ࡱ> CF@ABe ݊bjbj^^ g4d\4d\fv rrrrr8l*t9(9999999$;?>>9r`'^`'`'>9rrS9)))`'Frr9)`'9))26hn706s'F69i9096?'? n7n7&?r7p)2"F$>9>9(9`'`'`'`'? > 8: All Party Parliamentary Light Rail Group Meeting at the House of Commons, Wednesday, 31st January 2018 Chairman: Kelvin Hopkins MP Speakers Sam Flynn Trams to Lytham Brad Read President, TIG/m Gordon Pratt Project Leader, Kenex Thames Transit All three speakers used PowerPoint presentations, which will be made available on the APPLRG website  HYPERLINK "https://www.applrguk.co.uk/Home" https://www.applrguk.co.uk/Home Kelvin Hopkins MP, who chaired the meeting in the absence of Iain Stewart MP, introduced himself and, after some announcements by Jim Harkins (APPLRG Secretariat), introduced the first speaker. Sam Flynn (Trams to Lytham) introduced himself as a second year civil engineering student at the University of Central Lancashire and Preston who has been involved with the Trams to Lytham project for about three years. Trams to Lytham is a campaign which supports light rail investment in the Fylde coast area south of Blackpool. It represents the local peoples voice as it has the support of thousands on our social media pages and an online petition which had over three thousand signatures. Influential local figures, including the Fylde MP Mark Menzies, have given their support. This is not the first time this topic has been discussed. Ever since the original Lytham St Annes Corporation tram link was removed in the 1930s there have been many campaigns to have it reinstated, the most notable of which was in the early 2000s with the Fylde Coast Rapid Transit Masterplan, which proposed many new routes, including Lytham, on an upgraded Blackpool system. It was part of the then governments promise to build new tram systems across the country. Unfortunately it did not materialise but the spark has now been reignited with the upgrade of the Blackpool tramway. Today the Blackpool tramway is a modern light rail system that runs from Starr Gate to Fleetwood along eleven miles of coastline. Since modernisation in 2012 it has been highly successful and has over five million passengers per year as well as a 95% satisfaction rate. It has been praised for friendly staff and the good access and efficient services that only light rail can provide. The success has been enough for the first extension to be approved to connect to the main railway station, Blackpool North. This started construction last November and is due to open in 2019. This will further boost passenger numbers and will improve the business case for further links such as Trams to Lytham. What are the problems with Lytham St Annes today? There is a single track railway line, the South Fylde line, which connects Preston to Blackpool via these towns. Due to the limitations of the single line, only an hourly service can be provided, not suitable when Blackpool is the most travelled to destination from South Fylde, where the combined population of the two towns is over 40,000. To add insult to injury, outdated Pacer units are the standard rolling stock on the line, using diesel engines and with poor accessibility and aesthetics. Northern Rail has promised to replace these by 2020. In terms of connectivity, while the service to Preston is just satisfactory, the connection to Blackpool is lacking. Blackpool South, the lines terminus, does not connect with the major economic centres of the Promenade and the town centre, and it requires change to another mode, bus or taxi, to reach them. While the Blackpool North line is currently being electrified, the Blackpool South line continues to be left with little investment with passenger numbers almost ten times less than the tramway network. The road situation is little better. There are just two routes into Blackpool, leading to congestion, which means that the bus services are very unreliable and take very long and indirect routes to the centre of Blackpool. Neither the bus nor the train services are acceptable for the 21st century. So what is the solution? Linking the successful tramway to the railway line and extending to Lytham would solve most of the issues. A direct service to Blackpool town centre could easily be provided improving connectivity and providing more regular stops for passengers. The project would both reduce car usage and reliance on diesel transport making for a much greener network. It would also have a significant effect on the local economy, boosting businesses by connecting the area to millions of tourists in Blackpool. Who can make this happen? The ultimate decision makers for this project are Lancashire County Council and Blackpool Council. While Blackpool Council is the owner of the tram system, Lytham and St Annes lie within Lancashires borders so any scheme would need the full approval of both to proceed. In 2014 a study was commissioned to appraise options for the future development of the South Fylde line. This was an extension of the EU-supported Sintropher project, which had already built a business case for the Blackpool North extension. Trams to Lytham started based on the news of this study and were involved in the consultation process. In 2015 the study was published and two options were taken forward by Lancashire County Council but, unfortunately, there has been very little progress since then. The study looked at a huge number of options and narrowed them down to a shortlist. The first option was to install a passing loop on the existing heavy railway line and allow a 30 minute frequency. Option two was to use TramTrain technology to create a hybrid route, possibly as far as Preston. The third option was a conventional tramway extension running parallel to the railway line but only as far as Lytham. TramTrain technology has, seemingly, been discarded as an option by the Council and, personally, I support that move in this case. The initial cost and time delays associated with it are not worth the end benefit of a slight speed boost through a mostly urban area, unless extended to Preston, which would be far too expensive initially. The passing loop option does provide a higher frequency but it does not solve most of the issues, such as connectivity or accessibility. Unfortunately, this does seem to be the favoured option currently, due to its having the lowest cost and, although I would not oppose it, it cannot be seen as a final solution. Option three is by far the most favourable. However, there were many flaws in the report, such as the eye-watering costs of the tramway option of up to 300m, with no breakdown of costs. Additionally, since the time of publication, there has been much development along the route, including hundreds of new homes and a new enterprise zone at Blackpool Airport. Combine this with a huge surge in tramway passengers since 2014 and it is obvious that further more detailed study is needed. Luckily the report did leave the door open for this. Tramway to Lytham has based its proposals on option three of the study. The currently proposed route would see the tramway connected to the railway corridor at either Starr Gate terminus or the Pleasure Beach and run double track between Blackpool and St Annes. The tramway would then run as single track parallel to the railway line to Lytham station. The railway line would be curtailed at St Annes. Tram services would run between Lytham and the soon-to-be-completed Blackpool North interchange. A 15 minute frequency, at least, is a realistic and achievable target. For more information on the route, see the Trams to Lytham YouTube channel. The route is subject to change. Going forward, I would like to see Trams to Lytham evolve and become a more formal organisation. Currently, the campaign is predominantly managed by myself with help from a few associates. We have not yet had set goals or management positions. To do this, I want to establish a new and wider campaigning body in the near future to be called the Blackpool Tramway Alliance. This new initiative would allow lobbying for more general improvements in the network as well as future extensions. My ambition is to bring together passionate individuals from the Fylde coast and beyond to gain more relevance and influence with decision makers. One of the first goals would be to develop a new document outlining the progress of the Lytham scheme and focussing on the general business case and the need for new work rather than on specific details like track alignments. My plan is to couple this with the submission of our online petition as well as gathering third party statements from influential people in support of the plan. I have already produced a draft version of the document. Beyond that I want the new campaigning body to work closely on the development, design and, hopefully, delivery of this important project. So how can you help? I would like to start a working relationship with anyone who believes they can assist in setting up this new alliance. Having light rail experts on board will drastically improve the chances of success, provide influential campaigning advice and offer national publicity. I will also soon be asking LRTA/TramForward as well as local campaigns for their support and potential involvement in setting up the Tramway Alliance. Together, I want to create a pathway towards success for both Blackpool and nationwide and to inspire others across the world to campaign for light rail. Kelvin Hopkins thanked the speaker for an excellent presentation and said he would take questions for all three speakers at the end of the meeting. He then introduced the second speaker, Brad Read, President of TIG/m, a turn-key designer/builder of street-running public transportation rail systems based on self-powered vehicles. Brad Read (President, TIG/m) explained that his company, based in Chatsworth, California, builds street-running railcars, streetcars in US terminology. The cars are self-powered; they carry all the power for a full service day on board, so there is neither overhead wire nor any kind of wayside power requirement. He went back to the early history of street railways, when cars were self-powered, using horse traction. Attempts to mechanise, including steam, battery and cable power, were not very successful and by the 1890s most systems around the world were adopting electric traction with power supplied by overhead wire. The continued use of this means of propulsion has led to heavy vehicles with high power-consumption. Such vehicles do not lend themselves to being self-powered and this has led to scepticism in the industry over the viability of self-powered systems. However, the low coefficient of friction between steel wheel and steel rail means that less energy is required to accelerate and move vehicles and more energy can be recovered during braking, making streetcars the perfect candidate for self-power. A smaller proportion of total vehicle weight needs to be spent on the traction plant as compared to rubber-tyred systems. Steel wheel/rail systems offer only 15% of the rolling resistance of rubber-tyred systems, representing enormous cumulative energy savings. In conventional streetcar systems, the wayside power provision represents on average 30-50% of infrastructure cost, whilst also having a greater impact on the environment than the tracks or the cars themselves. Changing to self-powered cars eliminates the two major objections to new streetcar lines: the high infrastructure cost and the visually intrusive overhead equipment. Self-powered systems can deliver 40-50% reduction in infrastructure installation costs, 50%+ reduction in long-term costs by eliminating wayside power maintenance and stray current repairs. They improve the environment by eliminating overhead wires and support structures as well as releasing space otherwise taken by substations and other equipment. TIG/ms mission is to reduce streetcar infrastructure impacts and cost by eliminating the need for continuous off-board electrification systems. This will make the re-introduction of electric street railways into towns and cities more achievable. To achieve this, TIG/m manufactures battery dominant serial-hybrid self-powered electric trams. Each vehicles power budget is determined how much power is needed for the worst-case duty-cycle day using the formula Energy Storage Systems + On-Board Generation + Regenerative Braking = Traction Power + Ancillary Power + 25% Surplus. The surplus, retained in the battery bank, prevents the deep-cycling of the batteries, doubling the manufacturers warranty. A range of fuels for on-board generation is offered (in order of preference environmentally): hydrogen; CNG; propane; bio-diesel, gasoline; diesel. There are five major systems on board the car. The charger/capacitor system: at night during a four-hour maintenance period power is taken from the grid and then distributed to two high capacity lithium ion phosphate battery banks. When the car is in service, the battery banks are the sole source of energy for the traction system. The motors are torque controlled, so when the driver applies negative torque all the motors turn into generators and generate energy for the battery banks. There is also a generator on board which can be a fuel cell, a micro turbine or an internal combustion engine. It is a plug and play system; any one type of generator can be unplugged and replaced by another in under an hour. The fuel supply for the generator is also on board together with ancillary equipment air-conditioning, 12 and 36 volt power- powered by the battery system. The TIG/m lithium ion phosphate battery currently has the largest capacity in the industry. The battery management system continuously controls the charging of the batteries. The custom made B4 bogies are based on PCC technology and have AC induction motors incorporating three braking systems: dynamic and friction braking and electromagnetic track brakes for emergency braking. The bogies are certified for use on any public line. The smallest fuel cell generator is 12kW, a 300% advancement over what was used in the Apollo space program. It incorporates a hydrogen tank and cooling system. About 60% of acceleration energy is recouped every time the car starts and stops. Overall about a third of the energy expended for propulsion is being regained and put back into the batteries. The main advantages of a self-powered tramway are the reduction in infrastructure costs and simplicity and resilience. Both overhead and below ground power supply systems require DC supply and substations which drive up the cost of the project by 40-60%. Our cars do not rely on any outside power supply and are no more expensive to build and are less costly to maintain and operate. [Some generalised cost comparisons are shown on slide 18]. For a comparison of resilience, with an external power supply, a power failure will affect every vehicle on the system, with a self-powered system if a car fails it can be replaced with a reserve car and operation continues. As a result of an invitation from the American Institute of Architects, the recovery of the conventional transport systems from the effects of super storm Sandy were compared with the probable results had self-powered systems been in place. Surface and subsurface systems were down for eight weeks, whereas, with a self-powered system, 80% of the rolling stock could have been back up in eight days Resilience is, therefore, a major advantage of self-powered systems, which are not affected by global electrical problems, vehicles are mechanically less complex, there is no pantograph, and battery systems are non-mechanical. Another big advantage of self-powered systems is the catenary-free track system. With no wayside power circuit, track does not need to be electrically isolated, a very expensive factor in conventional systems to protect utilities and other subsurface structures from stray currents. The track needs to be isolated only in terms of vibration and impact. The track can therefore be installed with an excavation of as little as 10-12 inches and there is generally no need for relocation of utilities. [Diagram of track installed in Qatar, slide 20]. The track in Qatar was installed at a rate of about 100 metres per week, a very simple and cost-effective method. TIG/m provides turn-key street railway system design, construction, and vehicle fabrication through to operations and maintenance. All cars are built to current international standards and TIG/m has its own safety department and carries out its own safety cases. TIG/m is currently prototyping its first 20m articulated streetcar, 170 passengers (42 seated, 128 standing), 79% low-floor [slide 22]. Already in production is the MRV-3AC, 15m rigid body, 100 passengers (33 seated, 67 standing) [slide 23]. This is the car designed for and currently being delivered to Qatar. [Video clips of operation in Qatar were shown]. Full operation of the Qatar system will begin, probably, in April or May. TIG/m also builds heritage-style trams, also powered by hydrogen fuel cells and with lithium ion phosphate battery banks [slide 27 of trams in Aruba]. TIG/m has worked with other companies to provide not only hydrogen fuel cells on the cars but hydrogen production facilities on-site, thus eliminating fuel transport costs. The hydrogen is produced by electrolysis of water in a hydrogen generator and is then compressed and stored and transferred to a dispensing system, which dispenses hydrogen at 350 bar once a day into the streetcars. Hydrogen can be produced, depending on the local cost of electricity, for $2-4 per gallon equivalent, cheaper than gasoline. The all-electric compression equipment, designed in cooperation with MRE, Ohio, brings the cost of making 5/9 hydrogen (purer than medical grade) down by $2 per kg. The distribution equipment functions just like a gasoline fuel pump and fuels a streetcar in about five minutes. The hydrogen system on the car charges the batteries and consumes about 4kg of hydrogen per day at a cost of $8-16. There are currently three installations: 1. Oranjestad, Aruba, phase 1 two more phases are planned. Electricity for the system is generated by wind turbines, so the whole operation is carbon-free. The bottled hydrogen will also be used as a backup for electricity generation when the turbines are not operating. 2. A large project in downtown Dubai, also a three phase project. Phase 1 with two hydrogen-assisted, heritage-style streetcars has been completed. Phase 3 will be 17km and 8 cars 3. The system in Dohar, Qatar has 3 streetcars [another video clip shown]. A car will operate 20 hours per day on one battery charge and 4kg of hydrogen. In conclusion, TIG/m is looking for renewable energy for its systems, solar or wind power. This has been implemented in two systems, the Eilan Project in Texas and in Aruba. Renewable energy is harvested and this is sold to the grid at peak hours. All day, a portion of the energy is sent to the hydrogen generation plant, which is operating 24/7, and the hydrogen is sent to the storage and dispensing systems. Power is sold to the grid during the day when demand (and price) is high, and power is bought back from the grid at night when the renewable sources are not working but when the price is low. This energy is used both to maintain the hydrogen generation and to charge the batteries on the cars. In both these installations this way of working produces a profit. Kelvin Hopkins thanked Brad Read and announced that he would have to leave the meeting at 16:50, when Jim Harkins would take over as Chairman. He then introduced the third speaker, Gordon Pratt. Gordon Pratt (Project Leader for Kenex Thames Transit) explained that Kenex Transit looks at the overall need for trams in the Thames Gateway to East London, specifically in the area including Dartford, Gravesend and the shopping centres of Lakeside and Bluewater as well as the High Speed rail station and new garden city at Ebbsfleet and a potential theme park. The area has congestion problems in common with many other parts of the country but has a particular problem with the Dartford Crossing, which is a pollution hot-spot with more than 50 million vehicles per annum. The crossing is often gridlocked and local connectivity across the Thames is disrupted. There is very little alternative to using the crossing by car as public transport is virtually non-existent and this is a real barrier to employment locally. This restriction on employment opportunities makes the whole area less attractive to homes and investment. Yet there are new housing developments going ahead as well as the proposed London Resort bang in the middle of the area. There is need for a congestion-busting, clean community link crossing the Thames. Studies have shown the high level of pollution at and around the Dartford Crossing is linked to higher levels of mortality. There is a high population density on both sides of the Thames and existing rail links in and out of London on both sides are heavily used. The problems with local road traffic are boosting rail usage which is increasing by about 5% per annum. The Kenex project is proposing new north-south cross-river connection as well as an east-west link south of the river. These connections would serve, within 45 minutes of Ebbsfleet, populations of over 1 million on the Kent side and 1.4 million on the Essex side. The existing traffic flows by all modes are: Bluewater 58 million journeys p.a. to and from; Ebbsfleet International station 3 million, likely to increase with the development of the garden city. The introduction of the high-speed Javelin rail service to St Pancras has had a marked effect on travel from Gravesend, with around three-quarters of commuters now using this service in preference to the classic rail service to London Bridge. The proposed London Resort is predicted to generate 36 million journeys p.a. On the Essex side, Lakeside currently generates about 53 million journeys annually. These figures will increase as both Bluewater and Lakeside are expanding. In the middle of all this is the Dartford road crossing which caters for about 50 million journeys p.a. So, a very large number of journeys within a relatively small geographical area. Analysis of the use of the Dartford Crossing shows that about 30% of journeys are local traffic but of course use of the crossing requires a car, if you have no car you cannot make the journey. People without cars or who do not want to use a car are currently precluded from seeking jobs across the river, so there is a substantial latent demand for cross river travel which is not at present being met. We have a funded pre-feasibility study and have undertaken a very detailed evaluation of these routes and have spoken with various stakeholders, local councillors, transport planners, shopping centres. The two proposed routes are each about 10km long. We have been in discussions with Intu who are looking to build a new transport hub at their Lakeside shopping centre. Intu also have shopping centres at Trafford, Greater Manchester, where a tram connection is under construction, and Merry Hill, Dudley, where a tram link is under consideration. They are also building a shopping centre in Torremolinos, Spain, where the local authority has told them to look at a new public transport connection rather than building further roads. We have also looked at connections to the railway station at Grays. At Bluewater there is provision for trams to access the current transit centre The pre-feasibility study has estimated a total cost of around 600 million, half of which is the cost of the tunnel under the Thames. We are looking at a pre-fabricated option for the tunnel and the tramway is anticipated to carry 7-8 million passengers. This cost compares with a figure from the Highways Agency for the planned Lower Thames Crossing (road tunnel) of between 4.4 billion and 6.2 billion and which will cater for 8-9 million journeys p.a. The difference in cost is due to the size of the road crossing: twin three-lane tunnels, approach road, junctions, etc., etc. The tram tunnel is much smaller and does not need the extensive approaches. Currently we have carried out the pre-feasibility study, we have been approached by potential investors, and the local demand for the project has been overwhelming. Kelvin Hopkins left the meeting at this point. Gordon Pratt then handed over to James Willis, a native of Gravesend and a Maidstone Borough councillor, who stood as LibDem candidate for Dartford in 2010 and Gravesham in 2017 and is a strong backer of the Kenex project. James Willis gave some details of the background of the project and stressed that while it has been well received by the local authorities in Essex, there is a need to convince Kent County Council and the local authorities in Dartford and Gravesend. They are still relying on the proposed Lower Thames Crossing to solve traffic problems and for the current Fastrack bus system to provide local public transport. He stressed that the lack of public transport links across the Thames together with the traffic problems of the Dartford Crossing meant that the economies of the Essex and Kent sides were virtually separate; Kenex will link them together for a tenth of the cost of the Lower Thames Crossing. He called help and constructive comment from the light rail sector in getting the message across to local politicians. Questions Jim Harkins asked how the TIG/m technology could be applied to the Kenex project Gordon Pratt thought that the technology looked ideal for the project and would make it even more cost effective Brad Read added that their technology was scalable and that they could certainly cope with whatever level of system would be required to meet the projected throughput. This would require detailed demand analysis to determine overall demand, throughput, frequency and the demand at each station, and then rolling stock would need to be designed to meet the requirement. Current vehicles provided capacity of 100 and 170 passengers but they could be scaled up to up to five section cars with a capacity of 220 passengers. Demand analysis would be the first step. Ben Gilligan (South Yorkshire PTE) asked how the weight of the TIG/m vehicle compared with conventional LR vehicles. Brad Read replied that the weights were very similar, the 100 passenger car weighs about 20 short tons. Chris Belk (Conservative Transport Group) said that, because of its various advantages, the TIG/m system should be a winner and should be looked at by DfT, so why has it not been more widely adopted? Brad Read said in one word risk. Municipalities are averse to risk, funding sources are averse to risk and new technology, no matter how well it is proven on paper, no matter how attractive it is, includes risk. In the US, municipalities go to the large engineering consultancies which have a zero risk mentality and because of their internal profit motives are not going to suggest risk to their clients, who are already risk-averse themselves. This is why in the US there is old technology. Chris Belk asked whether TIG/m would be prepared to licence their technology to a larger manufacturer if it became so successful that they could not cope with demand. Brad Read said they would be prepared to look at joint ventures but not licencing Tony Young (UKTram) said that he had done work for Kent County Council about twenty years ago on means of linking Bluewater, Ebbsfleet, Gravesend and Dartford (though without the cross-Thames link). Somewhere in the county files there should be a ready-made design for a tramway. Also he had worked for Blackpool Council on the tramway upgrade and on an earlier tramway access study. One of those studies had included a link to Lytham and St Annes, so again there should be some plans in the archives. He asked Sam Flynn if approaches had already been made to Blackpool Borough Council, Fylde Borough Council, Lancashire County Council, and Network Rail of Northern Rail and if so what had been the reaction. Sam Flynn replied that he had sent some 50 emails over the past three years and had received very generic responses. They seem to want the heavy rail passing loop and are just focussed on that at the moment. This will not improve connectivity to Blackpool which is where the demand is. The project has the support of one opposition councillor. This is why outside support is needed. Jim Harkins added that Sam had recently become a member of TramForward, the LRTA External Relations Group, Dan Giblin (TramForward) said that there were something like 80 locations nationally where some form of light rail development might be appropriate. TramForward could help local campaigners with developing scope of work and business case for their projects as well as seeking possible sources of funding. He wondered if there were other students currently at Sams university, possibly on financial courses, who might assist in taking the project forward. Sam Flynn said he had not looked into this but it would be worth considering. Tim Kendell (TramForward) said that, when he was at DfT, they had looked at hydrogen power and had decided it was too expensive, given the cost of electricity in this country He asked what the cost of electricity was in California compared with the UK. If this problem could be solved then he thought DfT would be very interested in a technology that dispensed with overhead wires Brad Read replied that he did not know the comparative costs but what was required was an agreement with the local power generator to obtain cheap power at off-peak times. Adrian Howson (TDI) said that it was something that several companies were currently working on and was not likely to be a barrier in the future. He saw the main barriers as politics and risk-aversion. Jim Harkins said that APPLRG was always ready to provide a platform for new developments. Paul Rowen (TramForward) said that Chris Grayling (Secretary of State for Transport) had expressed an interest in developing hydrogen technology. Brad Read said that there was a finite amount of hydrogen you could generate from a specific amount of electricity so that efficiencies needed to be found elsewhere and make it affordable by using renewable energy. If you can do that you can make hydrogen cheaper than any other gaseous fuel and it is safer than any other gaseous fuel because it is non-flammable when pure and disperses rapidly because of its lightness. If you can find the right balance of efficiencies it can be affordable. Simon Johnson (Tramways and Urban Transport) asked why, if the technology was easier to implement than conventional systems, it had taken from 2009 to now to get the Dohar scheme up and running. Brad Read replied that in 2009 they were engaged to produce the demand analysis and schematic design, which they did. The whole development project began 60 feet below ground and it was 2014 before they were able to begin work on the streetcar project, which then took three years to completion. Simon Johnson added that one of the biggest problems with light rail projects politically was that they are seen to be slow moving and cause a lot of disruption, so anything that gets rails in the street more quickly must be a good thing. James Winnett (WMG) asked about the track for the Dohar project and what work there was with utilities. Brad Read replied that there were no utilities as it was a brand new street. The rails were 51R1 which is a 60 inch high version of 59R2 which is a standard light rail track developed for European tramways. The lower profile version saves 6 inches of steel per metre and is therefore more affordable, while having all the necessary mechanical resilience. Overall depth was about ten inches and was installed at about 100 metres per week. Sam Flynn asked if a two-ended version of the TIG/m cars was possible. Brad Read replied that the cars were originally designed as double-ended but the single-ended version was produced where required In response to a question on how much is hydrogen being used generally in the transport sector, Brad Read replied that hydrogen powered cars were already in use in California. It is always going to be better than pure battery operation because batteries, no matter how much they are developed, will always need charging and hot-charging merely reduces the life of the battery. A hydrogen car can be fuelled in five minutes and has a range of 500-600 miles. Jim Harkins thanked the speakers and the audience and closed the meeting at 17:25.      Light Rail (UK) Warrington & District Business Park. Long Lane. Warrington, Cheshire, England, United Kingdom. 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