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    <title>Transport Research International Documentation (TRID)</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>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Pedestrian alertness during the evening is not affected by lighting conditions typically used for road lighting</title>
      <link>https://trid.trb.org/View/2666739</link>
      <description><![CDATA[A laboratory experiment was conducted to examine the impact of different lighting conditions on melatonin derived from saliva samples, alertness as measured through reaction time (RT) to an auditory stimulus and self-reported sleepiness. This experiment replicated previous work but with the inclusion of an extreme condition to test the null findings of that previous work. There were four lighting conditions as defined by illuminance at eye level and spectral power distribution. Three conditions, having photopic illuminances of 0.5 lx to 8 lx (melanopic equivalent daylight illuminance (EDI) values of 0.5 lx to 10.4 lx) repeated the range used in previous work: the fourth condition extended this to 83 lx (melanopic EDI approximately 100 lx), which is extreme compared to those conditions typical of road lighting. The time period over which measurements were conducted was intended to represent pedestrian activity in the evening. The results revealed a significant reduction in RT and significant decreases in melatonin and subjective sleepiness only with the extreme condition, but did not suggest that lighting conditions typically used for road lighting had a significant effect on any of the dependent variables.]]></description>
      <pubDate>Tue, 03 Mar 2026 14:48:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666739</guid>
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    <item>
      <title>Evaluating the safety implications of glass curtain wall LED media façade on night-time driving: The driver’s perspective</title>
      <link>https://trid.trb.org/View/2666694</link>
      <description><![CDATA[The presence of glass curtain wall LED media façade (G-L-M) along roads has disrupted the ambient light environment, impeded drivers’ visibility and posed potential risks to night-time driving safety. This study investigates the effects of G-L-M technical parameters on driving distraction by constructing night-time simulation scenarios and obtaining the driver’s reaction time for recognising small targets. The study revealed that the field of view, colour and state of G-L-M are the most crucial factors, whereas luminance and area have relatively minor effects. Specifically, the G-L-M located in the fovea centralis and peripheral field of view regions (−30° to −15°) were more likely to cause driving distraction than those in the central field of view. Red, green and blue are associated with higher reaction times and failure rates, whereas white has the lowest reaction time and failure rate. Additionally, we found that the difference between high and low luminance was not significant. However, appropriate high luminance can enhance the recognition rate of small targets. Dynamic G-L-M significantly increases reaction time compared to static G-L-M. This study can provide a reference for assessing the effects of G-L-M to ensure night-time roadway driving safety and for formulating future regulations and designing G-L-M lighting.]]></description>
      <pubDate>Tue, 03 Mar 2026 14:48:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666694</guid>
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      <title>Visual attention and driving behavior of male autistic individuals while encountering driving hazards: A driving simulator study</title>
      <link>https://trid.trb.org/View/2664104</link>
      <description><![CDATA[Hazard perception is an important aspect of driving competence that significantly contributes to road safety. Allocating sufficient visual attention to hazards and responding accordingly can help reduce the likelihood of road crashes. Although hazard perception has been investigated to some extent in autistic individuals, little attention is given to hazards for which attention has to be divided among different hazard sources. The current study assessed visual attention and driving behavior of autistic individuals to hazards, including dividing and focusing attention (DF), environmental prediction (EP), and behavioral prediction (BP) hazards. A total of 53, male participants, 19 autistic and 34 non-autistic individuals participated in the study. All participants completed a driving simulator scenario while wearing an eye-tracking system. The included eye-tracking measures were time to first fixation (TTFF), frequency count (FC), first fixation duration (FFD), and average fixation duration (AFD). The included driving measures were brake reaction time (BRT), minimum time-to-collision (minTTC), and speed change immediately before encountering the hazard. A self-reported appraisal regarding difficulty in managing hazards was also included. A series of Linear Mixed Models (LMM) were computed to assess the effects of participant group (autistic and non-autistic) and hazard types (DF, EP and BP) on the included measures. Comparisons of visual attention between autistic and non-autistic participants when responding to hazards yielded mixed results. For certain hazards, autistic participants demonstrated faster fixation (e.g., DF and BP). In contrast, for other hazards, non-autistic participants exhibited quicker fixation (e.g., EP) and longer average fixation duration (e.g., DF and EP). For some hazards, however, both groups displayed comparable levels of average fixation duration (e.g., BP). Although variations in visual attention to hazards were observed between autistic and non-autistic individuals, these differences did not manifest in driving performance metrics. This is evidenced by the absence of significant interactions between participant groups and hazard types concerning driving measures. However, autistic individuals were more likely to experience crashes involving BP hazards than non-autistic individuals. Notably, inexperienced autistic participants had a higher crash rate on BP hazards compared to non-licensed non-autistic participants. In contrast, the crash rates were comparable between licensed participants in both groups. The study may reflect that pre-driver autistic participants could benefit from hazard perception training, particularly in dealing with BP hazards.]]></description>
      <pubDate>Wed, 25 Feb 2026 08:53:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2664104</guid>
    </item>
    <item>
      <title>Research on Takeover Behavior in Autonomous Vehicles at Complex Urban Intersections</title>
      <link>https://trid.trb.org/View/2613090</link>
      <description><![CDATA[When driving Level 3 autonomous vehicles, drivers do not need to constantly monitor operations; however, engaging in non-driving-related tasks (NDRTs) during autonomous phases impairs takeover performance, posing safety risks, especially in complex intersection scenarios. This study employs a multi-agent interaction driving simulator to model takeover events. It integrates simulator data with driver physiological responses to analyze the impact of takeover warning time, NDRT types, and interactions with other road users on takeover performance. Four key metrics—reaction time, normalized pupil diameter, average saccadic velocity, and subjective risk perception—are evaluated for their applicability in assessing takeover behavior. The results show that no single metric suits all scenarios, and metric selection should consider scenario-specific characteristics. Findings provide a theoretical foundation for enhancing the safety and reliability of automated vehicle technology.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613090</guid>
    </item>
    <item>
      <title>Transforming Manufacturing: Increasing Throughput and Reducing Production Complexity with Digital Twins</title>
      <link>https://trid.trb.org/View/2663491</link>
      <description><![CDATA[This paper presents a bidirectional digital twin developed for the Fischertechnik Smart Factory Kit, enabling real-time simulation and validation of production line modifications prior to actual deployment. The digital twin integrates with a Siemens Programmable Logic Controller (PLC) to mirror real-world operations, capturing live production data and visualizing key factory parameters, such as product, process, and resource metrics within a 3D environment. Engineers can test various optimization scenarios by adjusting robot speed and path, conveyor speeds, part & process sequences, and modifying equipment layout sizes to enhance efficiency. Based on the optimization scenarios, the best-performing configurations are identified using metrics such as throughput, cycle time, and resource utilization. Once validated, these changes are directly deployed to the PLC, ensuring seamless implementation. Beyond capacity optimization, this solution enhances overall production efficiency by minimizing idle time and parts waiting time, balancing workloads, and reducing unplanned disruptions. Additionally, by virtually simulating product variations and process changes, the digital twin helps identify design simplifications, reduce product complexity, and streamline manufacturing workflows. A digital twin of the manufacturing system serves as an integrated solution, unifying capabilities such as predictive maintenance, efficiency monitoring, simulation, and analytics in real time. By bridging technology gaps and offering a comprehensive view of the entire production process, it enhances decision-making, maximizes resource utilization, and facilitates seamless technology adoption across the factory. This approach significantly reduces downtime, accelerates response times, and boosts automation, demonstrating the transformative potential of digital twins in optimizing manufacturing operations [1].]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663491</guid>
    </item>
    <item>
      <title>Predicting Cut-in Events Using LSTM Based Techniques</title>
      <link>https://trid.trb.org/View/2663390</link>
      <description><![CDATA[Road accidents involving cut-in and sudden brake events on highways present major challenges to driver safety, often outpacing the response time of traditional Advanced Driver Assistance Systems (ADAS). The objective of this study is to predict potential collisions caused by cut-ins before ADAS intervention becomes necessary, allowing for earlier driver alerts and enhanced vehicle response. The proposed method employs machine learning and deep learning approaches, specifically Long Short-Term Memory (LSTM) networks, to forecast collision risks 0.5 to 3 seconds in advance. Synthetic data generation techniques are used to create rare but critical cut-in and braking scenarios, complementing real-world data from test vehicles and accident records. Key predictive features monitored include relative velocity, lateral velocity, and lane overlap, which provide dynamic indicators of imminent risk. Results show that the system achieves an average early warning time of 1.35 seconds in 40.206% of evaluated hazardous scenarios, significantly improving the chance for evasive maneuvers and collision avoidance. Compared to conventional reactive systems, our approach proactively identifies threats by integrating real-time sensing with predictive modeling. The conclusion drawn from this research is that combining synthetic event generation with LSTM-based predictive analytics can substantially enhance ADAS capabilities, reduce accident rates, and pave the way for smarter, more anticipatory vehicle safety systems. These findings offer an important advancement toward more intelligent road safety technologies that emphasize prevention rather than reaction.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663390</guid>
    </item>
    <item>
      <title>Flash Blindness Recovery of a Tracking Task on Cockpit Attitude Indicators</title>
      <link>https://trid.trb.org/View/2646923</link>
      <description><![CDATA[Intense light exposures can cause temporary flash blindness, degrading pilot performance during flight. The present study investigated factors influencing time to recover from flash blindness for tasks resembling aircraft control using an attitude indicator. Prior similar studies of flash blindness used only reflective gauges whereas modern cockpits include emissive displays, so recovery differences between reflective and emissive instrument types were of interest as was the influence of varying ambient luminance levels.  Nine subjects performed attitude indicator horizon stabilization and tracking tasks on both a reflective and an emissive attitude indicator. Subjects were exposed to short (150 ms) high intensity broadband light flashes at three retinal exposure levels [6.5, 7.0, and 7.5 log troland-seconds (logTd·s)] beforehand. Additionally, ambient luminance was manipulated (1 cd · m-2, 10 cd · m-2, and 100 cd · m-2). The time to level the horizon after a flash exposure was measured. After leveling, roll and pitch errors made while maintaining straight and level flight by countering added perturbation were also tracked.  Greater flash intensity usually increased recovery time. For the reflective attitude indicator, as ambient luminance increased, flash intensity had weaker influence on recovery times, with recovery times ranging from 6–30 s. For the emissive attitude indicator, however, ambient luminance did not appreciably influence recovery times, with recovery times ranging from 8–16 s.  The reflective attitude indicator was more advantageous for flash blindness recovery in high (100 cd · m-2) ambient luminance and the emissive indicator was relatively more advantageous in low (1 cd · m-2) ambient luminance.]]></description>
      <pubDate>Thu, 29 Jan 2026 17:02:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646923</guid>
    </item>
    <item>
      <title>When there is no rush to take over: Evaluating multi-stage takeover request designs in conditionally automated driving</title>
      <link>https://trid.trb.org/View/2642406</link>
      <description><![CDATA[Conditionally automated vehicles (AVs) allow drivers to divert their attention from the road under specific conditions defined by the Operational Design Domain (ODD) but require drivers to resume manual control when approaching the ODD boundary. In such scheduled takeover scenarios, drivers are afforded more time to restore situation awareness and manage the takeover task at their own pace. This study focuses on a typical ODD exit scenario—freeway exits—and investigates the effectiveness of a multistage takeover request (ToR) design comprising three stages: information, warning, and command. A driving simulator experiment involving 32 participants evaluated how ToR presence (single-stage vs. multistage) and modality (semantic speech, dynamic visuals, or both) affected the takeover process, including takeover strategy, pre-takeover situation awareness, post-takeover vehicle control performance, and subjective evaluations. Results showed that multistage ToR designs significantly improved behavioral performance, including faster eyes-on-road and takeover responses, shorter preparation times, and enhanced perceptual and cognitive preparedness. These designs also enhanced user experience, particularly by increasing trust and reducing mental workload. The performance benefits were most pronounced for female drivers and for those who delayed initiating their takeover response until the command stage. These findings highlight the value of incorporating structured, multimodal ToR designs for scheduled takeover scenarios, and support the development of adaptive systems tailored to individual differences in driver response tyle and characteristics.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2642406</guid>
    </item>
    <item>
      <title>Drivers’ dynamic perception of accident risk and safety in underground road merging areas</title>
      <link>https://trid.trb.org/View/2641053</link>
      <description><![CDATA[The multi-entry underpass road tunnels is affected by various factors, including long downhill approaches outside the tunnel, monotonous visual environments inside the tunnel, underground merging of the main and secondary roads, and limited sight distance and sight zone. These combined conditions can lead to perception and judgment errors among drivers, significantly increasing the accident risk of rear-end and lateral crashes. This study used video data from a real vehicle test and conducted a subjective perception experiment with a driving simulator. It collected key indicators related to crash accident risk and prevention, including Identify Merging Time (IMT), Perceive Hazard Time (PHT), and Assess Safety Time (AST), to analyze the dynamic perception of risk and safety at the entrances of the main and secondary roads under 6 different speeds. And a Linear Mixed Model (LMM) was applied to evaluate the effect of speed on each indicator. Results showed that IMT decreased with increasing speed for both main and secondary roads, with the main road exhibited the highest Identify Merging Delay Rate (IMDR) at 38.667 %, indicating that drivers traveling at higher speeds struggled to identify the underground merging area in time. The Perceive Hazard Distance (PHD) for both main and secondary roads extended with increasing speed. Compared to the main road, drivers on the secondary road perceived hazards earlier within 38.167 to 46.683 m downstream of the physical gore point. This earlier perception was related to their frequent use of rearview mirrors to assess merging opportunities and the expanded sight zone in the secondary road merging area. Through LMM analysis, secondary road drivers’ PHD is less dependent on speed and is more influenced by the merging process itself. Overall, at higher speeds, reaction time is notably reduced, leading to delayed identification, hazard perception, and safety assessment. Hence, these findings provide valuable references for optimizing underground merging area design and enhancing drivers’ safety perception in multi-entry underpass road tunnels.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2641053</guid>
    </item>
    <item>
      <title>The impact of N-back-induced mental workload and time budget on takeover performance</title>
      <link>https://trid.trb.org/View/2633437</link>
      <description><![CDATA[Mental Workload (MWL) refers to the specification of information processing capacity used for maintaining task performance. Some studies find no effects of high MWL on the timing and quality of takeovers, whilst others have found increases in crash risk and delayed response times. The effect of time budget – the time between event onset and an impending crash − is much clearer; drivers react faster when time budgets are smaller. However, no study has investigated whether the effects of a pure MWL interact with the effects of time budget during critical takeovers from a hands-off Level 2 (L2) driving system. A Bayesian multilevel modelling approach was used to quantify the direction, size, and uncertainty of the effects that MWL and time budget have on driver performance. Drivers (N = 37) used a hands-off L2 driving system: once while completing a pure MWL task (2-back) and another while monitoring the road. Rear-end conflicts were generated via lead vehicles decelerating with short (TTC = 3 s) or long (TTC = 5 s) time budgets. 2-back-induced MWL had no consistent or substantial impact on the timing or quality of takeovers. Conversely, drivers were faster to respond but more erratic in their post-takeover lateral control following events with smaller time budgets. The authors discuss the reasons for the absence of effects from the 2-back-induced MWL on takeover performance. One suggestion is that rear-end scenarios elicit automatized behaviors that do not rely upon cognitive control and thus remained unaffected by MWL. Conversely, scenarios that require cognitive control (e.g., lane change maneuvers or hazard perception tasks) may be more susceptible to the detrimental effects of MWL during transitions of control.]]></description>
      <pubDate>Tue, 23 Dec 2025 13:37:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633437</guid>
    </item>
    <item>
      <title>Only an unreliable warning system is a good system – but which errors help?</title>
      <link>https://trid.trb.org/View/2632115</link>
      <description><![CDATA[Warning systems have two error types: misses (fail to warn during critical events), being a problem when overtrust develops, and false alarms, causing system mistrust (cry-wolf effect). Mistrust can reduce harm from misses but may also prompt undue reactions which may create new hazards. Prior studies suggest systems with up to 30 % misses and false alarms remain beneficial, but seldom assess both errors jointly. The authors conducted a driving-simulator study with 47 participants across three reliability conditions: (1) 100 % detection with 33 % false alarms; (2) 70 % detection with no false alarms; (3) 70 % detection with 33% false alarms. Participants encountered 100 pedestrian scenarios: standing or approaching pedestrians that stopped (uncritical event; 90 %) or crossed (critical event; 10 %). In condition 1, 33 % false alarms did not impair reactions to critical events but induced non-critical braking. In condition 2, misses led to minimal missed reactions but significantly delayed braking when warnings were absent. In condition 3, drivers reacted faster to correct warnings than in condition 1 and did not brake more slowly during undetected events, indicating that experiencing both error types reduces overtrust while preserving responsiveness. However, condition 3 was subjectively rated as least useful and most annoying. These results highlight a trade-off between objective effectiveness and user acceptance, suggesting that balanced system reliability can enhance driver response, but at the expense of user satisfaction.]]></description>
      <pubDate>Tue, 23 Dec 2025 13:37:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2632115</guid>
    </item>
    <item>
      <title>UAV Station Deployment for Emergency Traffic Incident Management: A Pareto Frontier-Based Approach</title>
      <link>https://trid.trb.org/View/2643387</link>
      <description><![CDATA[This study examines the issue of frequent traffic accidents leading to congestion and subsequent accidents. Timely investigation and management of these incidents is essential for effectively addressing this problem. This study aims to utilize Unmanned Aerial Vehicle (UAV) technology to improve the efficiency of assessing and investigating traffic accidents. We propose a bi-objective spatial optimization model based on identifying high-risk accident locations. This model combines coverage and median objectives within a service area, taking into account coverage requirements and optimizing site distribution. We also propose a constraint-based process to generate a Pareto frontier to help identify various alternative UAV station location scenarios. The model was validated using real traffic accident data from Nanning City, resulting in a UAV station configuration solution that reduces accident response time and improves assessment efficiency by considering multi-objective trade-offs. This study demonstrates the potential of UAV technology to improve the management and response to traffic accidents.]]></description>
      <pubDate>Mon, 22 Dec 2025 15:42:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2643387</guid>
    </item>
    <item>
      <title>A study on brake-accelerator reaction times in elderly patients after artificial knee joint and hip joint replacement surgery</title>
      <link>https://trid.trb.org/View/2625331</link>
      <description><![CDATA[This study clarified the time required to return to preoperative levels after total knee arthroplasty (TKA) and total hip arthroplasty (THA) using the time to release the accelerator pedal and switch to the brake. Drivers’ license holders who underwent right-sided TKA or THA were included. A driving simulator featuring a three-screen monitor employing HONDA Safety Navi® was used. Simple and selective reaction tests were conducted. One-way repeated-measures ANOVA was based on the results of the simple and selective response tasks for each period. Bonferroni’s multiple comparison test served as a post-hoc analysis for items with significant differences in the one-way ANOVA. A total of 110 patients (32 males, 78 females; mean age 69.8 ± 7.6 years) completed the study (TKA = 64, THA = 46). In the simple reaction test, patients who underwent THA exhibited a significantly quicker reaction time 3 weeks postoperatively compared with the preoperative and 1-week postoperative periods. The speed of reaction behavior in the selective response test was significantly faster 3 weeks postoperatively than preoperatively and 1-week postoperatively. Patients who undergo TKA and THA may potentially resume driving as early as 1 week after surgery.]]></description>
      <pubDate>Thu, 18 Dec 2025 15:37:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625331</guid>
    </item>
    <item>
      <title>Where to Look? A Review of External Autonomous Vehicle Signaling to Increase Pedestrian Safety</title>
      <link>https://trid.trb.org/View/2632097</link>
      <description><![CDATA[Autonomous vehicles are becoming increasingly popular in society. Removing manual drivers from the vehicle-pedestrian interaction presents new challenges on how to explicitly communicate information to other road users. Many external human-machine interface (eHMI) designs have been proposed including text, icon, and light bar arrangements mounted on various locations of the vehicle. This scoping review examines the effects of different eHMI designs, locations, contexts, and other characteristics and how they affect pedestrian crossing decisions to improve safety. Results indicate that text-based visual eHMI displays offer the best pedestrian understanding while light bar displays have the quickest perception and reaction time.]]></description>
      <pubDate>Wed, 17 Dec 2025 09:40:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2632097</guid>
    </item>
    <item>
      <title>“Introducing a New Concept to Explain Pilot Adaptation to Abnormal and Emergency Situations”</title>
      <link>https://trid.trb.org/View/2572719</link>
      <description><![CDATA[In managing abnormal and emergency situations during flight, pilot situational awareness and adaptation to events are key factors in successful crisis mitigation. However, it is widely recognized that workload, stress, and surprises during unexpected events often degrade human performance, potentially leading to impaired cognitive states. Among these, mechanisms underlying the startle effect, delayed responses, and cognitive "freezing" remain only partially understood. The authors propose the introduction of the concept of a "dissociative state" as an adaptive response to cope with these situations and advocate its inclusion in a revised taxonomy for incident and accident analysis. This novel approach takes a multifactorial perspective, with the dual objectives of understanding the role of dissociative states as adaptive mechanisms and proposing design adaptations, operational procedure revisions, and training strategies to better support pilots in managing performance during high-stress events. To explore this, a detailed analysis (crew actions and verbalizations) of 50 official accident reports involving large commercial aircraft, encompassing various manufacturers was conducted, beginning by a chronological detailed event description. The authors evaluated crew actions and verbalizations, using two taxonomies: one based on traditional concepts such as surprise, stress, and workload, and the other incorporating dissociative states as potential contributors to observed behaviors. Dissociative states, documented in existing literature as disorganized information encoding associated with situation novelty, stress and workload, should not necessarily be considered as a performance degradation factor for flight operations, as they are often transient. The hypothesis is that dissociation serves as a temporary adaptive response when pilots encounter surprise, stress, workload, and intense emotional states. The authors identified several indicators—such as absorption, confusion, amnesia, and loss of control over behavior, etc.) —that support the existence of dissociative states, providing strong arguments for incorporating this concept into existing Human Factors (HF) taxonomies. The findings suggest that dissociative states are more frequently observed in cases involving severe outcomes. This phenomenon could enhance cockpit design, pilot training, and operational procedures in future aircraft development.]]></description>
      <pubDate>Mon, 08 Dec 2025 15:19:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572719</guid>
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