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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>
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    <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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      <title>Microplastics from road markings: the loss of drop-on glass beads as a signal of emissions</title>
      <link>https://trid.trb.org/View/2647827</link>
      <description><![CDATA[Abrasion of road markings was reported as a meaningful sources of microplastic pollution. Whereas field research indicated that it was a rare event because of the protective role of glass beads always strewn on the surface of road markings, laboratory research under controlled conditions was due. To fulfil this knowledge gap, two exemplary road marking paints were tested with a wear simulator and the collected abraded material was analysed for the presence of microplastic particles. The outcome indicated major dissimilarities between the paints in terms of resistance to abrasion and a clear correlation between the extraction of the glass beads from the film and the emissions of microplastics. Hence, the protective role of glass beads was confirmed: if renewed promptly, road markings should be considered as negligible contributors to microplastic pollution.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647827</guid>
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    <item>
      <title>Towards Failure Mechanism of Hot Melt Road Marking Coatings</title>
      <link>https://trid.trb.org/View/2493139</link>
      <description><![CDATA[Road markings, as one of the important traffic ancillary facilities, play a significant role in traffic safety. The installation of road markings inevitably requires a large amount of marking paint. However, the visibility and durability of current road marking paints are unable to meet the requirements of the modern development of the transportation industry. Since road marking construction units only focus on whether the initial performance of the marking paint meets the requirements, without considering the mechanism of the paint's performance changes during use, the visibility and durability of the markings decrease rapidly after a period. In this context, based on the optimal formulation scheme of the marking paint, this study prepares paint samples, designs a marking wear test, and combines Scanning electron microscope (SEM) analysis to investigate the reasons for the decline in the wear resistance and luminance factor of the marking paint. By observing the microscopic morphology of the surface of the marking paint samples at different wear stages, it is concluded that the quality of glass beads themselves and the adhesion between glass beads and surrounding fillers are the main causes of marking paint failure. The obtained failure mechanism provides corresponding experimental plans and results for further development of high-performance coatings.]]></description>
      <pubDate>Sun, 23 Feb 2025 17:06:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2493139</guid>
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      <title>Evaluation of NJDOT Hardened Traffic Paint Markings and Stripes Performance</title>
      <link>https://trid.trb.org/View/2124968</link>
      <description><![CDATA[Pavement markings are the primary means for an agency to provide longitudinal guidance to drivers. Effective pavement markings can improve safety, improve driver comfort, and increase functionality/reliability of automated driving systems or Advanced Driver Assistance Systems (ADAS). To be effective, markings must be visible during all driving conditions, and be observable during both day and night. Markings are typically characterized by their retroreflectivity, which is a surrogate measure for how visible the marking is at night. However, retroreflectivity does not consider other factors that will impact the actual visibility of the marking, such as the color or retroreflectivity of the pavement that the marking is applied to, the color or width of the marking, or the viewing conditions (i.e., observation vehicle, observer characteristics, weather conditions). Retroreflectivity is also a metric for nighttime visibility, which may not relate to the marking visibility during the day. The combined impact of the factors, such as: adverse weather conditions, drying time, inadequate thickness of marking, excess traffic volume, and poor surface coating, contribute to deterioration of the quality of pavement markings. Therefore, it is highly needed to periodically evaluate the performance of pavement markings, since some markings and stripes are not performing satisfactorily, despite only being shortly applied on roadways. This project aims to obtain and analyze relevant technical and performance data of various pavement marking materials, and to determine which product(s) can be used to stripe various roadway surfaces to withstand the NJ weather and traffic conditions. In addition, this project will evaluate: drying time issues, alternative testing protocols, durability issues, cost benefits, temporary markings, and to develop an alternative specification for quick application of paints when supply chain issues arise. This study will provide guidance and recommendations to improve new marking installation specifications and techniques, improve marking maintenance practices, and evaluate the current specifications and requirements for road markings and stripes paint with respect to sensing capabilities of autonomous vehicles for operational purpose.]]></description>
      <pubDate>Mon, 06 Mar 2023 10:41:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2124968</guid>
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      <title>Comparative Retroreflectivity of Glass Beads in Traffic Marking Paint</title>
      <link>https://trid.trb.org/View/2008871</link>
      <description><![CDATA[The Idaho Department of Highways uses over one-half million pounds of glass beads at a cost of over fifty thousand dollars annually. The purpose of this study is to determine if the State could benefit by using a different type of bead at a smaller application rate with no decrease in effectiveness.]]></description>
      <pubDate>Wed, 09 Nov 2022 17:50:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2008871</guid>
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    <item>
      <title>Probabilistic Service Life Model of Pavement Marking by Degradation Data</title>
      <link>https://trid.trb.org/View/1949027</link>
      <description><![CDATA[Pavement markings are important features for improving road safety. As these markings must possess adequate retroreflectivity, road agencies are concerned about retroreflectivity maintenance. Consequently there is an increased focus on modeling the durability of pavement markings. Such models use time-to-failure data from life test experiments. The current study proposes a new method that consists of three steps: (i) designing an accelerated experiment for data collection; (ii) fitting a pavement marking retroreflectivity model using a generalized linear mixed model and the degradation data from the planned experiment, confirming the goodness of fit of the fitted model through the residual analysis; and (iii) conducting Monte Carlo simulation (with at least 10,000 runs of simulated vectors of the fitted model’s coefficients) to obtain the pavement marking service life distribution for a failure retroreflectivity threshold level. The simulation of service life of pavement marking provides relevant information, such as service life expectation and empirical quantities of interest (as median). The proposed method is applied to data on retroreflectivity degradation obtained from an experimental test site, a Brazilian highway with a high traffic volume, with two fixed factors (waterborne paints and glass bead application rates, both with three levels). The model indicates that retroreflectivity decreases at an average rate of 2% per day, and how materials differ from each other. The proposed model is easily implementable and can help management teams to adequately plan the maintenance time for pavement markings.]]></description>
      <pubDate>Mon, 09 May 2022 11:59:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1949027</guid>
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    <item>
      <title>Ultra-Violet Headlamp Technology for Nighttime Enhancement of Fluorescent Roadway Delineation and Pedestrian Visibility</title>
      <link>https://trid.trb.org/View/1853575</link>
      <description><![CDATA[Safety on the roadways at nighttime has been a major concern for many years. Motorists driving at night are 2 to 3 times more likely to be involved in an accident at night than during the daytime. About half of the motor-vehicle deaths occur at night; however, death rates based on mileage are about four times higher at night than during the day. Nighttime driving is especially frustrating to the older population. The American Association of Retired Persons surveyed 1,400 of their members, and over half of the respondents indicated that they drive less at night due to reduced visibility and problems with glare. Detection of traffic control devices and hazards on the roadway is an essential part of safe driving. It has been shown that at night most drivers tend to overdrive their low beam headlights and operate at very short preview times, which could possibly explain the increase in accidents. Researchers have investigated ways of making objects and pedestrians more visible at night, thus increasing their preview time for drivers. There is a current Federal Highway Administration (FHWA) effort to evaluate the use of ultra-violet lighting in conjunction with low beam headlights to provide increased nighttime visibility. Although the concept of ultra-violet headlamps has been in existence for some time, a new ultra-violet (UV) lamp technology developed in Sweden has given researchers new insights into the possibilities of its use. The prototype UV headlamps are configured similarly to high beam headlamps and are intended for use with fluorescent traffic control devices. The headlamps emit UV radiation in the spectral range of 320-380 nm, which is invisible to the human eye. The short wavelength light emitted by the UV headlamps reacts with the fluorescent properties of objects it comes into contact with to produce long wavelengths of light or visible light. In order to improve the visibility of pavement markings, the markings would have to include a fluorescent component. The UV headlamps could potentially offer high beam performance of headlights without glare. The pavement markings used in the current study were all thermoplastic; however, fluorescent pigments or dyes could also be added to the more common painted markings. The fluorescent thermoplastics markings are more than double the cost of conventional thermoplastic markings; however, fluorescent paint markings are expected to cost less than 10% more than their conventional counterpart. The UV headlamps would always be used with the existing low beams, and it is not anticipated that the high beam units would be removed.]]></description>
      <pubDate>Mon, 05 Jul 2021 12:50:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1853575</guid>
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    <item>
      <title>Comparison of Wet Reflective Elements with Tape – A Pavement Marking Study Based on Field Measurements</title>
      <link>https://trid.trb.org/View/1852392</link>
      <description><![CDATA[This field-based evaluation summarizes the performance, in terms of retroreflectivity, of a number of treatments for pavement markings applied to continuous yellow and white edge lines, as well as broken white lane lines. Measurements were taken using mobile and semi-mobile setups for dry conditions and wet conditions, respectively, along a test deck installed by UDOT on I-215 during August of 2017. Wet conditions included readings from a dry state, transitioning through a continuous wetting phase until saturation, and reaching a steady state after wet recovery. Datasets were collected by a third-party contractor, using equipment and following procedures according to the applicable ASTM standards. A total of four datasets were evaluated, starting with measurements soon after installation, and ending with a dataset collected after 802 days of service. Treatments installed in the test deck included an all-weather tape (3M 380 AW tape), treatments with proprietary elements in paint and epoxy (3M elements Series 50), and Utah blends also in paint and epoxy. The retroreflectivity of the all-weather treatment indicated superior performance and durability both in dry and wet conditions, and across all line types, as expected. After 460 days in service, all treatments remained well above 100 mcd/m² in dry conditions, but the wet recovery retroreflectivity values were at or below that threshold, except the all-weather treatment. Additional results from a dataset collected at a different location on UT-167 are also included in this report. Recommendations for future research include expansion of data collection to additional sites with varied geometries and traffic demands, as well as economic analyses including materials, installation costs, traffic demands, and potential safety benefits based on local crash data and research related to crash modification factors associated to retroreflectivity levels. These recommendations are conducive to establishing an objective decision-making support system to optimize pavement marking investment plans.]]></description>
      <pubDate>Thu, 24 Jun 2021 16:40:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1852392</guid>
    </item>
    <item>
      <title>Retrace Pavement Marking Retroreflectivity Levels on Tennessee Highways</title>
      <link>https://trid.trb.org/View/1845655</link>
      <description><![CDATA[This study evaluated the performance of pavement markings in the State of Tennessee and established pavement marking replacement (maintenance) timing for two types of pavement markings used in Tennessee: paints and thermoplastics. Pavement markings provide vital information to road users pertaining to lane restrictions and vehicle movements, which if adhered to, result in improved road safety.  Retroreflectivity is a measurement of how well the markings can be seen by road users, especially at night. The Tennessee Department of Transportation (TDOT) specifies acceptable minimum pavement marking retroreflective properties 45 days from application to be a minimum of 300 mcd/m²/lux for white stripes and a minimum of 200 mcd/m²/lux for yellow stripes, (mcd/m²/lux is milli-candela per square meter per lux).  The study established data collection sites, collected data using a handheld retroreflectometer (LTL-X) for a period of two years, and evaluated pavement marking retroreflectivity trends over time. The data collection was performed on two types of pavement markings, paints and thermoplastic, where thermoplastic markings are expected to perform longer than paints. Sixty (60) data collection sites were randomly selected from the four TDOT regions. Data were collected approximately every forty-five (45) days on dry markings. Pavement markings deterioration models and deterioration rates were established using the collected data. The analysis was performed at statewide and regional levels. The study established statewide pavement marking deterioration rates per month. Further analysis was performed to evaluate the influence of traffic intensity and elevation to marking deterioration rates. The study found no conclusive pattern for pavement marking deterioration rates based on traffic intensity and elevations. The deterioration rates obtained for thermoplastic markings yielded a very low correlation to measured values. It could be that two years is not long enough for thermoplastic markings to fail to the extent of producing a defined pattern that correlates with measured values. For paint markings, the correlation value ranges were acceptable.]]></description>
      <pubDate>Tue, 27 Apr 2021 15:45:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1845655</guid>
    </item>
    <item>
      <title>Predicting the Retroreflectivity Degradation of Waterborne Paint Pavement Markings using Advanced Machine Learning Techniques</title>
      <link>https://trid.trb.org/View/1845014</link>
      <description><![CDATA[Waterborne paint is the most common marking material used throughout the United States. Because of budget constraints, most transportation agencies repaint their markings based on a fixed schedule, which is questionable in relation to efficiency and economy. To overcome this problem, state agencies could evaluate the marking performance by utilizing measured retroreflectivity of waterborne paints applied in the National Transportation Product Evaluation Program (NTPEP) or by using retroreflectivity degradation models developed in previous studies. Generally, both options lack accuracy because of the high dimensionality and multi-collinearity of retroreflectivity data. Therefore, the objective of this study was to employ an advanced machine learning algorithm to develop performance prediction models for waterborne paints considering the variables that are believed to affect their performance. To achieve this objective, a total of 17,952 skip and wheel retroreflectivity measurements were collected from 10 test decks included in the NTPEP. Based on these data, two CatBoost models were developed with an acceptable level of accuracy which can predict the skip and wheel retroreflectivity of waterborne paints for up to 3?years using only the initial measured retroreflectivity and the anticipated project conditions over the intended prediction horizon, such as line color, traffic, air temperature, and so forth. These models could be used by transportation agencies throughout the United States to 1) compare between different products and select the best product for a specific project, and 2) determine the expected service life of a specific product based on a specified threshold retroreflectivity to plan for future restriping activities.]]></description>
      <pubDate>Tue, 06 Apr 2021 15:16:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1845014</guid>
    </item>
    <item>
      <title>Alteration of yellow traffic paint in simulated environmental and biological fluids</title>
      <link>https://trid.trb.org/View/1728930</link>
      <description><![CDATA[Pollution from heavy metals in urban environments is a topic of growing concern because many metals, including Pb and Cr, are a human health hazard. Exposure to Pb and Cr has been linked to the inhibition of neurological development as well as toxic effects on many organs. Yellow traffic paint (YTP) is a mixture that contains organic polymers, binders, and pigments, which in some cases consist of crocoite (PbCrO₄) that may be coated by silica. The primary aim of this study was to investigate the behavior of the crocoite pigment grains within YTP and their silica coatings in simulated environmental and human body conditions. To do this, both YTP and asphalt were collected in Philadelphia, PA, USA. These samples as well as a standard PbCrO₄ were investigated with powder X-ray diffraction, X-ray fluorescence, environmental scanning electron microscopy (ESEM), transmission electron microscopy, and energy-dispersive X-ray spectroscopy. Using this multi-analytical approach, mineral phases were determined in the YTP, their shape, dimensional distributions, crystallinity, and chemical composition, as well as elemental distributions before and after experimental interactions. Three batch dissolution experiments with YTP, asphalt, and standard PbCrO₄ were performed to simulate ingestion, inhalation, and environmental interaction with rainwater. Elemental releases were determined with inductively coupled plasma-optical emission spectrometry, and results indicated that little (ingestion) to no (environmental and inhalation) Pb and Cr were leached from the YTP during the three experimental procedures. This is likely due to the silica coating that encapsulates the crocoite particles, which persisted during all interactions. The ESEM results for YTP showed dimensional reductions after interactions with all three fluids. The silica coating must be further explored to determine how it breaks down in real environmental conditions.]]></description>
      <pubDate>Tue, 22 Sep 2020 14:27:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1728930</guid>
    </item>
    <item>
      <title>Investigating the influence of highway median design on driver stress</title>
      <link>https://trid.trb.org/View/1690477</link>
      <description><![CDATA[This study investigates the effect of highway median design on driver stress. Two types of highway medians were considered: a raised-curb median and a painted median. 80 drivers, equally distributed between males and females across two age groups (18–30 and 31–45 years old), were invited to participate in the experiment. Physiological changes in heart rate were measured, monitored and recorded before and during the driving test, and the diver perception survey method was also used to evaluate subjects perceived stress level while driving on different median types. For the divided highways with raised-curb median, the results from biometric measures as well as self-perception evaluations suggest that increasing the width of the inner shoulder could help to reduce the driver stress load. However, the authors found no effect from the width of the painted median, though this is probably due to low volumes of oncoming traffic during the experiment.]]></description>
      <pubDate>Fri, 17 Apr 2020 09:37:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1690477</guid>
    </item>
    <item>
      <title>Evaluating the Effectiveness of Temporary Work-Zone Pavement Marking Products</title>
      <link>https://trid.trb.org/View/1602517</link>
      <description><![CDATA[Work zones by nature present transitions and changes to motorists’ expectations. Given these conditions, providing proper guidance to motorists is critical. With respect to pavement markings, the challenge is to provide sufficient markings but in a temporary setting. Various pavement-marking products are currently in use within work zones; however, their effectiveness and cost can vary widely. This research evaluated the effectiveness of several common removable pavement marking products in terms of daytime presence, retroreflectivity, and removability. The evaluation was completed on an active work zone in central Iowa and included both white and yellow edge-line markings within the taper and crossover sections of a work zone. Presence was evaluated in terms of the amount of product remaining at the end of the evaluation period. Retroreflectivity was measured using a 30 meter geometry retroreflectometer. Product removal was evaluated in terms of internal tape strength, adhesive bond, and the amount of discernible markings after removal based on the American Association of State Highway and Transportation Officials (AASHTO) National Transportation Product Evaluation Program (NTPEP). Findings showed that the temporary pavement marking tapes performed satisfactorily over the 56 day time period with the exception of materials placed over very rough surfaces (rumble strip) or where vehicle maneuvering directly over the marking led to tearing or similar damage. Based on these findings, the research team recommends that agencies who are not currently specifying the use of temporary pavement marking tape products on temporary roadway surfaces (e.g. within the cross-over area of a work zone which will be removed after the project) should reconsider their policy. The cross-over area receives the majority of wear, due to traffic weaving, and these markings are placed over a variety of, smooth to very rough, pavement surface conditions. Removable paint products are rapidly evolving and are a potentially promising alternative in terms of installation, cost, and removal (no scaring) which should be further investigated.]]></description>
      <pubDate>Wed, 22 May 2019 16:40:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1602517</guid>
    </item>
    <item>
      <title>Modernizing and Streamlining Waterborne Traffic Paint Specifications</title>
      <link>https://trid.trb.org/View/1437164</link>
      <description><![CDATA[Quick-dry waterborne traffic paints have dramatically improved since their introduction more than 25 years ago, largely because of improvements in waterborne polymer technology. Paints today can be designed to better meet the needs of the pavement marking industry, but the improved performance is only realized when specifications are kept up to date. Because of the many separate specifying agencies, there is significant disparity in specifications in terms of approach, requirements, test types and procedures, and language. Furthermore, specifications are commonly filled with historical remnants (i.e., tests that are outdated or redundant or that do not predict or correlate with performance in the field). This paper draws on three decades of laboratory and field trial data to demonstrate some of the variation in performance from one paint to another and to provide some guidance on what types of tests and specifications can help a road authority ensure it is getting good quality traffic paint. The data are presented to outline and propose strategies for updating, improving, and streamlining waterborne traffic paint specifications.]]></description>
      <pubDate>Tue, 07 Mar 2017 17:27:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1437164</guid>
    </item>
    <item>
      <title>Sustainability Assessment of Road Marking Systems</title>
      <link>https://trid.trb.org/View/1413942</link>
      <description><![CDATA[Environmental issues are becoming increasingly important in the domestic, business and public sectors. Due to population growth and growing number of megacities, Green Public Procurements concepts is also becoming an increasing trend in the road infrastructure sector.  This study assessed the environmental impacts of road markings considering the whole life cycle from manufacturing to disposal. For the correctness of the study, an external expert panel reviewed the assessment. By using the life cycle analysis (LCA) methodology based on German National Standard (DIN) International Organization for Standardization (ISO) 14040 and 14044, an objective comparison of the following line markings was performed: Solvent-borne paint; Water-based paint; Thermoplastic and Thermo Spray Plastic; Cold Plastic and Cold Spray Plastic. Typical material formulations in characteristic application scenarios have been modelled using the data of corresponding official approval test certificates held by a major local manufacturer of all evaluated technologies. Empirical data was used to determine a typical service life of the various road marking systems at a typical average daily traffic of 10,000–15,000 vehicles per day.  The life cycle assessment results, i.e. considering the whole life cycle from manufacturing to disposal, showed that a global warming potential reduction of more than 50% can be achieved by a more durable road marking system.  The study concluded that in order to access the actual environmental impact of road markings, a lifetime evaluation including, for instance, production, application, transport, service life, and disposal must be taken into consideration.]]></description>
      <pubDate>Fri, 29 Jul 2016 17:08:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1413942</guid>
    </item>
    <item>
      <title>Analysis of Characteristics and Application of Waterborne Road Marking Paint</title>
      <link>https://trid.trb.org/View/1409508</link>
      <description><![CDATA[Road markings are one of the essential safety features of modern roadways. All of the horizontal road markings systems consist of a pigmented coating containing partially embedded retroreflective elements such as glass beads. In addition to durability and functionality of the road marking, ease of application and their effect on human health and environment are also primary considerations. Road markings can be divided into plural component systems that cure due to chemical reaction that occurs at the site of application, thermoplastics that require heat for application, and paints. The first two systems shall not be extensively discussed herein. Traffic paints can be separated into solventborne and waterborne materials. Over 100 years old solventborne technology includes paints based on alkyd, alkyd-acrylic, styrene acrylics, and lately also 100% acrylic resins — all of these paints afford consistent application properties, are easy to dilute to the desired application viscosity, and provide quite reasonable "no track" time under a variety of conditions such as lower temperatures and high humidity. Their environmental and human health impact is significant. Modern waterborne paints are based on a 100% acrylic technology and incorporate developed in the 1990s quick-set chemical mechanism for drying. In most cases, properly formulated and applied waterborne paints provide advantages as compared to other road marking materials — ease of application without the need to dilute or stir, unparalleled safety during manufacturing, transport, and use, and exceptional durability together with very good adhesion of glass beads. Their drawback is slow development of washout resistance, particularly during application at high humidity and low temperature. Waterborne road marking paints are extensively and successfully used in North America and in Europe in Scandinavia and also in France, Italy, Spain, and some areas in Germany. Impact of waterborne traffic paints on human health and our environment is very significantly reduced as compared to solvent-based materials. Analysis of characteristics of waterborne road marking paints and their application shall be presented  in comparison with solventborne paints. Based on the comparison and results from test application on the road, intelligent decisions regarding future use and function of waterborne road marking paints shall be possible.]]></description>
      <pubDate>Tue, 31 May 2016 09:14:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1409508</guid>
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