GRA
Posts: 11497
Joined: Mon Sep 19, 2011 1:49 pm
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Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Mon Dec 30, 2019 2:22 pm

GCC:
Toshiba delivers mobile 30 kW hydrogen fuel-cell system to fuel-cell ship
https://www.greencarcongress.com/2019/1 ... -tosh.html

. . . The fuel cell system’s volume per unit power output is reduced to 1/3 compared to a stationary fuel cell system due to its simplified design and improvements in packaging.

The fuel cell ship, which passed the Temporary Navigation Permit Inspection of Japan Craft Inspection Organization in October, has started demonstrations of the verification by NREG (Nomura Real Estate Group) TOSHIBA BUILDING Corporation and Tokyo University of Marine Science and Technology (TUMSAT).

The newly mobile 30 kW pure hydrogen fuel cells system developed by Toshiba ESS will be available to install for vessels, railways and trucks. The system produces less noise compared to standard ship engines, and it starts generating power in one minute at the shortest.

The system complies with the safety guidelines formulated by MLIT (Ministry of Land, Infrastructure, Transport and Tourism of Japan). . . .

This time, a fuel cell ship equipped with the larger 30kW pure hydrogen fuel cell system, will test the use of pure hydrogen fuel cell systems at sea. The trials will be followed with further investigations. The achievements from this validation experiment will be verified using the safety guidelines for fuel cell ships by the MLIT. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 11497
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Wed Jan 15, 2020 6:43 pm

GCC:
AKASOL to supply battery systems for Alstom’s hydrogen trains
https://www.greencarcongress.com/2020/0 ... kasol.html

AKASOL will supply battery systems for more than 40 Coradia iLint hydrogen trains (earlier post), which have been ordered from Alstom by the Lower Saxony Transit Authority and the Rhine/Main Regional Transport Association. . . .

The first battery systems (including heating and cooling equipment, cables and underfloor box) are scheduled for delivery in the second half of 2020, and all 40 systems are expected to be delivered by 2021. . . .

Each Coradia iLint train is equipped with two high-performance battery systems with a total capacity of 220 kWh. . . .

The battery system can be charged in a very short time due to its high 3C charging power and features high cycle life and effective thermal management.

The Coradia iLint has been conducting in successful passenger service between Cuxhaven and Buxtehude since September 2018. Since then, it has already traveled more than 150,000 kilometers. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 11497
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Thu Jan 16, 2020 4:58 pm

All GCC:
Hyundai and Kia make €100M strategic investment in Arrival to co-develop electric commercial vehicles
https://www.greencarcongress.com/2020/0 ... rival.html

Hyundai Motor Company and Kia Motors Corporation today made a strategic investment of €100 million (US $110 million) in a new partnership with Arrival, a UK-based electric vehicle startup (earlier post). Of the total investment, Hyundai will contribute €80 million; Kia €20 million.

Through the partnership, Hyundai and Kia plan to introduce competitively priced small and medium-sized electric vans and other products for logistics, on-demand ride-hailing and shuttle service companies. Arrival’s scalable electric platform can be adapted for multiple vehicle categories and types which Arrival, Hyundai and Kia will explore for the development of a range of Purpose Built Vehicles (PBV). . . .

Founded in 2015, Arrival has production plants and R&D centers in the US, Germany, Tel Aviv, Russia and the UK. The company’s strength lies in its skateboard vehicle platform with a modular component structure, a cost-effective base which incorporates a battery pack, electric motor and driveline components.

Fully-scalable to accommodate multiple vehicle types, the platform can be used to accelerate vehicle development to meet diverse customer needs. Currently, Arrival is carrying out pilot projects with multiple logistics companies in Europe using cargo vans manufactured with the technology. . . .

Amazon adds 40 Streetscooter and 10 Mercedes-Benz eVito electric vans to Munich fleet
https://www.greencarcongress.com/2020/0 ... mazon.html

. . . The eVito features an installed battery capacity of 41 kWh, offering a range of between 150 and 184 km. The battery-electric drive delivers 85 kW of output and can reach a torque figure of up to 295 N·m which is optimally tailored to urban operations. The top speed can be configured according to the intended use at the time of ordering.
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 11497
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Fri Jan 17, 2020 4:15 pm

GCC:
Daimler developing battery-electric version of Econic HD truck; customer testing in 2021, series production in 2022
https://www.greencarcongress.com/2020/0 ... imler.html

. . . The eEconic is based on the eActros electric truck for heavy distribution, which will already go into series production in 2021.

The eEconic will at first be offered in the configuration 6x2/N NLA and will mainly be in demand as a waste-collection vehicle. Battery-electric trucks are very well suited for urban use in waste management due to the comparatively short and plannable daily routes of up to 100 kilometers with a high proportion of stop-and-go in inner-city traffic. With an anticipatory driving style, electrical energy can be recovered during braking to charge the battery, which further improves range and efficiency. . . .

The low-positioned “DirectVision cab” with a panoramic windscreen and glazed passenger door gives the driver direct visual contact with vulnerable road users such as cyclists and pedestrians – a crucial safety criterion in road traffic.

The driver is supported by a large number of intelligent safety-assistance systems such as Sideguard Assist. Driver and crew get in and out of the vehicle using only two steps on the side facing away from traffic. This makes exiting the cab safe and helps to avoid accidents. The comfortable standing height in the interior also facilitates access. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 11497
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Wed Jan 22, 2020 7:18 pm

GCC:
Study puts cost of decarbonizing shipping by 2050 at ~$1.4-$1.9T; largest investment needed in land-based systems
https://www.greencarcongress.com/2020/0 ... -umas.html


A new study by University Maritime Advisory Services (UMAS) and Energy Transitions Commission (ETC) prepared for the Global Maritime Forum for the Getting to Zero Coalition, estimates that the cumulative investment needed between 2030 and 2050 to halve shipping’s CO2 emissions amounts to approximately $1-1.4 trillion—an average of $50 billion to $70 billion annually for 20 years.

The report authors note that these figures should be viewed in the context of annual global investments in energy, which in 2018 alone amounted to US$1.85 trillion. The global shipping fleet accounts for ~2.2% of CO2 emissions.

If shipping is to fully decarbonize by 2050, this will require further investments of some $400 billion over 20 years, bringing the total to $1.4 trillion to $1.9 trillion.

The estimate of investments required is based on ammonia (NH3) being the primary zero carbon fuel choice adopted by the shipping industry as it moves towards zero carbon fuels. (Earlier post.) Under different assumptions, hydrogen, synthetic methanol, or other fuels may displace ammonia’s projected dominance, but the magnitude of investments needed will not significantly change for these other fuels.

To avoid shifting emissions upstream, efforts to decarbonize shipping also include the decarbonization of fuel production. The analysis is therefore based on the use of low/zero carbon hydrogen as input to the production of ammonia.

The UMAS and ETC analysis finds that the largest share of investments is needed in the land-based infrastructure and production facilities for low-carbon fuels—around 87% of the total. This includes investments in the production of low-carbon fuels, and the land-based storage and bunkering infrastructure needed for their supply. The investments needed depend on the production method for the hydrogen used to produce ammonia.

Only 13% of the investments needed are related to the ships themselves, which include the machinery and onboard storage required for a ship to run on low carbon fuels in newbuilds and, in some cases, for retrofits.

Ship-related investments also include investments in improving energy efficiency, which are estimated to grow due to the higher cost of low carbon fuels compared to traditional marine fuels.

This makes the challenge of decarbonizing the shipping sector a whole system challenge and not something just for shipping, the report says. Given the majority of investment is on land, any R&D fund needs to enable deployment and scaling of the land-side, and not just work on equipment for ships.

The risk is that we end up with a fleet of zero-emission ships, no decarbonization of fuel production (e.g. producing ammonia using natural gas) and then shift the emissions upstream. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 11497
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Sat Jan 25, 2020 5:48 pm

GCC:
Dutch-Belgian truck company orders five Proton HyRange hydrogen fuel-cell systems for refuse trucks; EU project REVIVE
https://www.greencarcongress.com/2020/0 ... evive.html


. . . The tender, which runs from 2018 to 2021, aims to build and put into operation 15 electric vehicles for the collection of waste in Europe. To increase the range, the vehicles will be equipped with a hydrogen fuel cell system.

As a member of the consortium to which the REVIVE project was assigned, Proton Motor Fuel Cell GmbH is to supply of a total of 14 fuel cell systems to equip refuse collection vehicles. Their public application and usage qualities are being tested in eight different regions or cities such as Breda, Helmond, Amsterdam, Groningen, Roosendaal, Antwerp and Bozen or Meran in South Tyrol.

The modular system design of the HyRange allows OEM partners to integrate the system into a variety of different orientations. By adjusting the performance of the fuel cell system and the application-specific design of the battery, the hybrid solution can be varied between a pure plug-in hybrid operation and pure range extender operation.

The dimensioning of the on-board energy systems can be optimized to the respective needs of individual customers. Power requirements greater than 30 kW can be addressed by combining the standard modules.

The Belgian-Dutch co-operative venture Waterstofnet (Hydrogen Network) promotes and supervises this collaboration with the support of Interreg Flanders – the Netherlands. E-Trucks Europe has observed an increase in demand for hydrogen refuse lorries from local governments, particularly for the urban collection of rubbish.
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 11497
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Sun Jan 26, 2020 5:27 pm

GCC:
Amazon to deploy 10,000 electric delivery rickshaws in India by 2025
https://www.greencarcongress.com/2020/0 ... mazon.html

. . . This commitment comes after successful pilots across different cities in 2019; learnings from these pilots have helped the company create scalable and long term EV variants to build this large fleet.

These EVs are in addition to the global commitment of 100,000 electric vehicles in the delivery fleet by 2030 announced in the Climate Pledge signed by Amazon. (Earlier post.) Amazon ordered 100,000 electric delivery vehicles from Rivian—the largest single order yet of electric delivery vehicles—with vans slated to start delivering packages to customers in 2021.

The fleet of 10,000 EVs in India will include 3-wheeler and 4-wheeler vehicles which have been designed and manufactured in India. In 2020, these vehicles will operate in more than 20 cities of India, including Delhi NCR, Bangalore, Hyderabad, Ahmedabad, Pune, Nagpur and Coimbatore. . . .

Also GCC:
Equinor contracts for first green-ammonia-fueled supply vessel; 2MW SOFC
https://www.greencarcongress.com/2020/0 ... 4-nh3.html

Norway-based energy company Equinor has contracted with Eidesvik Offshore for the Viking Energy supply vessel, which is being retrofitted to make it capable of covering long distances fueled by carbon-free ammonia. The vessel will transport supplies to installations on the Norwegian continental shelf (NCS).

Equinor awarded Eidesvik Offshore a five-year contract with effect from April 2020, when the current contract expires. The Viking Energy supply vessel will in the contract period be part of a research project developing, installing and testing long-distance sailing propelled by a carbon-free-ammonia-fueled 2 MW solid-oxide fuel-cell (SOFC) system.

This is the first time an ammonia-powered fuel cell will be installed on a vessel. A significant part of the project will be the scale up of a 100-kilowatt fuel cell to 2 megawatts. The ammonia fuel-cell system will be installed in Viking Energy in late 2023. The technology will be tested on the vessel from 2024.

Ammonia (NH3) is produced by combining hydrogen and nitrogen in air. Hydrogen can be produced both from natural gas and from renewable sources through electrolysis. Hydrogen for this project will be produced by Yara through electrolysis.

The project will test whether the technology can deliver 100% carbon-free power over long distances (up to 3,000 hours of sailing annually). According to the project plans, ammonia will meet 60 to 70 percent of the power requirement on board for a test period of one year. Viking Energy will still be able to use LNG as fuel, and the remaining power requirement will be met by battery. . . .

Ammonia research on Viking Energy has a total budget of NOK 230 million (US$25.6 million), a substantial part of which is EU funded. The partners also have a good dialogue with Innovasjon Norge and Enova about potential additional funding of the project.

A recent study by A.P. Moller - Maersk and Lloyds Register found that alcohol, biomethane and ammonia are the best-positioned fuels to reach zero net emissions for shipping. (Earlier post.)

Last week, MISC Berhad, Samsung Heavy Industries (SHI), Lloyd’s Register and MAN Energy Solutions announced they are working together on a joint development project (JDP) for an ammonia-fueled tanker to support shipping’s drive towards a decarbonized future. (Earlier post.) . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 11497
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Tue Jan 28, 2020 7:47 pm

GCC:
DOE sets technical targets for hydrogen fuel-cell long-haul Class 8 trucks
https://www.greencarcongress.com/2020/0 ... eh2c8.html

. . . These hydrogen targets were developed for the long-haul use case, assuming trucks can be driven the maximum daily range (750 miles) between refueling. Other use cases will be considered for battery-powered trucks that can be driven for 250 to 500 miles between charging events, where charging opportunities may exist at hubs, delivery points, or destinations.

The US market for Class 8 trucks is large and growing. The long-haul use case is important as 40% of Class 8 trucks travel between 250 and 750 average miles per workday (261 days per year), covering 70% of tractor trailer mileage.

Fuel-cell technology is emerging as an attractive platform for larger weight classes such as medium-duty and heavy-duty vehicles. Hydrogen can offer high gravimetric energy storage density and fast refueling/recharging times, enabling longer driving range and higher vehicle utilization factors.

The high energy storage density offered by these hydrogen fuel cell-powered vehicles provides sufficient vehicle range to meet at least 95% of the daily routes based on preliminary analysis of data collected from US Census survey results and real-world drive cycle data collection.

Additionally, overnight hotel loads can use power produced from the same fuel cell used for primary traction power in conjunction with the powertrain’s hybrid battery storage, eliminating the need for auxiliary power generation.

There's a table showing the interim (2030) and ultimate targets for lifetime, cost, efficiency and fill rate, plus storage system cycle life (separate for pressurized and un-pressurized) and storage system cost.
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 11497
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Sat Feb 01, 2020 5:31 pm

GCC:
Orange County unveils 10 new fuel-cell-electric buses along with debut of US’ largest public transport hydrogen fueling station
https://www.greencarcongress.com/2020/0 ... 01-oc.html

The Orange County Transportation Authority (OCTA) unveiled ten new hydrogen fuel-cell-electric Xcelsior CHARGE H2 heavy-duty transit buses in Santa Ana, California. The order was previously announced in April 2018, at that time becoming the US’ largest procurement and deployment of fuel cell-electric buses.

The hydrogen-fueled buses will be strategically integrated into the OC Bus fleet to operate in communities that serve disadvantaged populations. OCTA is also in the process of purchasing 10 plug-in battery electric buses, which are expected to be in operation beginning in 2021.

New Flyer manufactures the Xcelsior CHARGE H2 in forty- and sixty-foot lengths. The Xcelsior CHARGE H2 for OCTA is able to achieve in excess of 300 miles of zero-emission range without refueling.

New Flyer fuel cell buses use a battery-dominant hybrid architecture, in which the batteries are large enough to handle all vehicle performance needs while the fuel cell acts as a continuous battery charger to extend the range of the vehicle. Fuel cells do not have a need for replacement or lengthy recharging when its fuel is spent. Additionally, since fuel cells store their fuel in external storage tanks, the maximum operating range of a fuel cell-powered device is limited only by the amount of fuel that can be carried.

In addition to launching the ten Xcelsior CHARGE H2 buses into service, OCTA also debuted the largest hydrogen fueling station in the US for public transportation, showcasing its $22.6-million investment in zero-emission transit.

The project is also a partnership with Air Products, which designed and provided enabling equipment for the hydrogen fueling station and will provide maintenance and hydrogen fuel. Trillium was contracted for construction, operations and maintenance of the fueling station. Ballard worked on the hydrogen fuel cell electric technology on the buses. Fiedler Group engineered upgrades to maintenance facilities to safely service hydrogen-fueled buses. . . .

OCTA and New Flyer are partners in the Fuel Cell Electric Bus Commercialization Consortium project (FCEBCC) funded by CARB through the statewide initiative known as California Climate Investments (CCI). To date, the funding award of $12.47 million is the largest single grant from CARB to a transit agency, supporting CARB’s statewide mandate that public transit agencies transition to 100 percent zero-emission bus fleets by 2040.

Volvo Buses receives order for 60 high-capacity electric buses from Malmö
https://www.greencarcongress.com/2020/0 ... volvo.html

. . The electric high-capacity buses ordered by Nobina in Malmö are of the Volvo 7900 Electric Articulated model, which was launched in autumn 2019. They can carry up to 150 passengers and are 80% more energy-efficient than corresponding diesel models.

The buses are propelled by dual electric motors with a two-speed transmission. Maximum power output is 2x200 kW, maximum torque is 31 kN·m at the driven axle.

The Lithium-ion batteries have up to 396 kWh energy storage capacity.

Their batteries can be quick-charged via OppCharge stations located on the bus route, or they can be charged when the buses are parked in the depot. . . .

Delivery of the 60 electric buses will start in January 2021 and all the buses will be delivered by April the same year. They will operate on route 5 and 7 in Malmö. . . .

King County Metro to purchase up to 120 battery-electric Xcelsior CHARGE buses from New Flyer
https://www.greencarcongress.com/2020/0 ... 1-kcm.html

King County Metro (Metro)—the public transit authority of King County, Washington, which includes the city of Seattle—has agreed to purchase 40 sixty-foot battery-electric Xcelsior CHARGE heavy-duty transit buses from New Flyer, with plans to order an additional 80 battery-electric buses in the coming year. . . .

The buses Metro will purchase both have a battery size of 466 kWh. . . .

Sewerage and Water Board of New Orleans deploys 6 plug-in hybrid pickups from XL Fleet
https://www.greencarcongress.com/2020/0 ... 31-xl.html

In order to advance its fleet electrification and emissions reduction goals, the Sewerage and Water Board of New Orleans (SWBNO) has deployed six new XL plug-in hybrid electric Ford F-150 pickup trucks to its fleet. . . .

TDK Ventures invests in electric air mobility company AutoFlightX; eVTOL air-cargo and air-taxi
https://www.greencarcongress.com/2020/0 ... 1-tdk.html


TDK Corporation subsidiary TDK Ventures Inc. has invested in AutoFlightX, an electric vertical take-off and landing (eVTOL) air mobility company. AutoFlightX is an eVTOL air-cargo and air-taxi company headquartered in Munich, with R&D centers in Shanghai and Shenzhen, China. . . .

According to TDK Ventures’ Managing Director Nicolas Sauvage, the CVC sought companies that combine avionics and drone expertise with strong unit economics, paired with solid business models in the eVTOL space. For TDK Ventures, the ideal company would unlock a spectrum of use cases in inspection, cargo delivery and emergency responses, all without requiring an installed charging infrastructure base.

AutoFlightX’s 50 kg platform can carry payloads of up to 20 kg and has a flight time of two to five hours continuous cruise. The company also has a pipeline of platforms that will carry up to 300 kg and can fly two to five hours, depending on the payload. . . .

Wright Electric begins motor development program for 186-seat electric aircraft; 1.5MW motor, 3 kV inverter
https://www.greencarcongress.com/2020/0 ... right.html

. . . Wright intends to conduct ground tests of its motor in 2021 and flight tests in 2023. The company expects entry into service of its flagship Wright 1 in 2030. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 11497
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Mon Feb 03, 2020 8:20 pm

GCC:
In Norway, Asko begins piloting use of hydrogen fuel-cell trucks
https://www.greencarcongress.com/2020/0 ... -asko.html

Norwegian wholesaler Asko is among the first to operate a goods vehicle that runs on hydrogen, thanks to a collaborative effort by research scientists and industry. . . .

Electricity generated by solar panels installed across nine thousand square metres of roofing at Asko’s regional warehouse is being used to split water, producing emissions-free hydrogen fuel and oxygen.

The truck, developed in cooperation with Scania, features a 290 kW electric motor (210 kW continuous); a 2-speed transmission; 2,200 N·m peak torque; a 56 kWh Li-ion battery; and a 90 kW PEM fuel cell. The on-board charger is 22 kW AC with CCS charging interface, and hydrogen storage is 33 kg @350 bar. The vehicle can travel between 400 and 500 kilometers on a single refueling.

The aim here is not to use hydrogen for all goods transport. Battery power is in fact a more economical solution for light goods transport in urban areas.

In February, Asko will be operating four trucks running on hydrogen fuel. . . .

Asko’s aim is to achieve zero emissions from its 600 goods transport vehicles by 2026 – facilitated by battery-generated electricity and hydrogen. Pilots will be run in 2020 to test the technology, vehicle ranges and load capacities.

In addition to solar, Asko is a major industrial wind power producer. The company operates ten wind turbines and envisages expanding its hydrogen fuel production using some of these turbines in the Agder and Rogaland areas.

Asko will then be operating two hydrogen production centers supplying fuel to meet the needs of its vehicles in both south-west and mid- and northern Norway.
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

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