Approval Details

Valid E.O.

Validity

This Executive Order approved the specified parts on on May 23, 2001.
As of Monday, December 17th, 2018 this Executive Order has not been overturned or superceeded.

Approved Parts

ModelsModificationRemarks
1991-2001 model-year Caterpillar 3208, 3116, 3126, 3306, 3406, C10, C12, C15, and C16 heavy-duty diesel enginesThis exemption applies to 1991-2001 model-year 4-stroke engines originally certified to meet a particulate matter emission standard of 0.10 g/bhp-hr or lower.This exemption is valid provided the engines meet the following operating conditions: (1) engine exhaust temperature is greater than or equal to 275 degrees Celsius for 40-50 percent of the duty cycle; (2) NOx to PM ratio is at least 8; and (3) engine is operated using diesel fuel with a maximum sulfur content of 50 parts per million by weight.

This Executive Order may be listed as:
  • C.A.R.B.E.O. D-393-3
  • Executive Order 393-3 / D393-3
  • ARB # D-393-3
  • Executive Order No: D-393-3
  • C.A.R.B. No. D-393-3
  • Resolution D-393-3
For Free CARB Executive Order Status verification, email an image of the device Executive Order label as well as the Year/Make/Model and Test Group # of the vehicle to [email protected]

Download: Executive Order D-393-3 PDF

D-393-3 Document:



                                        State of California
                                     AIR RESOURCES BOARD

                              EXECUTIVE ORDER D—393—3
                       Relating to Exemptions Under Section 27156
                                    of the Vehicle Code

                                      JOHNSON MATTHEY
                                    CRT PARTICULATE FILTER


 Pursuant to the authority vested in the Air Resources Board (ARB) by Section 27156 of
"the Vehicle Code; and

Pursuant to the authority vested in the undersigned by Sections 39515 and 39516 of the
Health and Safety Code and Executive Order G—45—9;

IT IS ORDERED AND RESOLVED: That installation of the Continuously Regenerating
Technology (CRT) Particulate Filter, manufactured by Johnson Matthey of 434 Devon
Park Drive, Wayne, Pennsylvania 19087—1889, has been found not to reduce the
effectiveness of the applicable vehicle pollution control system, and therefore, the CRT
Particulate Filter is exempt from the prohibitions of Section 27156 of the Vehicle Code
for installation on heavy—duty on—road vehicles equipped with the following diesel
engines:



                                                3208, 3116, 3126, 3306, 3406,
         1991—2001     Caterpillar
                                             ©10, C12, C€15, C16 (all horsepower)

                                .        L10, M11, N14, 18B, 1SC, 1ISL, ISM, ISN, 1SX,
         1991—2001     Cummins                B—series, C—series (all horsepower)

         1991—2001       DDC            Series 40, Series 50, Series 60 (all horsepower)

                                         T444E, DT4GGE, DT466E HT, 530E, 530E HT
         1991—2001    International                     (all horsepower)


         1991—2001       Mack                       E7, E9 (all horsepower)

                                               VE 275, VE 300, VE 345, VE 385,
         1991—2001       Volvo                 VE 425, VE 465 (all horsepower)

 CRT Particulate Filters exempted under this Executive Order are identified in
 Attachment A. This exemption applies to 1991 through 2001 model—year 4—stroke
 engines originally certified to meet a particulate matter emission standard of 0.10 grams
 per brake—horsepower—hour or lower. This exemption is valid provided that the engines
 meet the following operating conditions: (1) engine exhaust temperature is greater than
 or equal to 275° C for 40 to 50 percent of the duty cycle, (2) NOx to PM ratio is at least
 8, and (3) engine is operated using diesel fuel with a maximum sulfur content of 50
 parts per million by weight.


      JOHNSON MATTHEY                                |                EXECUTIVE ORDER D—393—3
      CRT PARTICULATE FILTER                                          (Page 2 of 3)

      This exemption is based on emission tests conducted by Johnson Matthey with the CRT
      Particulate Filter. Johnson Matthey submitted the following results:



            No.     MYA     |     k           |   | Mdel      THC    | CO   NOx |     PM

             1     1999         Caterpillar         3126      —88     —99    —8       —88

             2     1995         Cummins             M11       —91     —89    —5       —95

             3     1998            DDC            Series 60   —95     —94    2        —87

             4     1999            DDC            Series 50   —100    —72    —6       —90


      The test data show that the CRT Particulate Filter does not adversely affect the exhaust
      emissions of the test engines. The same emission impact is expected when the CRT
      Particulate Filter is installed on heavy—duty vehicles equipped with any of the engines
      listed above.

      This Executive Order is valid provided that installation instructions for the CRT
      Particulate Filter do not recommend tuning the vehicle to specificationsdifferent from
mm




      those of the vehicle manufacturer.

     ~ Changes made to the design or operating conditions of the CRT Particulate Filter, as
       exempt by the ARB, which adversely affect the performance of the vehicle‘s pollution
      control system, shall invalidate this Executive Order.

      Marketing of the CRT Particulate Filter using identification other than that shown in this
      Executive Order or for an application other than that listed in this Executive Order shall
      be prohibited unless prior approval is obtained from the ARB.

      This Executive Order shall not apply to any CRT Particulate Filter advertised, offered for
      sale, sold with, or installed on a motor vehicle prior to or concurrent with transfer to an
      ultimate purchaser.

      This Executive Order does not constitute any opinion as to the effect the use of the
      CRT Particulate Filter may have on any warranty either expressed or implied by the
      vehicle manufacturer.

      No claim of any kind, such as "Approved by the Air Resources Board," may be made
      with respect to the action taken herein in any advertising or other oral or written
      communication.


JOHNSON MATTHEY                                              EXECUTIVE ORDER D—393—3
CRT PARTICULATE FILTER                .                      (Page 3 of 3)


In addition to the foregoing, the ARB reserves the right in the future to review this
Executive Order and the exemption provided herein to assure that the exempted add—on
or modified part continues to meet the standards and procedures of California Code of
Regulations, Title 13, Section 2222, et seq.

THIS EXECUTIVE ORDER DOES NOT CONSTITUTE A CERTIFICATION,
 ACCREDITATION, APPROVAL, OR ANY OTHER TYPE OF ENDORSEMENT BY THE
AIR RESOURCES BOARD OF ANY CLAIMS OF THE APPLICANT CONCERNING
"ANTI—POLLUTION BENEFITS OR ANY ALLEGED BENEFITS OF JOHNSON
 MATTHEY‘S CRT PARTICULATE FILTER.

Violation of any of the above conditions shall be grounds for revocation of this Executive
Order. The Executive Order may be revoked only after a ten—day written notice of
intention to revoke the Executive Order, in which period the holder of the Executive
Order may request in writing a hearing to contest the proposed revocation. If a hearing
is requested, it shall be held within ten days of receipt of the request, and the Executive
Order may not be revoked until a determination after a hearing that grounds for
revocation exist.

Executed at El Monte, California, this     }3       day of May 2001.




                                          R. B. Sitmmerfield, Chief
                                          Mobile Source Operations Division


                                    Attachment A




                                       Table 1



                Engine HP     Engine MY 1991—1993     Engine MY 1994—2001

                 150—230          CRT 1234 IT            CRT 1234 DW

                 230—330          CRT 1234 MP            CRT 1234 DW

                 330—425          CRT 1234 NN            CRT 1234 JT

                 425—660          CRT 1234 MP             CRT 1234 IT



      Note: CRT Particulate Filter part number identifies a specific inlet/outlet
      configuration, catalyst substrate, and filter element based on engine/vehicle
      combination. CRT Particulate Filters exempted under this Executive Order
      include 14 different catalyst substrate volume/density combinations and 13
      different filter element volume/density combinations. Table 1 identifies the
      minimum catalyst and filter sizes Johnson Matthey will use on a given engine.
      Johnson Matthey may use a larger catalyst and/or filter for a given engine/vehicle
      combination.
mss


                                             State of California
                                        AIR RESOURCES BOARD




                            EVALUATION OF JOHNSON MATTHEY‘S
                                 CRT PARTICULATE FILTER
                 FOR EXEMPTION FROM THE PROHIBITIONS OF VEHICLE CODE
              SECTION 27156 IN ACCORDANCE WITH SECTION 2222, TITLE 13 OF THE
                             CALIFORNIA CODE OF REGULATIONS
V emems




                                                 May 2001




                                                     by —

                                    Mobile Source Operations Division
                                         Aftermarket Parts Section
                                            9528 Telstar Avenue
                                         El Monte, CA 91731—2990


          (This report has been reviewed and approved for publication by the staff of the
          California Air Resources Board. Approval does not signify that the contents necessarily
          reflect the views and policies of the Air Resources Board. Mention of trade names or
          commercial products does not constitute endorsement or recommendation for use.)


                                       SUMMARY

        Johnson Matthey of 434 Devon Park Drive, Wayne, Pennsylvania 19087—1889

has applied for an exemption from the prohibitions of Section 27156 of the California

Vehicle Code for its Continuously Regenerating Technology (CRT) Particulate Filter.

The CRT Particulate Filter is designed for installation on heavy—duty vehicles equipped

with various model CaterpillarCorporation, Cummins Engine Company, Inc., Detroit

mDiesel Corporation, International Truck and Engine Corporation, Mack Trucks, Inc., and

Volvo Truck Corporation diesel engines. This exemption applies to 1991 through 2001

‘rfiodel-year 4—stroke engines originally certified to meet a particulate matter emission

standard of 0.10 grams per brake—horsepower—hour or lower. This exemption is valid

provided that the engines meet the following operating conditions: (1) exhaust

temperature is greater than or equal to 275° C for 40 to 50 percent of the duty cycle,

(2) NOx to PM ratio is at least 8, and (3) engine is operated using diesel fuel with a

 maximum sulfur content of 50 parts per million by weight.

         Based on the test data submitted by Johnson Matthey, the staff concludes that

the CRT Particulate Filter will not adversely affect the exhaust emissions of the heavy—

 duty diesel engines for which the exemption is requested.

         The staff recommends that Johnson Matthey be granted an exemption for its

 CRT Particulate Filter as requested and that Executive Order No. D—393—3 be issued.


                                       CONTENTS

                                                    Page Number


         SUMMARY

         CONTENTS

         1.      INTRODUCTION

         U       CONCLUSION

        ,____.   RECOMMENDATION

                 DEVICE DESCRIPTION AND OPERATION

                 DEVICE EVALUATION AND DISCUSSION
*=mn,
 se


                                     State of California
                                AIR RESOURCES BOARD


                   EVALUATION OF JOHNSON MATTHEY‘S
                         CRT PARTICULATE FILTER
         FOR EXEMPTION FROM THE PROHIBITIONS OF VEHICLE CODE
      SECTION 27156 IN ACCORDANCE WITH SECTION 2222, TITLE 13 OF THE
                     CALIFORNIA CODE OF REGULATIONS



»1.      INTRODUCTION

         Johnson Matthey of 434 Devon Park Drive, Wayne, Pennsylvania 19087—1889

 has applied for an exemption from the prohibitions of Section 27156 of the California

 Vehicle Code for its CRT Particulate Filter. The CRT Particulate Filter is designed for

 installation on heavy—duty vehicles equipped with the following diesel engines:

         (1)    1991—2001 model—year Caterpillar 3208, 3116, 3126, 3306, 3406, C10,
                C12, C15, and C16, all horsepower               '
         (2)    1991—2001 model—year Cummins L10, M11, N14, ISB, 1SC, ISL, ISM,
                ISN, ISX, B—series, and C—series, all horsepower

         (3)    1991—2001 model—year DDC Series 40, Series 50, and Series 60, all
                horsepower                                  |

         (4)    1991—2000 model—year International T444E, DT466E, DT4G6E HT, 530E,
                 and 530E HT, all horsepower
         (5)    1991—2001 model—year Mack E7 and E9, all horsepower
         (6)    1991—2001 model—year Volvo VE 275, VE 300, VE 345, VE 385, VE 425,
                 and VE 465, all horsepower


 This exemption applies to 1991 through 2001 model—year 4—stroke engines originally

 certified to meet a particulate matter (PM) emission standard of 0.10 grams per brake—

 horsepower—hour (g/bhp—hr) or lower. Use of the CRT Particulate Filter requires that the

 following conditions be met: (1) exhaust temperature is greater than or equal to 275


    degrees Celsius (° C) for 40 to 50 percent of the duty cycle, (2) NOx to PM ratio is at

    least 8, and (3) engine is operated using diesel fuel with a maximum sulfur content of 50

    parts per million (ppm) by weight. This exemption includes 14 different CRT catalyst

    substrate volume/density combinations and 13 different CRT filter element

    volume/density combinations.

             Johnson Matthey has submitted all the required information including emission

    »test data, vehicle operating temperature data, in—use durability information, installation

    and maintenance procedures, and device identification label for evaluation.



    H.      — CONCLUSION

             Based on evaluation of the test data submitted by Johnson Matthey, the staff

    concludes that the CRT Particulate Filter will not adversely affect the exhaust emissions

    of the heavy—duty diesel engines for which the exemption is requested.
s




     1.      RECOMMENDATION

             The staff recommends that Johnson Matthey be granted an exemption as

     requested, permitting advertisement, sale, and use of its CRT Particulate Filter on the

     1991 through 2001 model—year heavy—duty diesel engines listed above.



     IV.     DEVICE DESCRIPTION AND OPERATION

             Johnson Matthey‘s CRT Particulate Filter is an exhaust emission control device

     designed primarity to reduce PM emissions from diesel engines. Typically, it is installed

     in place of the original equipment manufacturer (OEM) muffler. The CRT Particulate

     Filter is a two—stage modular system that incorporates a precious metal oxidation


catalyst upstream of a wall—flow filter. The catalyst is a Corning or NGK cordierite

ceramic monolith'designated as EX—20, or equivalent, with an 8—millimeter wall

thickness and 300 or 400 cells per square inch (cpsi) density. It is loaded with Johnson

Matthey catalyst loading formulation DF87. The filter element is also a Corning or NGK

cordierite ceramic monolith designated as EX—80, or equivalent, with a 17—millimeter wall

thickness and 100 or 200 cpsi density. The filter is porous and has alternating cells that

—are plugged which force the exhaust gas to flow through the cell wall where PM in the

exhaust gas is trapped. The catalyst and filter elements approved under this exemption

are identified by Table 1 and the notation below:

                                          Table 1




                  Engine HP |   Engine MY 1991—1993     Engine MY 1994—2001

                   150—230          CRT 1234 IT              CRT 1234 OW

                   230—330          CRT 1234 MP          +   CRT 1234 DW

                   330—425          CRT 1234 NN              CRT 1234 JT

                   425—660          CRT 1234 MP              CRT 1234 IT



        Note: CRT Particulate Filter part number identifies a specific inlet/outlet
        configuration, catalyst substrate, and filter element based on engine/vehicle
        combination. CRT Particulate Filters exempted under this Executive Order
        include 14 different catalyst substrate volume/density combinations and 13
        different filter element volume/density combinations. Table 1 identifies the
        minimum catalyst and filter sizes Johnson Matthey will use on a given engine.
        Johnson Matthey may use a larger catalyst and/or filter for a given engine/vehicle
        combination.


        As the exhaust gas flows through the CRT system, a fraction of the nitric oxide

 (NO) in the engine exhaust is oxidized to nitrogen dioxide (NOz) in the catalyst section.

 NO then reacts with the soot collected on the filter element and combusts it at a much


           lower exhaust temperature than is needed in an oxygen environment. Combustion of

           soot regenerates the filter, preventing plugging. For the CRT system to be effective, the

           NOx to PM ratio must be at least 8 and the engine exhaust temperature must be 275° C

           or higher for at least 40 to 50 percent of the duty cycle. In addition, the CRT system

           must be used with dieéel fuel with a maximum sulfur content of 50 ppm by weight to

           minimize oxidation of SO; for optimum NO to NOz conversion.

                  Prior to retrofitting a vehicle with the CRT system, Johnson Matthey will review

           the engine model—year and compare the applicable new engine NOx and PM emission

           standards to verify that the NOx to PM ratio is at least 8. Johnson Matthey will equip

           the vehicle with thermocouples and record the engine exhaust temperatures while the

           vehicle is operated over its typical duty cycle to confirm that the exhaust temperature

           requirement is met. Johnson Matthey will also refer to its database of exhaust

           temperatures and review it for similar engine and vehicle applications to ensure that the
queree..




           temperature requirement is met. Using this information,‘ Johnson Matthey will design a

           CRT system properly matched for a specific engine and vehicle application. Proper

           sizing of the catalyst and filter for an application will be based on engine size or exhaust

           flow rate, particulate loading or engine—out PM emissions, backpressure requirement,

           engine exhaust temperature (vehicle application or duty cycle), and availability of space

           for the CRT system.

                   The installation location of the CRT system varies for different vehicle

           applications, but on the average, the distance between the exhaust port and the system

           inlet ranges from three to 25 feet. For vehicles with dual exhaust system, a CRT          |

           system is installed on each of the exhaust pipes. The installation procedures for the

           CRT system are similar to the removal and installation procedures for the muffler.


             Johnson Matthey recommends that a backpressure reading be taken every 25,000

             miles and compared against the limits specified by the OEM. If the backpressure

             exceeds the specified limit, the filter should be cleaned and re—installed in the reverse

             direction. The catalyst element can also be cleaned and reversed in order to reduce

             engine backpressure. Johnsonv Matthey will provide the applicable installation

             instructions and maintenance procedures for the various engine and vehicle

          ~combinations to the vehicle operator.



             V.           DEVICE EVALUATION AND DISCUSSION

                          To demonstrate that the CRT system does not adversely affect exhaust

             emissions, Johnson Matthey tested the system on five engines and provided the

             following test results:
eeem,




        my          Make _              Model      Sulfur   TestCycle        THC           co          NOx              PM
        1999      Caterpiliar           3126‘      15 ppm   FTP Hot*       0.06/0.01    1.32/0.01     3.6/3.3     0.077/0.009

        1995      Cummins        |.     M11        15 ppm   CSHVR**        1.24/0.11    2.89/0.32    14.7/13.9    0.562/0.026

        1998        DDC               Series 60°   54 ppm        FTP       0.1170.01    1.20/0.08     3.8/3.9     0.063/0.008

        1998        DDC               Series 60*   15 ppm    CSHVR         0.26/0.004   6.81/70.12   34.5/35.3    0.211/0.003

        1999         DDC              Series 50°   15 ppm        FTP       0.04/0.00    0.83/0.17     3.413.2 .   0.089/0.009


             Notes: !       7.2 liter, 300 horsepower        *     __FTP emissions in grams per brake—horsepower—hour
                     *      10.8 liter, 330 horsepower       **     CSHVR emissions in grams per mile
                     3      42.7 liter, 400 horsepower       A     Emissions were below detectable limit
                     ‘;     12.7 liter, 430 horsepower
                            8.5 liter, 277 horsepower



                          Caterpillar 3126, DDC Series 60, and DDC Series 50 engines were tested on

             an engine dynamometer using the heavy—duty diesel transient Federal Test Procedure

               (FTP). One baseline emission test was conducted with the engine in the OEM

                                                                       5


configuration, and one modified emission test was conducted with the CRT system.

The Caterpilliar 3126 emission data are for the hot start portion of the FTP.

        Cummins M11 and a second DDC Series 60 engines were tested on a mobile

chassis dynamometer operated by the West Virginia University using the transient City

Suburban Heavy Vehicle Route (CSHVR) drive cycle. The CSHVR drive cycle

represents thetypical driving pattern of a vehicle on an urban delivery schedule. The

~route is approximately 6.7 miles long, and the drive cycle speed ranges from 0 to 45

miles per hour. For the Cummins M11 tanker truck, baseline and modified emission

results reported are average emissions from two test vehicles, and each vehicle test

included a minimum of three emission runs. For the DDC Series 60 grocery truck, the

emissions are average emissions from five test vehicles. For the DDC Series 60

grocery truck, two different sets of five test vehicles were used for the baseline and

modified emission tests. The ten test engines and vehicles were determined to be

nominally identical to each other (e.g. identical model-yéar, eng.ine, chassis

configuration, and equipment). For the Cummins M11 and DDC Series 60 trucks, each

test run with the CRT system consisted of a double—length CSHVR drive cycle (13.4

miles) to facilitate collection of sufficient PM for measurement.

         Emission Evaluation

         PM removal from engine exhaust is fixed by the physical characteristi_cs of the

filter medium and is relatively unaffected by engine operating conditions. The engines

for which the exemption is requested have been certified 'to_ PM emission standards

ranging from 0.05 to 0.10 g/bhp—hr. To demonstrate compliance with the emission

requirements, Johnson Matthey submitted emission test data for five engines. All of the

test engines were originally certified to meet the 0.10 g/bhp—hr PM emission standard,


 representing worst case in tefms of engine—out PM emissions. All of the engines were

 tested with the lower density filter element. When the filter cell density is increased, the

 available surface area for the exhaust gases to pass through is also increased. This in

 turn increases the capability of the filter to collect PM. On a filter with a higher cell

 density, the thickness of accumulated PM layer is thinner than on a filter with a lower

 cell density and equivalent soot loading. The thinner PM layer results in lower

* backpressure. The filters tested represent worst case in terms of filtration efficiency and

 effect on backpressure.

         The emission data showed that when the engines with the CRT system were

 tested using diesel fuel with sulfur content between 15 and 54 ppm, there was no

 adverse impact on total hydrocarbons, carbon monoxide, oxides of nitrogen, or PM

 emissions. The same emission impact is expected when the CRT system is used on

 any of the engines included in the exemption and operated using diesel fuel with a

 maximum sulfur content of 50 ppm.                           |

          CRT Fil'ger Regeneration

         The soot collected in the filter element must be burned off or oxidized to

 regenerate the filter and prevent plugging. For "continuous" regeneration of the filter,

 there must be sufficient amount of NOz and the engine must operate at a temperature of

 275° C or higher for at least 40 to 50 percent of the duty cycle. All of the engines were

 tested with the lower density catalyst substrate. An increase in the catalyst cell density

 increases the number of active sites for catalytic reaction, thereby increasing the overall

 catalyst activity. The catalysts tested represent worst case in terms of NO to NOz

 conversion.


                            For an application where the engine exhaust temperature is below the 275° C

               threshold for a prolonged period of time, there may not be enough combustion of soot,
avtits.,




               and the filter may become plugged. This will lead to excessively high backpressure and

               may cause damage to the turbocharger and/or the engine. Such low temperature

               conditions may be encountered in a large engine operating under low load or in an

               engine operated under a duty cycle that requires frequent stop—and—go and idling.

                            To demonstrate that the minimum temperature threshold for soot combustion is

               reached and maintained for sufficient duration in engines and vehicle applications for

               which the exemption is requested, Johnson Matthey measured the exhaust gas

               temperatures of six different engines while they were operated on—road under various

               duty cycles. Johnson Matthey provided the following results:




               Make           Model      Size (L)   HP      Application      Mlinimum   Maximum   15\252?;%?
       mm




             Cummins           ISM         N/A      N/A   Sanitation Truck     125        425           55

             Cummins           ISC         8.3      N/A     School Bus         200        425           60 _

             Cummins           M11        10.8      N/A   Detivery Truck       125        425           60

               DDC           Series 60    12.7      430    Delivery Truck      125        450           55

               DDC           Series 50     8.5      277       City Bus         125        400           80

            International      466         7.6      N/A     School Bus         175        500      ~_   65



                            The temperature data showed that the engine exhaust temperatures were

               above the 275° C threshold for well over 50 percent of the typical city and highway duty

               cycles represented by the test vehicles. With respect to exhaust temperatures, city

                buses and sanitation trucks represent the worst case duty cycles due to their frequent

               stop—and—go and idling, and under such conditions, Johnson Matthey showed that the


               exhaust temperature needed for soot combustion is reached and maintained for

               sufficient period of time.
reiig




                       To further illustrate that the CRT system operates properly on—road, Johnson

               Matthey cited test programs in which numerous units are currently or have been in—use

               and provided the following to address the long—term operability of the CRT filter:



                                                 P


                    New York City Transit Buse         M               1 year             35,000

                ARCO Tanker/Railphs Grocery Trucks     10              1 year             100,000

                        LA Sanitation Trucks            5              1 year             10,000

                      San Diego School Buses            5              1 year             30,000

                         European Testing              N/A           3—5 years       | 66,000—373,000



                       Thehorsepower ratings of the engines for which the exemption is requested

               range from 150 to 600 horsepower. The staff concludes that the fest engines above are
        285.




               representative of the engines included in the exemption application and expects that

               similar emission and temperature results will be achieved for the remaining engines and

               vehicle applications. Based on these findings, the staff concludes that Johnson

               Matthey‘s CRT Particulate Filter will not have any adverse impact on the exhaust

               emissions of the engines included in the exemption.



Document Created: 2005-09-01 12:44:30
Document Modified: 2005-09-01 12:44:30

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