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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>Safer Trucks for India: Smart Tech Fusion</title>
      <link>https://trid.trb.org/View/2663329</link>
      <description><![CDATA[Commercial vehicle sector (especially trucks) has a major role in economic growth of a nation. With improving infrastructure, increasing number of trucks on roads, accidents are also increasing. As per RASSI (Road Accident Sampling System India) FY2016-23 database, commercial vehicles are involved in 42% of total accidents on Indian roads. Involvement of trucks (N2 & N3) is over 25% of total accidents. Amongst all accident scenarios of N2 &N3, frontal impacts are the most frequent (26%) and causing severe occupant injuries.Today, truck safety development for frontal impact is based on passive safety regulations (viz. front pendulum – AIS029) and basic safety features like seatbelts. In any truck accident, it is challenging rather impossible to manage comprehensive safety only with passive safety systems due to size and weight. Accident prevention becomes imperative in truck safety development due to extremely high energy involved in front impact scenarios.The paper presents a unique safety development approach (for frontal impact safety development for N2 and N3 trucks) which enables smart synthesis of active and passive safety systems to comprehensively address real world safety.Four major areas are identified for truck safety development viz. structural crashworthiness, compatibility, occupant safety and ADAS (Advanced Driver Assistance System). The innovation lies in smart mix of these areas during product safety development. The study presents the safety development of light commercial vehicle (truck) with this approach. Structural crashworthiness & occupant safety are developed with extensive number of CAE simulations. Design is physically validated with frontal impact test. In addition, extensive mileage accumulation is generated across Indian roads to validate ADAS system performance.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663329</guid>
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    <item>
      <title>AI-Driven Telematics Solutions for Detecting Near-Crash Events and Safety Hotspots in Texas Transportation Networks</title>
      <link>https://trid.trb.org/View/2606398</link>
      <description><![CDATA[The research team will leverage telematics data to proactively identify near-crash events and hotspots, strengthening transportation safety management across Texas. The work will advance analytical methodologies in four areas: (1) trajectory-based analysis of vehicle movement patterns; (2) event-based analysis of critical driving behaviours such as hard braking and abrupt manoeuvres; (3) multi-criteria analysis integrating mobility, safety, and environmental performance; and (4) data fusion techniques that combine telematics with other sources, including traffic sensors and historical crash records. Building on this foundation, the research team will apply spatial-temporal analyses and machine learning predictive models to detect current and forecast future near-crash hotspots. An interactive artificial intelligence (AI)-powered decision-support system will be developed to provide transportation agencies with actionable insights for targeted safety interventions. Rural and urban case studies will demonstrate the platform’s applicability and validate its effectiveness through comparisons with historical crash data. An implementation roadmap will guide integration into agency safety management practices. The project will deliver robust analytical tools and evidence-based recommendations that can be seamlessly integrated with existing platforms—such as geographic information system (GIS) systems, roadway networks, and performance dashboards— ensuring compatibility and significantly enhancing proactive traffic safety measures statewide.]]></description>
      <pubDate>Thu, 02 Oct 2025 09:44:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2606398</guid>
    </item>
    <item>
      <title>Load Cell Data Analysis from Frontal NCAP Tests to Assess Aggressivity and Compatibility of Battery Electric and Internal Combustion Engine Vehicles</title>
      <link>https://trid.trb.org/View/2539645</link>
      <description><![CDATA[A total of 368 frontal New Car Assessment Program (NCAP) tests (including 24 tests with Battery Electric Vehicles (BEVs)) with high-resolution load cell data were analyzed to investigate vehicle crash compatibility, especially between Internal Combustion Engine Vehicles (ICEVs) and BEVs. An Indirect Frontal Crash Model (IFCM) for Full-Overlap (FO) Vehicle-to-Moving Deformable Barrier (V2MDB) using load cell data from frontal NCAP tests was developed to assess vehicle aggressivity. An analytical solution of the IFCM for FO/V2MDB was obtained and used to develop a new aggressivity metric. In addition, the Max. Standard Deviation (SD) of load cell forces was used to assess vehicle front-end homogeneity. In the case studies, vehicle compatibility was assessed by the new aggressivity metric and Max. SD, along with typical frontal crash metrics.]]></description>
      <pubDate>Tue, 15 Apr 2025 13:56:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539645</guid>
    </item>
    <item>
      <title>Proposal for a New Frontal Crash Test Procedure to Meet Self Protection and Compatibility Needs</title>
      <link>https://trid.trb.org/View/1787410</link>
      <description><![CDATA[Compatibility between cars is a major issue worldwide. In Europe several groups are dealing with it: BRITE EURAM, which involves the majority of European manufacturers, and EEVC WG15, involving several European test laboratories and institutes, are the most active in Europe at the moment. In the past also ADAC developed a similar study in Germany. In US NHTSA is conducting studies, mainly related to the particular American market, where pick-ups represent the most important cause of incompatibility. Several approaches and test procedures are proposed to assess compatibility which consider tests against fixed obstacles, like offset deformable barriers and full width barrier (to measure energy absorption and stiffness of the front end and its distribution) and overload tests (to measure resistance capability of the compartment). All these kinds of tests are aimed mainly to measure structural behaviour of the cars, without taking into account the actual deceleration pulse that a car sustains in a real accident. US are considering the use of a mobile defomable barrier, which gives, as advantage, the possibility of reproducing the actual deceleration pulse of the vehicle. The problem associated with it is the complexity and the repeatability of the test, which suggests to investigate more common test configurations more deeply. Within EEVC WG15 activities one of the authors explored the compatibility between cars in frontal collision, starting from conservation equations of classical mechanics. A “compatibility equation” was suggested to describe how vehicles share energy during crash. In this paper the described approach has been further developed theoretically, in order to take into account not only the structural behaviour of the car (particularly the front end) but also (and mainly) the deceleration that occupants sustain during crash. The result is a proposal for a new crash test procedure: this involves a new fixed deformable barrier concept, which is able to reproduce the structural and biomechanical behaviour of a compatibility reference car-to-car impact by means of the same test, the self protection level for the tested car is guaranteed.]]></description>
      <pubDate>Mon, 23 Dec 2024 10:40:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787410</guid>
    </item>
    <item>
      <title>Significant Factors in Height of Force Measurements for Vehicle Collision Compatibility</title>
      <link>https://trid.trb.org/View/2307236</link>
      <description><![CDATA[The concept of height of force has been suggested by some researchers as one possible parameter defining the structural interaction probability between vehicles of different sizes. This proposed parameter was defined as the vertical centroid of forces exerted on a flat barrier surface when a vehicle crashes into the barrier. It is therefore measured as a function of elapsed time since crash. In this paper, the height of force is obtained from theoretical calculations and also measured in crash tests at 56 km/h against barriers instrumented with an array of load cells. It is observed that the measured values of height of force have significant errors which are dependent on factors other than the crash conditions and the properties of the vehicle's structure and geometry. These factors need to be taken into account in future discussions of using the height of force or the average height of force as an indicator of vehicle compatibility.]]></description>
      <pubDate>Fri, 15 Mar 2024 16:35:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2307236</guid>
    </item>
    <item>
      <title>Stiffness and Geometric Compatibility in Front-to-Side Crashes</title>
      <link>https://trid.trb.org/View/2307218</link>
      <description><![CDATA[In this study, the comparative stiffness of vehicle side and frontal structures is determined by available static test and crash test data. The National Highway Traffic Safety Administration (NHTSA) has conducted a series of staged crash tests where a Honda Accord is impacted by different bullet vehicles at a closing velocity of 32.5 mph. These staged front-to-side crash tests are examined to assess the extent of damage to both the bullet and struck vehicle. The load cell barrier data for the bullet vehicles used in NHTSA's vehicle-to-vehicle front-to-side crash tests are examined to determine the geometric and stiffness properties of the frontal structures as measured in the NCAP tests. The geometric and stiffness measurements during the early stages of frontal crush are most influential in front-to-side crashes. The barrier data provides useful stiffness information. However, the number of rows of load cells may be insufficient to provide geometric information. The bumper height and width appears to be a more accurate measurement of the load path that initially contacts the side of the struck vehicle. The bumper height for 20 representative vehicles was measured and summarized.]]></description>
      <pubDate>Wed, 17 Jan 2024 16:40:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2307218</guid>
    </item>
    <item>
      <title>NHTSA's Compatibility Research Program Update</title>
      <link>https://trid.trb.org/View/1790054</link>
      <description><![CDATA[This paper provides an update of NHTSA's research activities in vehicle compatibility and aggressivity. This paper pres ents newly initiated efforts underway to develop test assessment methodologies intended to evaluate vehicle compatibility. The rigid barrier load cell data collected from 18 years of the agency's New Car Assessment Program testing are reviewed to e valuate potential test measures that may be used to evaluate a vehicle's compatibility in vehicle-to-vehicle crashes. These parameters are then evaluated using a series of vehicle-to-vehicle and moving deformable barrier (MDB)-to-vehicle tests. In these tests, the face of the MDB has been instrumented with an array of load cells to compute test measures. This study is part of NHTSA's ongoing compatibility research program and is being coordinated with the IHRA compatibility group.]]></description>
      <pubDate>Tue, 19 Dec 2023 17:03:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1790054</guid>
    </item>
    <item>
      <title>Euro NCAP Mobile Progressive Deformable Barrier Testing</title>
      <link>https://trid.trb.org/View/2220295</link>
      <description><![CDATA[The European New Car Assessment Programme (Euro NCAP) implemented an updated Adult Occupant Protection assessment in 2020. This saw the adoption of the Mobile Progressive Deformable Barrier (MPDB) frontal impact test and the use of the THOR anthropometric test device. The procedure was developed by the Frontal Impact Working Group (FIWG) supported by Euro NCAP and its members, alongside representatives from both the European Automobile Manufacturers Association (ACEA) and the European Association of Automotive Suppliers (CLEPA). This paper summarises the implementation of this new procedure and the work of the FIWG over the last five years. Data from official Euro NCAP testing has been analysed to provide an overview of results from the first three years of MPDB assessments. Euro NCAP is the first consumer rating programme in the world to include an assessment of a vehicle’s compatibility. The assessment is based upon three measured parameters: standard deviation (SD) of the post-test barrier face deformation, the Occupant Load Criterion (OLC) of the MPDB trolley, and whether or not the barrier face has been crushed beyond a designated limit. The performance of the THOR dummy and its impact on vehicle ratings has also been examined. In particular, the assessment of chest and abdomen compression, iliac crest loading, and acetabulum loading were considered as they have never been included in previous assessments. An investigation of the MPDB tests found that it is not uncommon for the diagonal belt to slide from the shoulder clavicle towards the neck of the THOR dummy. The effect of this belt movement has been investigated and improvements to the dummy hardware have been considered. As the THOR dummy is also able to measure rotational movement of the head, the group implemented a two-step approach to evaluate brain injury criteria. The first step analysed signal-based criteria culminating in the adoption of DAMAGE for assessment in 2023 ratings, another world first. The group is also reviewing existing advanced brain injury criteria that utilise FE based brain models for adoption in 2026. The test data analysis was based on the results of Euro NCAP official tests; there was no access to manufacturers’ in-house or preliminary Euro NCAP test data. Therefore, this paper does not address any repeatability or reproducibility issues. The current assessment of THOR chest compression uses the maximum peak resultant displacement of the four thoracic ribs (Rmax). The intention is to adopt a more sophisticated chest criterion in future assessments which will be performed alongside an evaluation of THOR certification data. Euro NCAP has evaluated the implementation of a new frontal impact test in a consumer rating programme and is the first such programme to utilise the THOR ATD, advanced injury criteria and a vehicle compatibility assessment. Further developments in the assessment are being considered and will be incorporated into the vehicle rating scheme in 2026.]]></description>
      <pubDate>Fri, 22 Sep 2023 08:52:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2220295</guid>
    </item>
    <item>
      <title>Analysis of Factors Influencing Side Impact Compatibility</title>
      <link>https://trid.trb.org/View/1818230</link>
      <description><![CDATA[To examine factors influencing side impact compatibility, as a first step, car-to-car tests were conducted to investigate the effect of sill interaction. As a result, it was found that sill interaction had a less significant effect on side impact performance than reducing the load aligned with the dummy. In addition, a series of Mobile Deformable Barrier (MDB) tests were performed to corroborate the conclusions of the car-to-car tests. Comparison of the results of these MDB tests showed that the effect of reducing loading aligned with the driver dummy is more significant than that of engagement with the target car's sill, which is consistent with the car-to-car test results.]]></description>
      <pubDate>Mon, 24 Oct 2022 10:22:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1818230</guid>
    </item>
    <item>
      <title>Influence of Introduction of Oblique Moving Deformable Barrier Test on Collision Compatibility</title>
      <link>https://trid.trb.org/View/1832659</link>
      <description><![CDATA[The National Highway Traffic Safety Administration (NHTSA) has developed moving deformable barriers for vehicle crash test procedures to assess vehicle and occupant response in partial overlap vehicle crashes.         For this paper, based on the NHTSA Oblique Test procedure, a mid-size sedan was tested. The intent of this research was to provide insight into possible design changes to enhance the oblique collision performance of vehicles.         The test results predicted high injury risk for BrIC, chest deflection, and the lower extremities. In this particular study, reducing lower extremity injuries has been focused on. Traditionally, lower extremity injuries have been reduced by limiting the intrusion of the lower region of the cabin's toe-board.         In this study, it is assumed that increasing the energy absorbed within the engine compartment is more efficient than reinforcing the passenger compartment as a method to reduce lower extremity injuries. However, CAE analysis for the NHTSA Oblique test shows that reinforcing the engine compartment structure can result in an increase in vehicle aggressiveness.         An issue is that the Research Moving Deformable Barrier (RMBD) Oblique Test will lead to an overall increase in vehicle aggressiveness. The RMDB oblique crash alone is not an effective assessment of collision compatibility.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:38:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1832659</guid>
    </item>
    <item>
      <title>OPTIBODY: A New Structural Design Focused in Safety</title>
      <link>https://trid.trb.org/View/1829606</link>
      <description><![CDATA[With electric vehicles becoming more and more popular, the classic “general purpose” vehicle concept is changing to a “dedicated vehicle” concept. Light trucks for goods delivery in cities are one of the examples. The European vehicle category L7e fits perfectly in the low power, low weight vehicle requirements for an electric light truck for goods delivery. However, the safety requirements of this vehicle category are very low and their occupants are highly exposed to injuries in the event of a collision. The European Commission co-funded project OPTIBODY (Optimized Structural components and add-ons to improve passive safety in new Electric Light Trucks and Vans) is developing a new structural concept based on a chassis, a cabin a several add-ons. The add-ons will provide improved protection in case of frontal, side and rear impact. Two mains issues also considered in both the chassis and the add-ons design were the crash compatibility and the interaction with the vulnerable road users.         The OPTIBODY project has proposed frontal, side, rear and pedestrian impact tests for improving self and partner protection for this vehicle category. The OPTIBODY vehicle has been designed using this test proposal as targets and the frontal crash test simulations showed an improvement in the cabin integrity and self and partner protection. This vehicle design will provide a new modular architecture for L7e vehicles that will improve self and partner protection and reparability in case of collision.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:37:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1829606</guid>
    </item>
    <item>
      <title>Optimized Ride-Down Rate Control in Frontal Impact and its Application in the Energy Management of Occupant Restraint System</title>
      <link>https://trid.trb.org/View/1828120</link>
      <description><![CDATA[This paper presents an analytic approach to determining the optimized ride-down rate-the relative amount of occupant kinetic energy dissipated in vehicle structure deformation, and attempts to address the question of how the desired ride-down rate could be realized in vehicle design. In this paper the ride-down rate is divided by a critical ride-down rate value into two areas: a positive-effect-area where an increase of ride-down rate will lead to a decrease in the occupant injury level, and a negative-effect-area where an increase in ride-down rate could lead to an increase in the occupant injury level. The critical ride-down rate is found to occur at around 50% for a sedan class vehicle frontal crash into a rigid barrier at 56 km/h of NCAP test setup. The critical ride-down rate can also be estimated with various constraints such as occupant injury levels, vehicle categories and crash modes. Ride-down rate measurements from NCAP tests showed satisfactory agreement with the analytical calculation results from the ride-down rate models.         This paper also presents a ride-down rate control approach in terms of coupling design between the occupant restraint system and dynamic structural behavior. Impact event timing control and occupant travel space compatibility with respect to the compartment are found to be critical in ride-down rate control. A theoretical analysis on the relationship between the ride-down rate, impact timing, and the occupant relative displacement/structure crush ratio is presented and compared with the measurements from NCAP tests. Occupant relative displacement with respect to the vehicle is treated as an engineering variable that could control the ride-down rate in a vehicle safety design.         Setting the capacity levels for each sub-restraint system in the beginning of system integration is a critical starting step, because it would reduce costly late engineering changes. An approach to energy management of an occupant restraint system is finally given based on the optimized ride-down rate control concept. Optimized ride-down rate makes it possible to configure a desired occupant energy curve by a trapezoid in displacement domain, which could be used to distribute the occupant kinetic energy into sub-restraint systems such as airbag, safety belt and steering column.         The interactions between safely belt, airbag and steering wheel have been discussed in publications. This paper isolates each sub-system from the complex interaction by using the trapezoid analysis method in the displacement domain, which sets a series of minimum performance criterion for each sub-restraint system. This procedure of breaking down the performance criterion for sub-restraint systems is finally validated by inputting a set of sub-restraint system parameters into a numerical model. The dynamic response from this numerical model correlated very well with the desired trapezoid energy curve in the displacement domain, from which the input parameters were generated.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:35:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/1828120</guid>
    </item>
    <item>
      <title>Evaluating Frontal Crash Test Force-Deformation Data for Vehicle to Vehicle Frontal Crash Compatibility</title>
      <link>https://trid.trb.org/View/1815494</link>
      <description><![CDATA[Vehicle stiffness is one of the three major factors in vehicle to vehicle compatibility in a frontal crash; the other two factors are vehicle mass and frontal geometry. Vehicle to vehicle compatibility in turn is an increasingly important topic due to the rapid change in the size and characteristics of the automotive fleet, particularly the increase of the percentage of trucks and SUVs.         Due to the non-linear nature of the mechanics of vehicle structure, frontal stiffness is not a properly defined metric. This research is aimed at developing a well defined method to quantify frontal stiffness for vehicle-to-vehicle crash compatibility. The method to be developed should predict crash outcome and controlling the defined metric should improve the crash outcome. The criterion that is used to judge the aggressivity of a vehicle in this method is the amount of deformation caused to the vulnerable vehicles when crashed with the subject vehicle.         The methodology was developed to evaluate the force deformation data from National Highway Traffic Safety Administration (NHTSA)'s New Car Assessment Program (NCAP) for vehicle to vehicle frontal crash compatibility. This methodology relied on a simplified single-mass single-structure model. Crash simulations of models of vehicles of different mass and structure characteristics were conducted.         It was found that the deformation in the vulnerable vehicles depended on the force levels of the aggressive vehicles more than the approximated stiffness values. Vehicles frontal structures were represented in energy dissipated vs. maximum force reached graphs instead of a force vs. deformation graphs. A less aggressive -more compatible- vehicle would dissipate more energy in deforming its frontal structure before reaching a certain force level. Conversely, a more aggressive vehicle would reach high force levels before dissipating a lot of energy.         It is recommended that aggressive vehicle should dissipate half of the energy of a particular severity crash (25-30 mph) before reaching a certain amount of crush forces. These forces should be lower than the force levels required to collapse the occupant compartment of the vulnerable vehicles (500-600kN).]]></description>
      <pubDate>Thu, 09 Dec 2021 10:33:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1815494</guid>
    </item>
    <item>
      <title>A Study of Compatibility and Vehicle Front Stiffness Based on Real-World Accidents</title>
      <link>https://trid.trb.org/View/1813390</link>
      <description><![CDATA[The aim of this research was to find vehicle characteristics including stiffness that is effective for compatibility performance. Compatibility is said to be affected by three factors: vehicle mass, geometry and stiffness (1, 2). Of these factors, stiffness has more flexibility at the design stage than vehicle mass and geometry which are limited by the vehicle application. However, the stiffness is assumed to have a conflict issue between the self-protection and the partner-protection (3). In this research, it was analyzed comprehensively how some defined factors such as stiffness, mass, crash stroke and other vehicle characteristics indices relate to each occupant injury rate of the case and its partner vehicle in the real-world accidents. Both “front-to-front” and “front-to-side” crash occupants were covered.         It was found that four vehicle characteristics indices are effective for compatibility performance: toe-board intrusion and maximum vehicle deformation force in offset frontal crash tests (64km/h), and toe-board intrusion and maximum force up to 200 mm deformation in full-lap frontal crash tests (55km/h). Their contribution ratios were quantitatively identified. For each frontal and lateral collision, the vehicle force deformation characteristics were obtained for the vehicles with high and low compatibility from Compatibility Diagram of Self and Partner-protection defined in this research. The analyses are based on the JNCAP test data and 1998-2005 real traffic accident data in Japan. The traffic accident data in Japan utilized in this study are compiled by ITARDA (Institute for Traffic Accident Research and Data Analysis). However, further research with more vehicle types beyond the JNCAP test vehicles and more accident types including single vehicle accidents is required.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:33:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1813390</guid>
    </item>
    <item>
      <title>Comparative Study of Road Accidents in Iceland and Side Impact Compatibility</title>
      <link>https://trid.trb.org/View/1812012</link>
      <description><![CDATA[A compatibility study of fatal traffic accidents in Iceland indicates that compatibility is an issue in 70 percent of all fatal car to car collisions, or in 28 percent of all fatal traffic accidents.         Overriding is a dominant factor both in head on and side impact collisions but mass and stiffness incompatibility were also identified. In 50 percent of all fatal side impacts the impacting vehicle had a height of force well above the sill height, all resulting in fatal injuries above the abdomen.         Geometrical crash incompatibility is more evident in side impacts than in a frontal collision. The side of the occupant compartment does neither have a crush zone nor provide sufficient stiffness above the sill against intrusion in relatively harsh collisions. A static finite element analysis reveals a rapid decrease in stiffness of the B-post as a function of height. Two impact beam bars between the hinges and two locks on the B-post provide tensile load bridges to the A-post. Consequently, this results in extra stiffness against compartment intrusion compared to one impact beam. This design improvement has good injury mitigation potential in side impacts.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:28:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1812012</guid>
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