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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>INCREASING THE TRAFFIC-CARRYING CAPACITY OF URBAN ARTERIAL STREETS</title>
      <link>https://trid.trb.org/View/120652</link>
      <description><![CDATA[THE BASIC OBJECTIVE OF THE WISCONSIN AVENUE STUDY WAS TO ESTIMATE HOW GREAT AN INCREASE IN THE TRAFFIC-CARRYING CAPABILITY OF AN EXISTING URBAN ARTERIAL STREET COULD BE DEVELOPED WITHIN EXISTING RIGHT-OF-WAY LIMITS, IF ALL KNOWN TRAFFIC CONTROL TECHNIQUES COULD BE ADAPTED AND IF MAJOR CONSTRUCTION WERE CARRIED OUT. THE STUDY RECOGNIZED THAT AS PRESSURE INCREASES TO PUSH THE CAPACITY LEVELS OF OUR EXISTING STREETS TO GREATER AND GREATER HEIGHTS, A REAL DANGER EXISTS THAT THESE HIGHLY DEVELOPED MAJOR ARTERIAL ROUTES WILL NO LONGER ADEQUATELY SERVE THE ADJACENT LAND. IT WAS THE HYPOTHESIS THAT THESE TWO SERVICES CAN AND MUST BE MAINTAINED IN BALANCE ON AN ARTERIAL SUCH AS WISCONSIN AVENUE. A VARIETY OF DATA-GATHERING PROCEDURES WERE EMPLOYED. FIRST, ALL AVAILABLE EXISTING DATA REGARDING CURRENT CONDITIONS ON THE STUDY STREET WERE REVIEWED. MATERIAL OBTAINED INCLUDED DATA ON TRAFFIC VOLUMES, TRAFFIC ACCIDENTS, SIGNAL SYSTEM FEATURES, EXISTING LIGHTING, AND RIGHT-OF-WAY LOCATIONS, AS WELL AS HISTORICAL BACKGROUND MATERIAL. FIELD CREWS CONDUCTED A VARIETY OF ACTUAL FIELD STUDIES. TWO OF THESE STUDIES INVOLVED USE OF A TEST CAR TRAVELING IN THE TRAFFIC FLOW. IN ONE CASE, THE CAR WAS EQUIPPED WITH A DIGITAL TRAFFIC IMPEDANCE ANALYZER WHICH RECORDED VEHICLE SPEED, TRAVEL DISTANCE, AND TIME. FRICTIONAL EVENTS OCCURRING DURING THE TRIP ALSO COULD BE ENTERED IN CODED FORM BY AN OBSERVER. IN THE OTHER CASE, THE DRIVER'S TENSION LEVEL WAS CONTINUOUSLY RECORDED BY MEANS OF A GALVANIC SKIN RESISTANCE RECORDER. THE REMAINING FIELD STUDIES WERE CONDUCTED MANUALLY. INCLUDED WERE A SERIES OF INTERSECTION CAPACITY STUDIES, SPECIAL STUDIES OF TRAFFIC INTERFERENCE AT PROBLEM LOCATIONS, PARKING REGULATION AND USAGE INVESTIGATIONS, STUDIES OF SPEED DISTRIBUTIONS, STUDIES OF VEHICLE OCCUPANCY, STATE-OF-REGISTRATION CHECKS, AND ACCUMULATION OF PHYSICAL FEATURE AND LAND-USE DATA. A SPECIAL STUDY WAS ALSO MADE OF POLICE POWER AND PLANNING CONTROLS WHICH RELATE TO THIS PROBLEM, TO DETERMINE WHETHER OR NOT SUGGESTED STREET IMPROVEMENTS COULD BE LEGALLY IMPLEMENTED.]]></description>
      <pubDate>Sun, 15 Aug 2004 02:36:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/120652</guid>
    </item>
    <item>
      <title>USES AND PROSPECTS OF THE SOIL-CEMENT STABILIZATION FOR HIGHWAY CONSTRUCTION</title>
      <link>https://trid.trb.org/View/118420</link>
      <description><![CDATA[THE MAIN TYPES OF SOILS STABILIZED WITH CEMENT ARE EXAMINED: FIRST CLEAN OR SILTY SANDS, AS WELL AS SANDS TREATED IN SITU, THEN SOILS WITH FRIABLE COMPONENTS, PLASTIC AND LEAN GRAVELS. THE BEHAVIOR OF SAND-CEMENTS IN FOUNDATIONS AND GRAVEL-CEMENTS IN HIGHWAY BASE COURSES IS PRESENTED WITH EMPHASIS ON RIGIDITY AND CRACKING SAFETY. AN EXPERIMENTAL STRETCH WAS INVESTIGATED IN FRANCE IN 1960 AND THE RESULTS OBTAINED BY STRENGTHENING THE ROADWAY BY MEANS OF LEAN GRAVELS WITH SLIGHT BATCHING OF CEMENT ARE DESCRIBED. STUDY SHOWS THE POSSIBILITY OF MAKING ECONOMICAL STRENGTHENING WITH GRAVEL-CEMENTS WITHOUT TRAFFIC INTERRUPTION.]]></description>
      <pubDate>Sun, 15 Aug 2004 01:54:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/118420</guid>
    </item>
    <item>
      <title>SIMULATION METHOD BERSIM AND ITS APPLICATION POSSIBILITIES FOR ROAD TRAFFIC</title>
      <link>https://trid.trb.org/View/119962</link>
      <description><![CDATA[THE SIMULATION METHOD BERSIM, WHICH ALLOWS THE TREATMENT OF DYNAMIC SIMULATION MODELS WHICH HAVE TIME-DEPENDENT TRAFFIC AND SIGNAL LOADS, HAS BEEN DEVELOPED AT THE INSTITUTE OF APPLIED MATHEMATICS AT THE UNIVERSITY OF BERNE. IT IS BASED ON SEVEN MODULES, THUS ALLOWING NUMEROUS APPLICATIONS. THE 7 MODULES SIMULATE THE ARRIVING STREAM OF TRAFFIC, DIVERGING TRAFFIC, SPECIAL SWITCH (TO SIMULATE THE SITUATION WHERE THE DRIVER CHOOSES AN ALTERNATIVE ROUTE SO AS TO AVOID AN OVERLOADED ROAD SECTION), MERGING TRAFFIC, QUEUEING AREA OCCUPANCY, TEMPORARILY STOPPED TRAFFIC, AND DELAYS. VARIOUS TRAFFIC PROBLEMS CAN BE STUDIED, E.G. ROAD TRAFFIC CONTROL SYSTEMS WITH AUTOMATIC ADAPTATION OF THE SIGNAL TIMES TO THE MOMENTARY TRAFFIC SITUATION. RANDOM TRAFFIC FLOW FLUCTUATION CAN BE TAKEN INTO ACCOUNT SINCE INPUT AND RESULTS ARE POSSIBLE IN FORM OF PROBABILITY DATA. IT IS THEREFORE POSSIBLE TO STIMULATE TRAFFIC PERFORMANCES WHERE THE TRAFFIC FLOW IS NOT ONLY CONTROLLED BY TRAFFIC SIGNALS BUT ALSO BY PEDESTRIAN CROSSINGS, UNCONTROLLED INTERSECTIONS, PARKING PLACE EXITS, POLICEMEN, ETC.]]></description>
      <pubDate>Thu, 31 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/119962</guid>
    </item>
    <item>
      <title>DELAYS ON A TWO-LANE ROAD</title>
      <link>https://trid.trb.org/View/113584</link>
      <description><![CDATA[THE FOLLOWING PROBLEM IS CONSIDERED: TWO STREAMS OF TRAFFIC CAN MOVE FREELY EVERYWHERE ALONG A TWO-LANE, TWO- WAY ROAD EXCEPT ALONG A PORTION AB WHICH IS ONE-WAY IN EITHER DIRECTION. THEY CAN CROSS THIS PORTION ONLY WHEN IT IS NOT OCCUPIED BY A CAR MOVING IN THE OPPOSITE DIRECTION. CARS CAN MOVE ALONG AB, OR BA, WITH CONSTANT HEADWAYS AND CONSTANT SPEEDS. ONLY THE CASE OF TRAVEL TIME GREATER THAN THE HEADWAY IS CONSIDERED IN THIS PAPER, AND AS A CONSEQUENCE THE DIRECTION OF FLOW ALONG AB CANNOT BE REVERSED UNTIL THE QUEUE BEING SERVED IS COMPLETELY EXHAUSTED. IT IS ASSUMED THAT THE ARRIVAL RATES ALONG THE TWO DIRECTIONS ARE LOW ENOUGH SO THAT A STATIONARY SOLUTION EXISTS, I.E. QUEUES ALWAYS CLEAR THEMSELVES GIVEN SUFFICIENT TIME. THE OBJECTIVE OF THE PAPER IS TO FIND THE MEAN DELAY ALONG BOTH DIRECTIONS DUE TO THE INTERFERENCE OF THE TWO QUEUES. THE AUTHOR OBTAINS GENERAL EQUATIONS RELATING THE MOMENT GENERATING FUNCTIONS OF THESE DELAYS WITH THOSE OF THE TWO RANDOM STREAMS. A GENERAL SOLUTION OF THESE EQUATIONS IS NOT EASY TO OBTAIN. A SOLUTION IS GIVEN FOR THE CASE WHEN THE HEADWAY AND/OR CROSSING TIME ALONG ONE DIRECTION ARE ZERO. THIS LATTER CASE HAS AN OBVIOUS INTERPRETATION AS THE CROSSING OF PEDESTRIANS AT AN UNCONTROLLED INTERSECTION.]]></description>
      <pubDate>Sun, 16 Feb 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/113584</guid>
    </item>
    <item>
      <title>PEDESTRIAN IMPEDANCE OF TURNING-MOVEMENT SATURATION FLOW RATES: COMPARISON OF SIMULATION, ANALYTICAL, AND FIELD OBSERVATIONS</title>
      <link>https://trid.trb.org/View/578178</link>
      <description><![CDATA[TRAF-NETSIM and its successor CORSIM are comprehensive microsimulation environments that have been widely used to model the urban traffic environment in the United States and abroad. CORSIM is employed in this study to simulate and evaluate the effects of pedestrian flows on right-turn saturation flow rates at signalized intersections.  The saturation flow rates returned by CORSIM were compared with field data collected throughout the United States and with three existing analytical models in the United States, Australia, and Canada.  These comparisons indicated the CORSIM models pedestrian interference with the turning vehicles more severely than the three analytical methods, but with a smaller effect than the empirical data indicates.  Further, the empirical data exhibit a logarithmic relationship between saturation flow rate and opposing pedestrian volume, compared with the linear relationship used in the simulation and analytical models.  Implications for the design and analysis of signalized intersections are presented.]]></description>
      <pubDate>Wed, 19 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/578178</guid>
    </item>
    <item>
      <title>EXTENSIVE PRE-ASSEMBLY RADICALLY CUTS TIME</title>
      <link>https://trid.trb.org/View/482392</link>
      <description><![CDATA[Plans to widen the George P. Coleman Bridge changed significantly when a temporary bridge to maintain traffic during construction was cut out of the budget to reduce project cost.  The Virginia Department of Transportation devised a plan to float the new structure into place, swapping truss sections in two 12-day periods.  A $73 million contract was awarded to Tidewater Construction Corporation with a $4,000 per hour incentive fee and $8,000 per hour penalty fee for each closure period allowed for swapping the truss sections.  Tidewater submitted a plan of operation to swap the trusses in one 12-day period rather than the two stipulated in the contract, minimizing the inconvenience to motorists.  This article describes the existing structure, the expansion design, and the construction phases.  Extensive pre-assembly permitted Tidewater to cut the construction time in half.]]></description>
      <pubDate>Tue, 29 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482392</guid>
    </item>
    <item>
      <title>TRIP GENERATION FACTORS IN MEXICO CITY</title>
      <link>https://trid.trb.org/View/451418</link>
      <description><![CDATA[Significant future development activity is anticipated in the high growth outlying suburban areas and in redevelopment of older urban areas of Mexico City, especially those that were hardest hit by the 1985 earthquake. City officials have been charged with planning for quality development and the mitigation of impacts resulting from the new growth. However, assessment of projected traffic impact of new developments is difficult since little detailed data exists for historic travel trends, trip generation or transit use. ITE Trip Generation factors provide only a general guide to estimating trip-making in Mexico City due to significant differences in travel characteristics from those typical of the United States from which the ITE rates are based.]]></description>
      <pubDate>Mon, 30 Oct 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/451418</guid>
    </item>
    <item>
      <title>COMPUTER SPEEDS FIELD SURVEY</title>
      <link>https://trid.trb.org/View/90604</link>
      <description><![CDATA[RECONSTRUCTION OF AN INTERCHANGE MEANS THAT IT IS ALREADY OVERLOADED. THE FIELD SURVEY NECESSARY TO THE RECONSTRUCTION ONLY ADDS TO THE CONGESTION. BY ESTABLISHING CONTROL POINTS AND A COORDINATE GRID SYSTEM AND THE USE OF A COMPUTER, THE LAYOUT MAY BE ACCOMPLISHED WITH MINIMUM TRAFFIC INTERFERENCE . /CGRA/]]></description>
      <pubDate>Mon, 17 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/90604</guid>
    </item>
    <item>
      <title>DEVELOPMENT AND PERFORMANCE OF FLEXIBLE PAVEMENT ON THE NEW JERSEY TURNPIKE</title>
      <link>https://trid.trb.org/View/104931</link>
      <description><![CDATA[ASPHALT PENETRATION MACADAM BASE WAS USED FOR THE FLEXIBLE PAVEMENT CONSTRUCTED ON THE NEW JERSEY TURNPIKE. SINCE THE TURNPIKE WAS OPENED TO TRAFFIC IN 1951, 61 MILES OF ROADWAY HAVE BEEN WIDENED TO PROVIDE SIX LANES WHERE THERE WERE ORIGINALLY FOUR. ONE ADDITIONAL INTERCHANGE WAS ADDED AT FLORENCE, N. J. TO TIE IN WITH THE PENNSYLVANIA TURNPIKE. THE NEWARK BAY-HUDSON COUNTY EXTENSION WAS CONSTRUCTED BETWEEN THE NEWARK AIRPORT INTERCHANGE AND THE HOLLAND TUNNEL WITH THREE NEW INTERCHANGES AND TWO SERVICE AREAS. BECAUSE OF A MORE THAN DOUBLE TRAFFIC INCREASE FROM 1952 TO 1958, TRAFFIC PROBLEMS HAVE DEVELOPED WHICH REQUIRE SPECIAL HANDLING. IT IS MANDATORY THAT TRAFFIC ISN'T INTERRUPTED FOR LONG PERIODS WHILE CONSTRUCTION OF NEW FACILITIES BY CONTRACT IS UNDER WAY OR WHEN THE MAINTENANCE DEPARTMENT IS PERFORMING MAINTENANCE OR REPAIR WORK ON THE ROADWAY. THIS SURVEY SHOWS THAT THE DESIGN IS ADEQUATE AND THE TRAFFIC LOAD IS UNIQUE IN THE HISTORY OF HIGHWAYS. CAREFUL ANALYSIS MUST BE CONDUCTED OF ALL CONDITIONS WHICH AFFECT THE BEHAVIOR OF THE PAVEMENT TO DETERMINE THE METHODS OF MAINTENANCE TO BE UNDERTAKEN.]]></description>
      <pubDate>Fri, 16 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104931</guid>
    </item>
    <item>
      <title>WORK ZONES ON FREEWAYS</title>
      <link>https://trid.trb.org/View/386819</link>
      <description><![CDATA[In the report traffic operational aspects of road work on freeways have been investigated.  The results show that road work strongly effects highway capacity.  For instance, the closure of one lane on a two-lane highway due to maintenance (so called 2,1 work zone) causes the capacity to drop by more than 50%.  The major issues in the report are determining the capacity and explaining the influence factors at (2,1) and (4,0) work zones.  In a (4,0) work zone the two lanes of both directions are led on one carriageway while the other is available for road work.  The number of lanes is not reduced, but the lanes are narrower than in the undisturbed situation. The research is carried out by means of an extensive literature search and by using a microsimulation model.]]></description>
      <pubDate>Tue, 26 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/386819</guid>
    </item>
    <item>
      <title>DESIGNING AT-GRADE LRT PROGRESSION: PROPOSED BALTIMORE CENTRAL LIGHT RAIL</title>
      <link>https://trid.trb.org/View/370907</link>
      <description><![CDATA[Engineers and planners designing at-grade light rail transit (LRT) operations typically are faced with the challenge of balancing two conflicting objectives.  On the one hand, the transit authority expects LRT operations to receive full priority at all at-grade crossings in order to achieve minimum travel time.  On the other hand, the agency having jurisdiction over the arterial on which the LRT runs expects to maintain normal intersection operations so that peak-hour vehicle traffic delays are not worsened by the implementation of LRT services. The proposed Central Light Rail Line (CLRL) for metropolitan Baltimore was no exception to this situation.  The CLRL will ultimately be 27 mi long, with a section of approximately 1.5 mi running along Howard Street through the central business district (CBD) of Baltimore.  Howard Street is a two-way, north-south nonprogressive street that intersects with a number of major arterials receiving signal progression during the peak hours.  The city is concerned that the proposed LRT will degrade progression on these major arterials and cause unacceptable delays to peak-hour traffic.  Using the concept of traffic progression, progressive green bands for the proposed CLRL are developed to enhance its operation and at the same time minimize its effect on cross-street traffic progression.  Traffic effects of LRT operations are quantified in terms of disruptions to cross-street progression, intersection level of service, and the performance of a partial CBD street network measured by systemwide criteria.  The results reconfirm a previous belief that signal progression for LRT operations is available in the current computerized traffic signal network and that full priority LRT operations along Howard Street could be designed without significantly affecting cross-street progression.]]></description>
      <pubDate>Wed, 22 Dec 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/370907</guid>
    </item>
    <item>
      <title>BLENDING LRT INTO DIFFICULT TRAFFIC SITUATIONS ON BALTIMORE'S CENTRAL LIGHT RAIL LINE</title>
      <link>https://trid.trb.org/View/370906</link>
      <description><![CDATA[Once a decision is made to use existing street rights-of-way as part of a new light rail transit (LRT) line, it is almost inevitable that the rail operation will have some negative impact on highway traffic.  Impact of this type is likely to be more severe where the new rail line is required to pass through an intersection or other location where the existing traffic is already experiencing operating difficulties.  Although this negative traffic impact usually cannot be totally avoided, it can often be reduced to a reasonable and tolerable level.  At those locations where the impact is significant, mitigation often requires imaginative design that reflects sensitivity to the inherent strengths and vulnerabilities of each mode.  This was the case at a number of locations on Baltimore's Central Light Rail Line.]]></description>
      <pubDate>Wed, 22 Dec 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/370906</guid>
    </item>
    <item>
      <title>EXECUTIVE SUMMARY REPORT TO THE MICHIGAN STATE LEGISLATURE AND STEERING COMMITTEE REGARDING THE 16-FT WIDE MOBILE HOME STUDY (VOLUME 1)</title>
      <link>https://trid.trb.org/View/367960</link>
      <description><![CDATA[This document represents the final reporting of findings from a study of 16-foot wide mobile homes by the University of Michigan Transportation Research Institute on behalf of its sponsors, the Michigan State Legislature and its intermediary steering committee comprised of representatives from the Michigan Department of Transportation, the Michigan Department of Commerce, the Michigan State Police, and the manufactured housing industry.  A primary purpose of the study is to evaluate "the mobility, turning ability, and transporting of mobile homes that are more than 14-1/3 feet wide..."as described in Section 10 of Senate Bill No. 142 from the regular session of the 1991 Michigan State Legislature.  The study is focused on issues specifically related to differential effects that mobile home width (i.e., 16-ft widths versus 14-ft widths) may have on adjoining traffic and maneuverability.  Recommendations are offered regarding safe operation and allowed access to state highways for such vehicles.  The study relies on both field data, collected this past October and November on Michigan highways to evaluate driver behavior in the presence of mobile homes, and computer analysis to evaluate the low-speed maneuverability of mobile homes as well as their highway-speed dynamic characteristics.]]></description>
      <pubDate>Wed, 08 Dec 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367960</guid>
    </item>
    <item>
      <title>FINAL REPORT TO THE MICHIGAN STATE LEGISLATURE AND STEERING COMMITTEE REGARDING THE 16-FT WIDE MOBILE HOME STUDY (VOLUME 2)</title>
      <link>https://trid.trb.org/View/367961</link>
      <description><![CDATA[This document represents the final reporting of findings from a study of 16-foot wide mobile homes by the University of Michigan Transportation Research Institute on behalf of its sponsors, the Michigan State Legislature and its intermediary steering committee comprised of representatives from the Michigan Department of Transportation, the Michigan Department of Commerce, the Michigan State Police, and the manufactured housing industry.  A primary purpose of the study is to evaluate "the mobility, turning ability, and transporting of mobile homes that are more than 14-1/3 feet wide..." as described in Section 10 of Senate Bill No. 142 from the regular session of the 1991 Michigan State Legislature.  The study is focused on issues specifically related to differential effects that mobile home width (i.e., 16-ft widths versus 14-ft widths) may have on adjoining traffic and maneuverability.  Recommendations are offered regarding safe operation and allowed access to state highways for such vehicles.  The study relies on both field data, collected this past October and November on Michigan highways to evaluate driver behavior in the presence of mobile homes, and computer analysis to evaluate the low-speed maneuverability of mobile homes as well as their highway-speed dynamic characteristics.]]></description>
      <pubDate>Wed, 08 Dec 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367961</guid>
    </item>
    <item>
      <title>OVERVIEW OF BICYCLE TRANSPORTATION IN CHINA</title>
      <link>https://trid.trb.org/View/382652</link>
      <description><![CDATA[As the most populous country in the world, China has relied heavily on bicycles for passenger transportation.  The economic reform policy adopted in the late 1970s has brought dramatic economic growth during the last decade.  Subsequently, bicycle ownership in urban areas increased from one bicycle for every three persons in 1980 to one bicycle for every two persons in 1990.  An overview of bicycle transportation in China is presented.  The advantages and disadvantages of bicycle transportation and its usage in China are discussed.  It was found that the average bicycle travel distance is less than 4 km (2.5 mi).  Bicycling is the transportation mode of choice for up to 70% of the urban passenger trips in China.  However, because of its slowness, serious traffic problems occur when bicycle traffic mixes with motorized vehicle traffic.  The mixing of faster and slower traffic modes causes a lower capacity and results in higher accident rates.  In the average Chinese city, about 30% of the traffic fatalities are bicyclists.  Traffic separation, better intersection control, and improved bicycle management are recommended to improve bicycle transportation in China.]]></description>
      <pubDate>Mon, 25 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/382652</guid>
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