained current than state-of-the-art magnesium batteries, at a 40% higher working potential.” These properties could be exploited to make batteries for mobile devices that last longer between charges or deliver more power.

    Furthermore, magnesium’s high natural abundance means that magnesium-based rechargeable batteries could be an environmentally friendly solution. This work brings graphene batteries one step closer to the market. “Magnesium is one of the most sustainable metals in the world, and can be easily recycled – up to 100%,” Di Noto continues. “We hope that our work will contribute to the turning point towards the establishment of a greener and more sustainable energy economy.”

    Daniel Carriazo, Graphene Flagship Work Package Deputy for Energy Storage, comments: “As the production of lithium-ion batteries increases exponentially to fulfil the demand of new applications, it is necessary to develop alternative energy storage technologies made out of accessible and environmentally friendly materials.” Carriazo says that this work shows very promising results when a vanadium-based graphene composite is used as the positive electrode in a potassium-ion battery. “The incorporation of graphene enables fast charging, overcoming one of the limitations associated with this technology,” he continues.

    Andrea C. Ferrari, Science and Technology Officer of the Graphene Flagship and Chair of its Management Panel, adds: “Graphene and layered materials have recognised potential in energy storage, and graphene is already present in commercial devices. This approach tackles the need to produce more environmentally sustainable batteries, and thanks to the introduction of graphene oxide into the cathode, shows how magnesium could be used, which is easier to recycle. Sustainable development always guides the technology and innovation roadmap of the Graphene Flagship, and this research is yet another promising example.”

    References

    1. Gioele Pagot et al., J. Electrochem. Soc., 167, 070547 (2020

    Photo credits: Graphene Flagship

  8. LEVA-EU offers free Battery Transport Info through Cross-Industry Platform BatteriesTransport.org

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    Brussels/Washington D.C., 1 September 2020 – The industry associations for batteries and battery-powered products RECHARGE, EPBA, EUROBAT, PRBA, EBRA, ACEA, MDBTC as well as LEVA-EU announced today the launch of a new information platform for the safe transportation, testing and packaging of battery cells, batteries, and vehicles and equipment containing batteries. With the aim of facilitating access to battery-specific transport information and raising awareness, the eight associations make available free and easy-to-understand content on the requirements as set out by the United Nations, the European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR) and other transport regulations.

    The professional transport of battery-related articles – via air, sea or road – is subject to international, national and regional regulatory frameworks, which include comprehensive administrative and operational measures to ensure the safe transport at all times. The requirements apply to lead-, lithium-, nickel- and sodium-based batteries likewise.

    Transporting an electro-chemical article, as a prototype, final product or waste, means that specific safety measures must be applied. Failing to comply with the obligations is not just a violation of these regulations but a safety risk that our industry is not willing to accept”, said the associations. “Representing a responsible industry, we want to ensure that everyone involved in the transport of our batteries and battery-containing products has access to the applicable requirements”.

    Free of charge, BatteriesTransport.org offers general information for shippers, transport operators and end-users. It also includes frequently asked questions and two dedicated eBooks with all relevant testing, packaging, labeling and reporting instructions per transport mode.

    LEVA-EU Manager Annick Roetynck explains that is quite natural for LEVA-EU to participate in this initiative: “As a professional organization for LEV companies, we are fully focused on assisting our members in the application of all the rules that apply to Light Electric Vehicles. The rules regarding the transport of Li-Ion batteries cover an important chapter in this. A better understanding of the rules gives LEV companies easier access to the market, thereby promoting that market. That in turn contributes to making mobility more sustainable.

    All visitors of BatteriesTransport.org have access to a free on-line version of the eBook on lithium batteries as well as to the FAQ page. LEVA-EU Members have access to the full version of the eBook and can submit specific questions on the transport of Li-Ion batteries to the experts of BatteriesTransport.org.

    BatteriesTransport.org works with some of the most respected experts in the industry to provide information that is clear, comprehensive and updated. The content is revised on a (bi-)annual basis to reflect the regular changes to the regulatory frameworks. Contact email@batteriestransport.org to support the initiative and help educate on the safe transport of batteries worldwide. Contact annick@leva-eu.com for further information on LEVA-EU.

  9. BEBAT publishes 3rd E-book on E-mobility

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    What will mobility look like in 2030? As of yet no one can answer this interesting question. Still, a number of clear evolutions are already starting to emerge that will fundamentally change our mobility as well as society in general. To sketch this vision of the future, Bebat asked experts from all areas of the mobility industry to gaze into their crystal ball.

    One of the interviewed experts is LEVA-EU Manager, Annick Roetynck. She predicts that by 2030, most cities will have banned cars alltogether. She believes cars will be replaced to a major extent in favour of  light electric vehicles such as e-bikes, e-cargo bikes, e-steps and other new light electric concepts.

    Bebat is the Belgain governing body for end-of-life batteries. In tandem with sorting centre Sortbat, Bebat has been an indispensable link in the economic value chain of batteries for more than a decade. In the past 6 years Bebat has collected, transported, stored and – if the customer so wishes – examined and dismantled well over 10,000 EV batteries.

    It is, of course, hard to predict what the mobility industry will look like in 2030. However, there is no doubt that a number of evolutions and trends will challenge the status quo. One thing is for certain: all these new and predominantly electric forms of mobility will generate an exponential growth of the number of batteries.

    This conclusion inspired Bebat to peruse a number of recent studies and consult with a broad range of experts from the energy industry, the automotive industry, the lease sector, the academic world and the logistics industry to get their take on the next 10 years. Their their visions have been gathered in the third edition of Bebat’s Ebook on E-Mobility.

    The E-book is available for free in English, French and Dutch online or as a downloadable version: https://ebooks.bebat.be/en

     

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