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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <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>Design and validation of novel asphalt concrete mixtures for urban road traffic noise mitigation</title>
      <link>https://trid.trb.org/View/2668847</link>
      <description><![CDATA[Urban noise pollution constitutes an increasingly severe environmental challenge, with traffic noise emerging as a predominant concern. Traditional roadside acoustic barriers obstruct driver sightlines due to their vertical construction, limiting their widespread application in modern urban traffic systems. Consequently, the creation of innovative pavement materials that deliver sustainable noise reduction and enhanced mechanical durability represents a critical priority. This study created an innovative pavement material for urban noise reduction, fabricated through the integration of processed basalt, epoxy resin, and Open-Graded Friction Course (OGFC-13) mixture. Materials produced via this methodology not only ensure extended asphalt pavement service life but also demonstrate effective noise attenuation across primary urban traffic frequency ranges. Moreover, two distinct fabrication methodologies were engineered accounting for implementation in field applications. The regular arrangement (PCA-1) and random arrangement (PCA-2) of asphalt noise-reducing materials provide significant compatibility for engineering applications, greatly facilitate construction, and deliver favorable application results. Research reveal that PCA-1 achieves a 10.97 dB improvement in sound insulation at specific frequencies compared to conventional OGFC-13, while PCA-2 exhibits a 10.8 % increase in average sound absorption coefficient. Consequently, the proposed pavement noise reduction material in paper demonstrates promising application prospects for practical engineering implementation.]]></description>
      <pubDate>Tue, 12 May 2026 09:11:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668847</guid>
    </item>
    <item>
      <title>Microstructural Evolution and In-Situ Deflection Behavior in Curing Cold Recycled Asphalt Mixtures Assessed by X-Ray Microtomography</title>
      <link>https://trid.trb.org/View/2701151</link>
      <description><![CDATA[This study evaluates the microstructural characteristics and mechanical behavior of cold recycled asphalt mixtures (CRAM) stabilized with asphalt emulsion throughout their curing period. A multi-scale experimental framework was employed, combining high-resolution X-ray micro-computed tomography with in-situ falling weight deflectometer (FWD) testing. Field-extracted specimens from four full-depth reclaimed pavement sections were scanned at multiple depths and curing ages to quantify air void (AV) morphology, distribution, and connectivity using deep learning-based digital image processing. Complementary FWD testing, conducted over a 263-day period, enabled the backcalculation of elastic moduli to monitor the progressive stiffness gain of the CRAM layers under field conditions. Results revealed significant heterogeneity in AV distribution, particularly in interface and base zones, which exhibited higher void counts and volumes compared with other layers. Deflection and modulus trends followed a three-phase trajectory: initial low stiffness, intermediate stabilization, and advanced structural gain, with moduli increasing from 300–700 MPa to over 3,000 MPa. The integration of microstructural and mechanical data revealed a strong correlation between AV network refinement and structural performance over time. These findings underscore the importance of curing protocols, compaction quality, and layer interaction in recycled pavement systems. The study demonstrates the value of combining advanced imaging with field testing to support performance-based design, quality control, and long-term durability of cold-recycled asphalt technologies.]]></description>
      <pubDate>Mon, 11 May 2026 12:24:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701151</guid>
    </item>
    <item>
      <title>Forensic Evaluation of a Dry-Process Rubber-Modified Asphalt Pavement</title>
      <link>https://trid.trb.org/View/2701109</link>
      <description><![CDATA[Atypical horizontal cracking and shear distress, paired with extensive bottom-up fatigue cracking, were identified in a dry-process rubber-modified flexible pavement section belonging to the Additive Group experiment at the National Center for Asphalt Technology Test Track. Exposed to the same accelerated trafficking level, the wet-process styrene butadiene styrene- modified control section displayed no such distress. An initial forensic evaluation characterized the distress and proposed mechanism(s) for distress initiation/propagation using analyses of the asphalt mixtures, backcalculated layer moduli, measured pavement responses, structural response simulation via Waterways Experiment Station Layered Elastic Analysis (WESLEA) for Windows 3.0 (WFW), and fatigue cracking damage evolution simulation via FlexPAVE 1.1 (FP). The objective of this paper was to provide support for the theories established in the previous investigation (on the mechanisms responsible for distress). Therefore, shear strength testing of the mixtures was performed, where a significant reduction in shear stress resistance was observed for the rubber-modified material versus the control material. Structural response simulation via FP confirmed the presence of significant internal horizontal shear stress development with the asphalt concrete (AC) layer under dual-tire loadings similar to the conditions found at the Test Track. Therefore, this could have led to the initiation and propagation of horizontal cracking and shear distress, given the rubber-modified mixture’s reduced capacity for shear resistance. The horizontal cracking condition in the rubber-modified section was modeled via WFW. The resulting tensile strain responses showed the best agreement with the field-measured quantities, indicating that horizontal cracking in the rubber-modified AC layer magnified the measured tensile strain responses.]]></description>
      <pubDate>Mon, 11 May 2026 08:51:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701109</guid>
    </item>
    <item>
      <title>Evaluation of mixed mode I/II fracture behavior of asphalt concretes containing polyvinyl alcohol and coconut fibers</title>
      <link>https://trid.trb.org/View/2666230</link>
      <description><![CDATA[This research investigated the fracture resistance of hot mix asphalt (HMA) mixtures reinforced with polyvinyl alcohol (PVA) and coconut fibers under varying temperatures and fiber contents. The mixtures were prepared with fibers of a constant length of 12 mm and contents of 0.1 %, 0.2 %, and 0.3 % by total weight. We conducted fracture tests on Semi-Circular Bend (SCB) specimens at temperatures of −5°C, −15°C, and −25°C under pure mode I, pure mode II, and mixed-mode I/II loading. A key novelty of this study lies in the dual comparison of synthetic PVA fibers and natural coconut fibers, highlighting their different contributions to fracture toughness and fracture energy under multiple loading and at different temperatures. The results demonstrated that both PVA and coconut fibers significantly enhanced the fracture resistance of the HMA mixtures. The optimal fiber content was determined to be 0.1 % for PVA and 0.2 % for coconut fibers, as higher contents resulted in a decline in both fracture toughness and fracture energy. A decrease in test temperature led to an increase in fracture toughness for both control and fiber-reinforced samples, but it simultaneously caused a reduction in fracture energy. Furthermore, the fracture parameters were significantly influenced by the loading mode. For both fiber types, the greatest relative enhancement in fracture toughness occurred under pure mode II loading at −15 °C when compared with the control mixture, whereas at −25 °C, the most significant relative improvement was observed under pure mode I loading. Finally, in terms of both fracture energy and fracture toughness, coconut fibers outperformed PVA ones, making them the better choice for reinforcing asphalt mixtures subjected to cold climates and complex loading conditions.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666230</guid>
    </item>
    <item>
      <title>Soot-inhibition mechanism of composite flame retardant during porous asphalt mixture combustion in a tunnel fire</title>
      <link>https://trid.trb.org/View/2668659</link>
      <description><![CDATA[To elucidate soot-inhibition mechanism of composite flame retardant (CFR) in porous asphalt pavement under tunnel fires, this study investigates influence of CFR on soot constituents and role of carbonized layer in regulating soot release during porous asphalt mixture combustion. Scaled tunnel fire tests were conducted to simulate toxic soot diffusion which posed severe environmental and safety hazards in tunnel fires. Multi-scale characterization methods, including pyrolysis-gas chromatography/mass spectrometry (PY-GC/MS), X-ray photoelectron spectroscopy (XPS), and atomic force microscopy (AFM), were jointly employed to explore effects of CFR on porous asphalt mixture during a tunnel fire. CFR system, composed of calcium-aluminum hydrotalcite, ammonium polyphosphate, microencapsulated red phosphorus, and expanded vermiculite, was evaluated to determine contribution of each component to soot-inhibition performance of porous asphalt mixtures using scaled tunnel fire tests and multi-scale characterization methods. PY-GC/MS results demonstrated reductions of 52.7 % in low-molecular-weight alkenes and 64.3 % in polycyclic aromatic hydrocarbons, indicating inhibition of free-radical chain reaction by CFR system. XPS results confirmed oxygen content of carbonized layer was reduced by 60.1 % and P-O-C bonds were formed to induce crosslinked structures, constructing a dense insulation layer due to CFR. AFM results revealed an 11.5 % reduction in roughness of carbonized layer surface, inhibiting spread of the soot. This study establishes the synergistic soot-inhibition mechanism of CFR in porous asphalt mixtures under tunnel fire conditions, composed of combined effect of condensed-phase barrier and gas-phase quenching. A sustainable strategy for mitigating toxic emissions in tunnel fires is provided, in line with innovative engineering materials enhancing infrastructure resilience.]]></description>
      <pubDate>Mon, 11 May 2026 08:50:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2668659</guid>
    </item>
    <item>
      <title>Influence of Feeding Sequence on the Fluidity and Fluidity Time of Cement Asphalt Mortar for High-Speed Rail Slab Track</title>
      <link>https://trid.trb.org/View/2579860</link>
      <description><![CDATA[Cement Asphalt Mortar (CA mortar) is one of the most important materials in the non-ballast slab track for High-Speed Rail (HSR) systems. The fluidity and fluidity time of CA mortar are important parameters for this application. Both these requirements are governed by the early age interaction between cement, bitumen emulsion, and admixtures. The present study investigated the influence of the feeding sequence of these primary constituents of CA mortar on its fluidity and fluidity time. Flow time measurement by Brass J funnel was used as a measure of fluidity and the mechanism behind the flow time variation is analyzed through viscosity and adsorption behavior of CA paste. The sieving method was adopted to investigate the adsorption behavior of bitumen droplets on the cement under different feeding sequences. The results showed that adding bitumen emulsion, water, and water-reducing admixture (WRA) initially increased flow time and apparent viscosity, which is not ideal. Test results of adsorption indicated that the increase in particle size was mainly attributed to higher adsorption (adsorption value) resulting in higher viscosity and flowtime. The feeding sequence in which water-reducing admixture (WRA) was premixed with cement and water prior to introducing bitumen emulsion proved to be beneficial to obtain the desired fluidity and fluidity time.]]></description>
      <pubDate>Wed, 29 Apr 2026 16:47:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579860</guid>
    </item>
    <item>
      <title>Stiffness and Cracking Resistance Evaluation of Cold Bitumen Emulsion Mixtures Incorporated with Waste Glass Aggregates</title>
      <link>https://trid.trb.org/View/2579852</link>
      <description><![CDATA[Continuous use of hot mix asphalt (HMA) accelerates environmental deterioration, fossil fuel consumption, global warming, and depletion of natural resources. Further, waste generation and its disposal problem are also a threat to environment. The production of waste and the use of energy/virgin materials in HMA construction must be addressed concurrently. A right step toward the creation of environment-friendly road infrastructure is the use of Cold Bitumen Emulsion Mixtures (CBEMs), a form of Cold Mix Asphalt (CMA). Cold mix asphalt may be made more environment friendly by using waste materials as fine aggregates. In this study, Waste Glass (WG) is substituted for virgin fine aggregate at various percentages ranging from 0 to 100% (with 20% increments) in the binder layer of the CBEM. As per Marshall stability, Marshall flow, indirect tensile strength (ITS), and resilient modulus, the mechanical performance of CBEM-WG mixtures is assessed in this work. The performance of various CBEM-WG mixes is compared with each other, normal CBEM (NCBEM) and also with HMA. According to the findings, mechanical performance of CBEM having WG contents up to 60% was equivalent to that of normal CBEM (NCBEM) and conventional HMA, and it demonstrated superior performance at 60% plus WG content levels. The statistical analysis was performed to prove the feasibility and validity of replacing virgin materials with waste glass in terms of mechanical properties. The coefficient of determination R² > 0.9 for all properties indicated addition of waste glass has significant impact on mechanical performance.]]></description>
      <pubDate>Tue, 28 Apr 2026 16:55:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579852</guid>
    </item>
    <item>
      <title>Utilization of Precast Concrete Waste as Fine Aggregate Replacement in Asphaltic Concrete</title>
      <link>https://trid.trb.org/View/2579905</link>
      <description><![CDATA[The depletion of natural resources necessitates a significant shift in our approach, particularly in valuing waste products to decrease landfill usage and raw material dependence. The urgency to find alternatives that reduce natural resource exploitation, energy consumption, and carbon emissions is clear. While much research has focused on substituting coarse aggregates with construction waste, there is a lack of studies on replacing fine aggregates with waste materials. This study explores using precast concrete waste (PCW) as a fine aggregate replacement in asphalt mixes for flexible pavements. PCW was tested in various proportions (0%, 25%, and 50%) to assess its physical and mechanical properties and its viability as a substitute for fine aggregates. The experimental procedures included aggregate gradation, Marshall testing, indirect tensile strength tests, resilience modulus tests, and dynamic creep tests. The findings show that a 25% inclusion of PCW yielded optimal results, with tensile strength ratio (TSR), dynamic creep modulus (DCM), and slope at steady state (SSS) values of 0.90, 79.81 MPa, and 0.251, respectively. Consequently, the study concludes that PCW can replace up to 25% of fine aggregates in asphalt mixes for flexible pavements effectively.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579905</guid>
    </item>
    <item>
      <title>Development of Asphalt Concrete Rutting Model on Pavement Mechanistic–Empirical for Porous Asphalt Pavement Based on Accelerated Pavement Testing</title>
      <link>https://trid.trb.org/View/2694550</link>
      <description><![CDATA[Porous asphalt mixtures are increasingly used in pavement infrastructure because of their environmental benefits and enhanced surface drainage. However, their unique open-graded structure and reduced stiffness present challenges for rutting prediction using traditional dense-graded asphalt models. This study developed and calibrated a rutting prediction model specifically for porous asphalt pavements using data from full-scale accelerated pavement testing with a Heavy Vehicle Simulator. The first section, consisting of a 2-in. modified open-graded friction course (MOGFC) over a 10-in. asphalt-stabilized drainage course (ASDC), was subjected to 1 million equivalent single axle loads (ESALs) under controlled conditions at 85°F. The second test section consisted of a 6-in. MOGFC layer over 13-in. ASDC, and was designed for 13 million ESALs. Laser profilometer measurements were used to track surface deformation. A power law model was fitted between the measured rut depth and ESALs, yielding a strong correlation (coefficient of determination = 0.97). Vertical compressive strains within each asphalt layer were computed using a structural response model that incorporated modulus values from laboratory testing. These strain values were input into the Pavement mechanistic–empirical viscoplastic rutting model, which revealed that over 64% of the rutting occurred in the MOGFC layer because of its high strain and shallow depth. The default global Pavement mechanistic–empirical coefficients significantly underpredicted the measured rutting, prompting calibration. Optimized model parameters aligned the predictions with observed performance. This calibrated model enhances the rutting prediction for porous asphalt systems and supports performance-based design under high-traffic loading.]]></description>
      <pubDate>Thu, 23 Apr 2026 09:10:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2694550</guid>
    </item>
    <item>
      <title>Evaluating the mechanical performance and durability of cement-treated base mixtures containing 100% Reclaimed Asphalt Pavement</title>
      <link>https://trid.trb.org/View/2647013</link>
      <description><![CDATA[This study has evaluated the mechanical performance of 100% Reclaimed Asphalt Pavement (RAP) stabilised under various curing periods. To this end, 540 different-age, cement-treated base (CTB) samples were made by using cement and Nicoflok mineral polymer (NMP) additive, and tested for unconfined compressive strength (UCS). Results of machine learning analyses revealed that the age, cement, NMP, water, and the compaction method, respectively, had the greatest effect on the UCS. Next, indirect tensile strength (ITS) tests were performed on 90 samples and then durability tests were done on some selected samples to find the volume change, weight loss, UCS and ITS. Then, triaxial resilient modulus (MR) tests were conducted on 2 large-diameter samples. According to the results, these samples had significant strength, durability and resilient modulus, and NMP-cement stabilised samples, compared with the cement-only case, not only increase the durability and strength, but also reduce the construction time of CTB layers.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647013</guid>
    </item>
    <item>
      <title>Effect of alkali treatment and bitumen emulsion coating on the interface characteristics of sisal geotextile</title>
      <link>https://trid.trb.org/View/2647011</link>
      <description><![CDATA[This study examines the interface behaviour between sand, clay, and fly ash with chemically treated and emulsion-coated geotextiles. The relative density of sand was maintained at 75% and 50%, while clay and fly ash were tested at their maximum dry densities. The results showed that alkali-treated geotextiles increased the interface friction angles by 1.42%, 10.7%, and 15%, and adhesion by 69.6%, 19.05%, and 34.8% when used with sand, fly ash, and clay, respectively. Emulsion coating reduced the interface friction angles by up to 22.8% but increased adhesion by 43.2%. Changes in interface properties due to treatment or coating were consistent with surface roughness profiles observed through microtopography and functional group modifications identified via spectroscopic analysis. These findings may enhance understanding of sisal geotextile applications in geotechnical and road engineering.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647011</guid>
    </item>
    <item>
      <title>Optimised asphalt overlay configuration to mitigate reflective cracking using a new innovative full-scale testing</title>
      <link>https://trid.trb.org/View/2647010</link>
      <description><![CDATA[Reflective cracking is a major challenge in asphalt concrete (AC) overlays, particularly in Illinois, which has one of the highest percentages of overlay roads in the U.S. This study focused on optimising AC mix and thickness selection to mitigate reflective cracking of overlays. A survey of Illinois’ neighboring state agencies identified four overlay configurations for interstate and non-interstate applications. A large-scale testing device was designed and built in-house to simulate a moving dual-tyre assembly using two hydraulic actuators. Eight large-scale laboratory tests were conducted to assess the combined impact of material and thickness on its performance to control reflective cracking. The study concluded that the most effective overlay combines a high-modulus, flexible wearing surface with a flexible binder course. Key strategies for further mitigation include treating deteriorated PCC joints/cracks, ensuring AC mixtures have adequate flexibility, applying polymer-modified lifts, achieving proper interlayer bonding and maintaining sufficient overlay thickness and density.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647010</guid>
    </item>
    <item>
      <title>Effects of Fuel Corrosion on Performance of Styrene-Butadiene-Styrene Modified Bitumen and Its Mixture</title>
      <link>https://trid.trb.org/View/2658453</link>
      <description><![CDATA[Fuel corrosion often leads to various distress on bitumen concrete pavement, including particle falling, cracks, and even potholes, which will significantly shorten the service life of highways. In this study, the effects of fuel corrosion, including diesel and gasoline, on mass loss and the physical properties of styrene-butadiene-styrene (SBS) modified bitumen were investigated. Then, the influence of fuel corrosion on the anti-stripping performance of SBS-modified bitumen mixture was studied using the improved Cantabro test. Subsequently, the effects of fuel corrosion on the road performance of bitumen mixture were systematically explored. The experimental results indicate that the mass loss of SBS-modified bitumen is 85∼90 % for gasoline corrosion and 10∼20 % for diesel corrosion, and the high-temperature deformation resistance of SBS-modified bitumen is greatly weakened by fuel corrosion. Moreover, different performances, including water stability and high and low-temperature performance, are reduced in varying degrees for SBS-modified bitumen mixtures after fuel corrosion; meanwhile, the impact of gasoline is more significant than that of diesel, and the relevant research findings will provide theoretical guidance for the prevention and control of fuel corrosion on bitumen pavement.]]></description>
      <pubDate>Mon, 13 Apr 2026 09:40:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658453</guid>
    </item>
    <item>
      <title>Comprehensive Study on Modification Mechanism of Waterborne Epoxy Resin Emulsified Asphalt and Life Cycle Benefits of Its Mixture</title>
      <link>https://trid.trb.org/View/2686275</link>
      <description><![CDATA[This study focuses on the lack of systematic research on the effects and mechanisms of waterborne epoxy resin (WER) and curing agents on emulsified asphalt, as well as the challenge of scientifically evaluating the comprehensive benefits of waterborne epoxy resin emulsified asphalt (WEREA) and its mixtures. Nine WER bicomponents were chosen to modify emulsified asphalt, with properties studied at the macro and micro levels. A modification mechanism model for WEREA was developed. Then, 75 indicators were selected to assess the rheological properties of WEREA and mixture performance using the efficiency coefficient method to construct an evaluation index system. The performance–environmental–economic benefits of the WEREA mixture were verified based on life cycle analysis. This study confirmed the performance dominance of WEREA and its mixtures in high-temperature environments. The WER with an epoxy value of 0.2 eq/100 g and the curing agent containing four amino groups had the most significant effect on optimizing the performance of WEREA, especially when the dosage of the WER was 15%. The WEREA mixture prepared with that WER bicomponent had the best performance, economic, and environmental benefits when the oil–stone ratio was 9.07%. The environmental benefits account for 46% of the overall life cycle benefits of the WEREA mixtures, emphasizing the importance of controlling pollution emissions for sustainable pavement construction.]]></description>
      <pubDate>Thu, 02 Apr 2026 15:23:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686275</guid>
    </item>
    <item>
      <title>Design and performance characterization of porous steel slag asphalt pavement for traffic noise reduction</title>
      <link>https://trid.trb.org/View/2654769</link>
      <description><![CDATA[Rising road traffic volumes are exacerbating road noise pollution. The pursuit of pavements with superior noise reduction efficacy has become a critical strategy for mitigating this issue. As an industrial solid waste, steel slag (SS) possesses a textured and micro-porous surface structure, which grants it promising sound-absorption capabilities. The study initially investigated the pore and texture structures of SS surfaces before and after aging. The results revealed that these structural characteristics remain well-preserved post-aging. Furthermore, the aging process promotes the formation of beneficial cementitious gels that enhance the stability of the porous pavement structure. Subsequently, sound absorption coefficient tests demonstrated that SS porous asphalt mixtures exhibited a 7.6 % higher peak absorption coefficient compared to basalt and limestone mixtures. Ultimately, Indoor tire-drop tests revealed that aged SS porous asphalt mixtures consistently outperformed both natural aggregate porous mixtures and unaged SS mixtures in noise reduction. This finding demonstrates that SS possesses significant inherent noise reduction capabilities due to its material characteristics. These findings demonstrate the significant application potential of SS as aggregate for low-noise porous asphalt pavements.]]></description>
      <pubDate>Wed, 01 Apr 2026 11:46:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2654769</guid>
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