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    <title>Research in Progress (RIP)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Research in Progress (RIP)</title>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Rural Vehicle Markets and Consumer Affordability</title>
      <link>https://rip.trb.org/View/2691725</link>
      <description><![CDATA[There is a need to better understand rural vehicle consumer choice and transportation affordability to inform efforts to support economic vitality in rural communities. Access to adequate vehicle choices at affordable price points may be limited in rural contexts due to the spatial location of vehicle purchase options. At the same time, access to affordable vehicle options has important implications for transportation affordability, mobility, and economic opportunity in rural areas. Prior research suggests that people living in rural areas are more vehicle dependent, and that vehicle affordability and access is related to mobility and economic opportunity. Recent research indicates that rural vehicle consumers face more limited options and higher prices for a small subset of vehicle options, however, little is known about the implications for consumer choice and vehicle affordability for the overall vehicle market. This project uses detailed vehicle data and vehicle dealership listings in Colorado, Maine, and Vermont to evaluate the relationship between vehicle options, distances people travel to purchase a vehicle, and the price paid for the vehicle in both urban and rural contexts. Findings from this research can inform policies that seek to expand access to affordable transportation options in rural communities.]]></description>
      <pubDate>Sun, 12 Apr 2026 23:55:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2691725</guid>
    </item>
    <item>
      <title>Personal Vehicle Ownership and Operating Cost Calculator (Version 2.0) for Quantifying On-road Vehicle Operating Costs</title>
      <link>https://rip.trb.org/View/2691663</link>
      <description><![CDATA[In 2018, the Georgia Tech National Center for Sustainable Transportation (NCST) research team developed the Vehicle Ownership and Operating Cost Calculator (VCC) Version 1.0, allowing users to calculate and understand total vehicle ownership costs over the lifespan of the vehicle. Traditional resources typically found on automotive websites offer five-year cost projections, but often overlook or simplify long-term expenses such as financing, maintenance, energy use, and depreciation, which vary widely based on region, vehicle type, and individual driving habits. By allowing users to input personalized data, the calculator provides a tailored, detailed analysis of ownership costs, helping users make more informed decisions about vehicle purchases. The VCC is designed to serve as an educational resource (highlighting the cost categories associated with vehicle ownership) and as an instructional aid in courses that examine transportation planning and economic assessments. The VCC allows users to input data specific to their circumstances, including vehicle purchase price, loan details, annual mileage, insurance, energy costs, maintenance, and other costs like parking and tolls. Using data from sources such as the Georgia Department of Revenue’s vehicle pricing database and the U.S. Department of Energy’s Fuel Economy Database, the calculator provides customized cost estimates. The tool provides users (students and the public) with a thorough understanding of the full costs associated with lifetime vehicle ownership, by offering a comprehensive breakdown of ownership costs, including hidden expenses often overlooked in purchase decisions. The original model became dated, because the tool did not have the ability to automatically ingest and update vehicle ownership cost data. This project will update the tool with new data, develop data ingestion procedures, and modify output formats to support economic assessments of roadway design alternatives. To make the VCC accessible and support technology transfer, this project will update the calculator to accommodate the latest vehicle technologies (2018-2025) and to generate an online model presence. The research team will update fuel prices, maintenance, insurance costs, and depreciation rates to capture recent market changes. The team will also assess and implement enhanced reporting features to provide users with more detailed breakdowns and visualizations of ownership costs. Finally, the team will modify the structure of the model so that the tool can compile operating costs per vehicle-mile for observed and modeled on-road fleet compositions and operating conditions. The deliverables will include an updated version of the calculator accessible as both an Excel tool and a web interface.]]></description>
      <pubDate>Sun, 12 Apr 2026 23:22:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2691663</guid>
    </item>
    <item>
      <title>Transit Priority Expectations – Cost-Effectiveness and Service Provision Impacts



</title>
      <link>https://rip.trb.org/View/2636146</link>
      <description><![CDATA[There are multiple methods to improve transit priority, however, there is no standardized method to measure or predict these benefits across transit agencies and project types nationwide. This research aims to evaluate the impacts of transit priority infrastructure on cost-effectiveness and service provision. Specifically, it will examine how investments in transit priority measures—such as dedicated bus lanes, signal priority, and stop consolidation—affect transit operating costs, service reliability, and overall efficiency.

Caltrans currently holds an archive of General Transit Feed Specification (GTFS) and GTFS-Realtime derived transit speed and reliability data for most transit service across California, which the research team will be able to use in their analysis. To ensure the research results are applicable not just to one region or agency, researchers are also encouraged to pursue datasets from other agencies, including but not limited to the Chicago Transit Authority, Massachusetts Bay Transportation Authority, and Washington Metropolitan Area Transit Authority.

Through this research, transit agencies will be able to assess the potential benefits and trade-offs of implementing various transit priority strategies. State Departments of Transportation, Metropolitan Planning Organizations, and other local and regional stakeholders could then use an evidence-based approach to estimate the cost-effectiveness and service effects of potential transit priority measures based on existing data such as transit speed and reliability, land use, and road network characteristics. All of which can result in transit riders enjoying a faster, more frequent service through more efficient use of existing operating funds and increased investments in transit service are tied to transformative outcomes.
]]></description>
      <pubDate>Mon, 08 Dec 2025 19:58:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/2636146</guid>
    </item>
    <item>
      <title>Cost Effective Roundabouts: Evaluate Options for Reducing Roundabout Footprints and Construction Costs</title>
      <link>https://rip.trb.org/View/2636041</link>
      <description><![CDATA[The operational and safety benefits of modern roundabouts are well established, providing less delay and significantly reducing fatalities and serious injuries. While their use in Texas and throughout the country continues to grow, opportunities for further implementation can be limited in some locations due to their relatively high construction costs, compared to alternatives such as traditional intersections controlled by stop signs or traffic signals. The footprint of roundabouts is larger than these traditional alternatives, increasing costs for right-of-way and pavement; while those upfront construction costs can be mitigated over the life of the intersection through reduced maintenance and operation costs, the construction costs are still a factor in the decision-making process for intersection control. This effect can be even more pronounced when attempting to build roundabouts with scarce safety, maintenance, or mobility funds, as the cost of one roundabout can account for the entire annual allotment of a district’s safety funds. To maximize opportunities for roundabout implementation, research is needed to identify more cost-effective ways to address footprint and construction costs.]]></description>
      <pubDate>Fri, 05 Dec 2025 14:19:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2636041</guid>
    </item>
    <item>
      <title>DOT Application of the Palmiter Stream Management Technique in Small Streams

</title>
      <link>https://rip.trb.org/View/2633332</link>
      <description><![CDATA[Ohio Department of Transportation (ODOT) has one large experimental installation of the Palmiter Method in Clark County along the Mad River.  ODOT is interested in expanding the use of this technique across the state. Rapid deployment/implementation of the method on smaller streams with erosion concerns near infrastructure is potentially a better application of the method.  It is unclear how the method can be deployed and what benefits and drawbacks are likely in a small stream.  There is potential that the Palmiter Method is much better suited for small stream erosion issues, using low-cost materials, and potentially beneficial to stream habitat (as measured using OEPA sampling methods).  

The Palmiter Method was initially vetted using a Researcher-On-Call (ROC) contract with Ohio University who looked at what was known about the technique and potential applications in the DOT. No actual installations were constructed and monitored for risks/benefits/cost comparisons with traditional methods. ODOT manages thousands of stream erosion issues across the state. The most predominant stream type and stream/road interaction in the system are smaller streams that erode around culverts, into embankments, and undermine road shoulders. Research is needed to investigate the use of the Palmiter Methods on small streams comparing the cost, time, success/failure, biological impact, permitting, stream hydrology, and structure longevity compared to more traditional methods used to maintain erosion on small streams.

The goal of this research is to compare the Palmiter Method to traditional methods for erosion control in small streams.]]></description>
      <pubDate>Tue, 02 Dec 2025 13:37:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2633332</guid>
    </item>
    <item>
      <title>Managing the Prior Rights and Prescriptive Rights of Utilities

</title>
      <link>https://rip.trb.org/View/2558399</link>
      <description><![CDATA[State departments of transportation (DOTs) manage and remediate prior rights and prescriptive rights when construction necessitates property ownership transfer from utilities. NCHRP Research Report 1054: Acquiring Utility Property Interests and Reimbursing Utility Relocation Costs: A Guide provided practitioners approaches to acquire utility-owned property and reimburse utility owners for eligible relocation costs. The research scope did not address management of prior rights and prescriptive rights claims, however. State DOTs still confront issues with determinations of prior rights and prescriptive rights claims that can differ greatly from one parcel or jurisdiction to another.

A comprehensive framework to identify and manage all types of compensable and noncompensable property interests in connection with utility relocations would assist state DOTs with inconsistencies in current processes and procedures. Research is needed to review pertinent laws, regulations, and practices; document case examples that identify best practices; and identify implementation opportunities.   

OBJECTIVE: The objective of this research is to develop a guide for managing prior rights and prescriptive rights for utility relocations. The guide will contain successful applications from the state level and will incorporate varying methods and statutory requirements.]]></description>
      <pubDate>Wed, 28 May 2025 10:03:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558399</guid>
    </item>
    <item>
      <title>Strategies for Controlling Cost and Schedule Growth on Alternative Delivery Projects






</title>
      <link>https://rip.trb.org/View/2558415</link>
      <description><![CDATA[State departments of transportation (DOTs) and other transportation agencies across the United States increasingly use alternative project delivery methods (APDMs) to deliver transportation projects, rather than the traditional design-bid-build (DBB) approach. APDMs include design-build (DB), progressive design-build, construction manager/general contractor, and public-private partnerships. Several factors are driving this trend, including the need for project cost-certainty, expediting project delivery, identifying and mitigating risks earlier in the project lifecycle, and shifting risks to or sharing risks with the parties most capable of managing them. 

Previous studies have focused on comparing the cost and schedule performance of DBB and DB projects, rather than APDMs at-large, and these studies tended to rely on small sample sizes and opinion-based data. Research is needed to better understand how to control the cost and schedule of projects utilizing APDMs from project planning through design and construction. 

The objective of this research is to provide a guide for transportation agencies on strategies to identify and manage risks that have led to cost and schedule growth on projects delivered with APDMs. ]]></description>
      <pubDate>Tue, 27 May 2025 20:31:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558415</guid>
    </item>
    <item>
      <title>The Downstream Infrastructure Impacts of Design Vehicle Selection</title>
      <link>https://rip.trb.org/View/2558437</link>
      <description><![CDATA[Selecting a single design vehicle can significantly influence roadway geometry, safety, and user experience. Many roadway designs default to the largest vehicle, under the assumption that this approach will inherently accommodate smaller vehicles and non-motorized users. Yet, larger design vehicles may encourage overbuilt infrastructure, leading to wide lanes, large turning radii, and lengthy pedestrian crossings—conditions that can raise vehicle speeds and reduce pedestrian safety. Conversely, opting for a vehicle that is too small can force larger vehicles to encroach upon adjacent lanes or curbs, increasing maintenance costs and crash risks.

This project investigates how design vehicle choices affect roadway outcomes through two main phases. First, it reviews historical, current, and international practices via archival research, engineering manuals, policy documents, and interviews with practitioners. Second, it uses scenario modeling to measure how different vehicle assumptions alter intersection geometry, pedestrian crossings, and operational performance, as well as to evaluate the resulting safety and cost implications. The research will generate evidence-based guidelines for selecting an appropriate design vehicle, thereby optimizing roadway dimensions while safeguarding multimodal users.

By clarifying the downstream impacts of over- or under-designing for specific vehicles, this study aims to improve safety and functionality, minimize unnecessary infrastructure expenses, and align with broader sustainability and equity goals.]]></description>
      <pubDate>Tue, 27 May 2025 16:11:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558437</guid>
    </item>
    <item>
      <title>RES2023-30: I-24 Smart Corridor</title>
      <link>https://rip.trb.org/View/2539923</link>
      <description><![CDATA[The I-24 SMART Corridor takes a comprehensive approach to improving the safety and travel time reliability along the corridor utilizing existing infrastructure and emerging technology. Vehicle-to-Everything (V2X) technologies are a key initiative of 
Tennessee Department of Transportation (TDOT) by aligning with several strategic goals of TDOT including safety, mobility, sustainability, and consistent customer experience. To achieve the benefits of successfully applied V2X
technologies along the I-24 SMART Corridor, a clearly defined direction of V2X deployments needs to be established. The path towards applying V2X technologies throughout the I-24 SMART Corridor is described within the I-24 SMART Corridor V2X Roadmap. The I-24 SMART Corridor Roadmap provides an evaluation of
the existing Intelligent Transportation Systems (ITS) infrastructure along the corridor as well as an implementation plan for V2X applications that meet the goals of the I-24 SMART Corridor. The initial deployment locations for V2X applications were based on several safety factors including existing traffic volumes, crash history, and reoccurring
congestion. These safety factor hotspots led to the specific V2X application needs along the I-24 SMART Corridor. Along with the hotspots, geometric factors were included in determining which specific V2X applications were most applicable at each hotspot location. In addition to identifying and locating where specific V2X applications should be provided along the I-24 SMART Corridor, the Roadmap provides the costs associated
with implementing these applications. These costs include software, physical integration, vehicular integration, and annual operations and maintenance costs.]]></description>
      <pubDate>Thu, 17 Apr 2025 13:50:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2539923</guid>
    </item>
    <item>
      <title>Strategies for Implementing Same-Day Paratransit Services</title>
      <link>https://rip.trb.org/View/2464329</link>
      <description><![CDATA[The Americans with Disabilities Act (ADA) requires fixed-route public transportation services (e.g., buses and trains) be accessible to individuals with disabilities and complementary paratransit services be provided to individuals with disabilities who cannot use the fixed-route services for some or all of their trips.  Since the passage of the ADA in 1990, public transit agencies have provided paratransit services to meet and in some cases exceed federal requirements. The ADA stipulates minimum requirements for complementary paratransit services. (See Americans with Disabilities Act 1990.)

ADA paratransit services cost more per passenger trip than fixed-route services and demand continues to grow in many communities. These paratransit services, which are provided directly by public transit agencies, through third-party contracting, and other arrangements, typically require prior-day advance booking and shared rides which can lead to limited flexibility for riders.

While current complementary paratransit services play a vital role in providing transportation for individuals with disabilities, they often lack convenience for riders and cost-effectiveness for transit agencies. Stakeholders have expressed interest in alternative services, including same-day services. Allowing ADA paratransit eligible riders to utilize same-day services could enhance their mobility and potentially reduce transit agency costs.

Research is needed to identify proven and potential strategies for same day services and how each can be effectively implemented. The research should address potential impacts on costs, ridership, customer satisfaction, administration, financing, technology, regulation, and other challenges.   

The objective of this research is to prepare a guide for public transit agencies and other service providers, that presents operational, administrative, technological, and financial strategies for implementing same-day services that meet the mobility needs of ADA paratransit eligible people.]]></description>
      <pubDate>Tue, 26 Nov 2024 06:34:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2464329</guid>
    </item>
    <item>
      <title>Bridge Construction Schedule Compression</title>
      <link>https://rip.trb.org/View/2458794</link>
      <description><![CDATA[The Iowa Department of Transportation currently estimates the cost of accelerated bridged construction (ABC) as 10% more than the cost of a normal, detoured bridge project, per chapter 3 of the Iowa Bridge Design Manual (OBS 2017). While the cost of ABC materials has been investigated more extensively and can be linked to overall project durations, there is little relevant data available to speak into the relationship of cost and time in compressed traditional projects. The scope of work proposed here will document the construction of a bridge constructed under a compressed time schedule. This documentation will serve the Bridges and Structures Bureau evaluate the benefits and drawbacks of utilizing compressed schedules.]]></description>
      <pubDate>Tue, 19 Nov 2024 12:46:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2458794</guid>
    </item>
    <item>
      <title>City-Wide Strategic EV Charging Network Design: Demand-Supply Integration via Market Dynamics</title>
      <link>https://rip.trb.org/View/2440040</link>
      <description><![CDATA[The transportation sector accounts for a massive portion of greenhouse gas emissions and air pollution, making the adoption of sustainable and low-emission alternatives crucial for mitigating climate change and improving air quality. Electric vehicles (EVs) have emerged as a promising solution, offering reduced emissions and lower operating costs compared to conventional internal combustion engine vehicles. As a result, many cities and regions around the world are transitioning towards incorporating EVs into their transportation systems. One of the critical challenges in promoting EV adoption is the availability and accessibility of a well-established charging infrastructure. An efficient and strategically located charging network is essential to alleviate range anxiety among EV users and encourage the widespread adoption of electric mobility. However, the deployment of EV charging stations requires careful planning and decision-making, considering factors such as demand distribution, traffic patterns, existing infrastructure, and accessibility for users. The Electric Vehicle Location Selection Problem (EVLSP) addresses the task of identifying optimal locations for installing EV charging stations to achieve maximum coverage, minimize the cost of infrastructure development, and enhance the convenience and accessibility for EV users. To tackle this complex problem, researchers have explored various algorithms and methodologies from operations research and optimization fields. In this project, we present a comprehensive study on the EVLSP with a specific focus on the city of Avondale, AZ. Avondale, like many other urban areas, faces challenges related to sustainable transportation and seeks to improve its urban mobility while reducing environmental impact. Our research aims to provide valuable insights into the strategic deployment of EV charging stations in Avondale, considering the city's unique characteristics and transportation needs.]]></description>
      <pubDate>Sun, 13 Oct 2024 16:09:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2440040</guid>
    </item>
    <item>
      <title>The Intersection Between Health Care Costs and Long Work Hours in the Transport Sector</title>
      <link>https://rip.trb.org/View/2434301</link>
      <description><![CDATA[According to the National Transportation Safety Board (NTSB), investigations conducted between 2013 and 2019 revealed that fatigue was a probable cause, contributing factor, or finding in 12% of accidents across all modes of transportation. Even preceding this finding, rail safety has focused on fatigue and long work hours for decades due to concerns that fatigued workers may be more prone to accidents, injuries, near misses, and rule violations as expressed by labor, management, and government regulators. However, rail safety has improved steadily and a direct relationship between hours worked and the current state of commuter rail safety performance remains to be convincingly demonstrated. Moreover, the impetus to make changes in the existing operating rules and practices is also strongly influenced by operational realities and financial considerations. Consequently, demonstrating a link between operator fatigue, safety performance, and financial considerations would be beneficial in driving decision-making in commuter rail operations. The present study is designed to explore the possibility of a relationship between hours worked and the cost of worker compensation claims.

The health effects of long work hours have been well documented. For example, Yusaku (2023) found that Japanese workers engaged in overtime had a significantly higher rate of hypertensive intracerebral hemorrhage (ICH), which is a severe life-threatening disease with high mortality. Le et al. (2022) also concluded that working more than 60 hours per week leads to higher stress, burnout, and poorer health. Similarly, data from a longitudinal study in the UK found that working 55 hours/week or more was significantly related to more depressive symptoms among women while working weekends related to more depressive symptoms for both genders. Obesity is also related to long work hours (Solovieva et al., 2013).

Research over the past 40 years has slowly but steadily consistently documented an association between long work hours and occupational injury rates. Finally, Dembe (2005), in perhaps the best study of this topic, using the data from 10,793 Americans participating in a longitudinal survey evaluating workers' work schedules and occurrence of occupational injury estimated that the relative risk of long working hours per day was associated with a 61% higher injury hazard rate compared to jobs without overtime. Moreover, working at least 12 hours per day was associated with a 37% increased hazard rate, and working at least 60 hours per week was associated with a 23% increased hazard rate. The authors concluded that a strong dose-response effect was found such that the injury rate rose in direct relation to the number of hours worked per day.

The National Safety Council estimates that the number of lost days in the transportation industry over the past ten years has risen from $12.15 million dollars to over $15 million dollars. (NSC, 2023) The number of persons who have lost more than 31 days due to workplace injury has also increased similarly. These are conservative estimates that do not reflect the full cost of damage to equipment, loss of function, and other costs. There is no data available that shows the relationship between long work hours and the costs of occupational injuries in the transportation industry. The present study seeks to fill this gap by investigating the data from a major metropolitan area transit agency.]]></description>
      <pubDate>Sat, 28 Sep 2024 07:53:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2434301</guid>
    </item>
    <item>
      <title>Mitigating Risk-Driven Project Costs in Contractor Bids</title>
      <link>https://rip.trb.org/View/2417071</link>
      <description><![CDATA[Contractors submit higher bids on projects they perceive as carrying levels of risk above what they are accustomed to. Typically, contractors submit higher bid prices on projects that present unfamiliar or unknown circumstances or which include non-standard bid items. Higher-than-expected bids increase project delivery costs. This in turn can reduce the number of projects the Kentucky Transportation Cabinet (KYTC) is able to complete. To mitigate bid-related risks, the Cabinet needs information on project types and bid items that result in higher contractor bids. This information can help KYTC understand what factors influence risk perceptions among contractors. More complete knowledge of issues that generate negative risks is critical for mitigating risks shouldered by contractors, accelerating project completion, and delivering projects.]]></description>
      <pubDate>Mon, 12 Aug 2024 13:26:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2417071</guid>
    </item>
    <item>
      <title>RES2023-26: Field Performance Testing and Evaluation of the Constructed Inverted Pavements in Tennessee</title>
      <link>https://rip.trb.org/View/2387534</link>
      <description><![CDATA[The Tennessee Department of Transportation (TDOT) has been exploring inverted pavement technology for its potential for significant cost benefits compared to conventional flexible pavement. This research, initiated due to TDOT's interest in the potential cost and performance advantages of inverted pavement yet cautious about its statewide implementation without thorough validation, has led to in-depth findings. A previous study (RES2020-12) demonstrated that inverted pavements exhibit enhanced resistance to cracking and deformation. This research conducted a comprehensive assessment and evaluation of a test section in Chattanooga, constructed as an industrial service road for Volkswagen, allowing for an in-depth engagement from construction through to the operational phase. This setup facilitated direct data collection and analysis, comparing the performance of inverted pavement structures against conventional pavements under the same traffic and environmental conditions. Despite the limited time frame, which did not allow the appearance of significant signs of distress, the research team employed AASHTOWare Pavement ME software for performance prediction and cost analysis of both pavement types. This was supported by rigorous testing methodologies, including Ground Penetration Radar (GPR) scanning, Falling Weight Deflectometer (FWD) measurements, and field coring to ensure the accuracy and reliability of the predictive analysis. The research further implemented ride quality assessments using the Mean Roughness Index (MRI) and conducted a detailed cost analysis using the Estimated Uniform Annual Cost (EUAC) formula. These analyses revealed that inverted pavements, despite their relatively thinner layers, could offer equivalent performance and better cost-efficiency, thus presenting a viable alternative to conventional pavement structures. The findings advocate for the potential wider adoption of inverted pavement technology in Tennessee, underlining its durability, cost savings, and environmental sustainability advantages.]]></description>
      <pubDate>Fri, 07 Jun 2024 14:21:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2387534</guid>
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