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CENTRAL ROAD RESEARCH INSTITUTE, NEW DELHI

SPEED AND DELAY STUDY


ON NATIONAL HIGHWAY-2
ASSIGNMENT REPORT
Ashutosh Arun (AA 2010 02)

Gagandeep Singh (GS 2010 04)

PGRPE-2010

2011
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Speed and Delay Study on National


Highway-2
Ashutosh Arun (AA 2010 02)
Gagandeep Singh (GS 2010 04)
QHS-Trainees
Central Road Research Institute

EXECUTIVE SUMMARY

This report is a result of the findings by the authors regarding the speeds and delays
encountered by the vehicles plying on NH-2, also called Mathura Road. This work
was undertaken as a field assignment in conjunction with authors’ ongoing class
room training as a part of their course work for the degree of Masters of Technology.

The section considered for study includes the stretch between Ashram intersection
and the intersection just in front of CRRI in both the directions. In order to accurately
reflect the traffic conditions at all times of day, speed and delay study was conducted
on 25th February, 2011 for off-peak hours from around 11 am to 1 pm and on 3rd
March, 2011 for peak hours starting from around 8.15 am to 9.30 am. The method
adopted for the study was the Floating Car Method as it was considered to be the
most convenient and comprehensive method for this purpose.

The first chapter in the report deals with general introduction about the survey
philosophy and techniques thereof.

The results of the study have been represented in both tabular and graphical form
and have been extensively analysed, with the discussions included in the second
chapter.

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INTRODUCTION

With the rapid increase in population, urbanization and income levels in India, the
number of motor vehicles on the Indian roads is drastically increasing with every
passing day. Alas, the same cannot be said about the roads that are required to
carry these vehicles!

A look at the data provides the insight required to appreciate the problem.

It can be seen from the above table 1, the concentration of automobiles (22 percent)
is in eight urban areas. Delhi is having total registered vehicles of more than 3.5
million (2002) with the predominance of two wheelers and cars, used as private
passenger vehicles.

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The corresponding traffic volumes plying on the roads of Delhi have also seen a
humongous increase as can be seen from the following table 1.

But the statistics available about the roads in Delhi carrying such high volumes of
traffic cannot be called very encouraging. The following table 2 makes this
discrepancy clear.

DELHI ROADS BY AREA & POPULATION


(in Kilometres)
Item 1993-94 1994-95 1995-96 1996-97
Total length of 24628 24645 25948 25949
road
Average Length 1661 1662 1749 1749
of road per 100
sq. Km.
Road length per 2.35 2.27 2.21 2.15
1000 population
Road length per 10.99 10.13 9.87 9.11
1000 vehicles.
Source: Delhi Statistical Hand Book - 1998, Dte. of Eco. & Stat., Government of NCT of Delhi.

Thus while there is a marginal increase in the road length per 100 sq.Km., there has
been a steady decline noticeable in available road length per 1000 population as well
vehicles.

A direct effect of such a discrepancy is the increase in travel time due to delays
caused by congestion, long queues of vehicles at intersections and such reasons
which also cause significant reduction in the travel speeds of the vehicles. This
impacts the Level of Service of a road as well as the Road User Cost.

In order to be able to better appreciate the speed and delay characteristics of


Mathura Road, the authors carried out a speed and delay survey of a section of the
road the results of which have been subsequently discussed.

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CHAPTER 1: SPEED AND DELAY


STUDY- IN GENERAL
The speed and delay studies give the running speeds, journey speeds, fluctuations
in speeds and delay between two stations on a road. They also give the information
such as the amount, location, frequency and causes of the delay in the traffic stream.
The results of the speed and delay studies are useful in detecting the spots of
congestion, the causes and in arriving at a suitable remedial measure. The studies
are also utilized in finding the travel time between the two stations and the benefit-
cost analysis. In general, the efficiency of a roadway can be judged from the travel
time.

The delay or the time lost by traffic during the travel period may be either due to fixed
delays or operational delays. Fixed delays occur primarily at intersections due to
traffic signals and at level crossings of railways. Operational delays are caused by
the interference of traffic movements such as turning vehicles, parking and vehicles
joining the traffic stream after parking, pedestrians etc. and also due to high traffic
volume, inadequate capacity of the road and accidents. Therefore the overall journey
speed between the origin and destination of travel is always lower than the desired
running speed.

METHODS OF STUDY

There are various methods of carrying out speed and delay study, namely;

 Floating car method


 License plate or registration number method
 Interview technique
 Elevated observations
 Photographic technique

In floating car method, a test vehicle is driven over a given course of travel at
approximately the average speed of the stream, thus trying to float with the traffic
stream. A number of test runs are made along the study stretch and a group of
observers record the various details. Two observers are required with two stop
watches. One of the stop watches is continuously operated and is required to find
out the travel time between two nodes or control points along the stretch. These
control points are fixed beforehand and include any fixed point such as intersections,
bridges etc. The other stop watch is used to find the duration of individual delays.
One of the observers, records the duration, location and cause of these delays as
well as the overall travel time between two nodes either on suitable tabular forms or
by voice recording instruments.

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In the license plate or registration number method, synchronized stop watches


are used. Observers are stationed at the entrance and exit of the test section. The
timings and the registration numbers of the vehicles are recorded by the observers of
the selected sample. From the office computations, travel time of each vehicle can
be found. But the method does not give important details such as causes of delays
and the duration and frequency of individual delays within the test section.

In the interview technique, work can be completed within a very short span of time
by interviewing and collecting details from the road users on the spot. However, the
data collected may not provide accurate details.

Elevated observations and photographic techniques are useful for studying short
test sections like intersections etc.

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CHAPTER 2: PRESENT STUDY DETAILS


SECTION FOR STUDY

The section considered for study is the one between Ashram intersection and CRRI
intersection. Since it is a dual carriageway, thus both the directions of travel were
considered. The total length of the test section is 2.83 Km.

METHOD OF STUDY

The method adopted for study was floating car method. From the discussion in
previous chapter it can be seen that this method has a distinct advantage over other
methods is that it is most suitable for long test sections and can provide details about
the individual delays occurring within the test section.

For the purpose of survey, the test section was divided into four sub-sections with
their boundaries clearly defined by five control points or nodes fixed along the route.
Thereafter, the nodal distances i.e. the lengths of the sub-sections were measured
using a measuring wheel. These sub-sections, nodes and the corresponding nodal
distances are listed in the table below:-

Sub-section From Node To Node Nodal Distance


CRRI-Kalka Mod CRRI (Traffic Signal Kalka Mod (Centre 810.3 m
Post 1) line of the flyover
2)
Kalka Mod-New Kalka Mod (Centre New Friends 460.3 m
Friends Colony line of the flyover 2) Colony (Traffic
Intersection Signal Post 3)

New Friends New Friends Colony Mata Ka Mandir 445.1 m


Colony-Mata Ka (Traffic Signal Post (Traffic Signal Post
Mandir 3) 4)
Intersection

Mata Ka Mandir Mata Ka Mandir Ashram (Traffic 1116.6 m


Intersection- (Traffic Signal Post Signal Post 5)
Ashram 4)
Intersection

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These nodes are also pictorially represented below for better understanding of their
locations:-

1 2 3 4 5

CRRI GATE

TIME FOR STUDY

It has been generally seen that on Mathura Road the morning peak hour of traffic
starts around 8:15 am and continues up to around 10:00 am. This is followed by an
intermediate peak hour which starts around 12:30 pm and continues up to around
2:30 pm after which the evening peak hour starts around 5:15 pm and continues up
to 7:30 to 8:00 pm and sometimes even later. These peak hours are separated in
between by certain off-peak hours marked by lean flow values of traffic.

The objective of this study was to have the speed and delay values on Mathura
Road for the morning peak hour and the following off-peak hour. Since, due to
limitation of man-power, the studies for both the periods were not possible on a
single day. Hence the complete study was conveniently divided into two phases. In
phase 1, off-peak hour speed and delay survey of the section was to be conducted
from around 11 am to be continued till around 1 pm when the intermediate peak flow
starts building up. The phase 2 was to include the peak hour survey to be conducted
between around 8:15 am and 10:00 am.

The dates decided for the phases 1 and 2 of the survey were 25 th February, 2011
and 3rd March, 2011 respectively.

OBSERVATIONS

An example of the survey sheet prepared and used for recording the observations is
attached with this report.

An important precaution taken while conducting the survey was to ensure that the
vehicle was actually ‘floating’ with the traffic. The problem arose because as seen in
the map below (the callout with 1 written in it), the node 1 i.e. the traffic signal post in
front of CRRI and the gap in median for taking the turn are just at the opening of the
main gate of CRRI.

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Because of this, whenever the signal turned green allowing the vehicles standing
and waiting at the main gate to take the right turn and come on to the highway, it was
the red phase for the straight movement. Thus in effect the survey vehicle would get
ahead of the traffic stooped at the signal which allowed the vehicle to be driven at
any desired speed and hence it would not be able to mimic the speed of the traffic
stream. Similar problem was present at the other end of the section at Ashram
intersection. There a U-turn taken in order to perform the return trip towards CRRI
would put the vehicle again ahead of the traffic.

In order to negate this, the lengths of the run were increased and the intersections
next to the end-intersections considered were decided to be utilized for taking the U-
turns. Thus the trip ends were actually shifted to Apollo and Bhogal intersections
respectively instead of CRRI and Ashram, though the observations were begun to be
recorded only when the observer physically crossed the designated nodes. This
would put the vehicle in the stream of vehicles and hence it would better be able to
mimic the characteristics of the stream.

After observing the readings, they were fed into computer and analyzed with the help
of MS Excel. A filled excel observation sheet has also been attached with the report.

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RESULTS AND DISCUSSIONS

The final results of the study have been shown below:-

PEAK HOUR

Direction of Travel: Ashram to CRRI (D1)

Avg.
Avg. Journey Total
Running
Time of Day Travel Time (s) Speed Delay
Speed
(kmph) (s)
(kmph)
8:20 AM 759.99 13.4 19.2 229.6
8:53 AM 861.89 11.8 17.7 287.2
9:31 AM 587.89 17.3 25.4 186.5

Direction of Travel: CRRI to Ashram (D2)

Avg.
Avg. Journey Total
Running
Time of Day Travel Time (s) Speed Delay
Speed
(kmph) (s)
(kmph)
8:15 AM 288.17 35.4 39.3 28.9
8:43 AM 325.24 31.4 41.6 80.2
9:20 AM 334.83 30.5 42.0 92.3

Basic Statistics:

Direction of Travel: Ashram to CRRI (D1)

Travel Time (s) Avg. Journey Avg. Running Total Delay (s)
Speed (kmph) Speed (kmph)

Mean 736.59 Mean 14.20 Mean 20.79 Mean 234.42

Median 759.99 Median 13.42 Median 19.22 Median 229.55

Standard 138.49 Standard 2.84 Standard 4.06 Standard 50.50


Deviation Deviation Deviation Deviation

Range 274.00 Range 5.51 Range 7.66 Range 100.64

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Direction of Travel: CRRI to Ashram (D2)

Travel Time (s) Avg. Journey Avg. Running Total Delay (s)
Speed (kmph) Speed (kmph)

Mean 316.08 Mean 32.39 Mean 40.99 Mean 67.12

Median 325.24 Median 31.35 Median 41.61 Median 80.22

Standard 24.64 Standard 2.63 Standard 1.46 Standard 33.66


Deviation Deviation Deviation Deviation

Range 46.66 Range 4.93 Range 2.71 Range 63.37

Graphically the data have been represented below.

Direction of Travel: Ashram to CRRI (D1)

30.0

25.0 Average
Running Speed
Speed (kmph)

20.0

15.0

10.0 Average Journey


Speed
5.0

0.0
8:09 AM 8:24 AM 8:38 AM 8:52 AM 9:07 AM 9:21 AM 9:36 AM

1000.0
900.0
800.0
Travel Time
700.0
600.0
Delay (s)

500.0
400.0
300.0
Total Delay

200.0
100.0
0.0
8:09 AM 8:24 AM 8:38 AM 8:52 AM 9:07 AM 9:21 AM 9:36 AM

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Direction of Travel: CRRI to Ashram (D2)

45.0

40.0 Average
Running Speed
Speed (kmph)

35.0

30.0
Average Journey
Speed
25.0

20.0
8:09 AM 8:38 AM 9:07 AM 9:36 AM

400.0

350.0

300.0 Travel Time


Delay (s)

250.0

200.0

150.0
Total Delay
100.0

50.0

0.0
8:09 AM 8:24 AM 8:38 AM 8:52 AM 9:07 AM 9:21 AM 9:36 AM

The inferences that can be drawn from the above results are as below:

 The morning peak hour volume of traffic starts building sometime around 8:30
am in both the directions. The paucity of data points renders prediction about
the end of peak hour inconclusive.
 The average travel time during the peak hour in D1 direction is 12 mins 40
secs while that in D2 direction is just 5 mins 25 secs (median values). This
indicates that the congestion is more in the D1 direction as compared to D2.
 There are large differences in the deviations about means in values of travel
times in both the directions. The standard deviation for D1 direction (138.5
secs) is 82% larger than that in D2 direction (24.6 secs).
 In the direction D1, the average journey and running speeds follow similar
distribution and an increase in total delay causes decrease in both the

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speeds. However, the trend is very different in the other direction D2. Here an
increase in delay causes a decrease in the journey speed but the running
speeds can be found to be increasing. This is because the vehicles tend to
accelerate between two consecutive points of delay (mainly the mid-block
sections between a consecutive pair of intersections) in order to make up for
the increase in travel time occurring due to delay.
 The average journey speed (median value 13.42 kmph) and correspondingly
the average running speed (median value 19.22 kmph) in D1 direction are
very low when compared to the allowable speed of 60 kmph for cars on the
section during peak hour.
 The average journey speed (median value 31.35 kmph) and the average
running speed (median value 41.61 kmph) in D2 direction are still lower when
compared to the allowable speed of 60 kmph for cars on the section during
peak hour but significantly better than the other direction.
 The journey and running speeds in D1 direction are respectively 57% and
54% lower than the journey and running speeds in D2 direction, when the
median values are compared.
 The total delays from Ashram towards CRRI are 65% larger than that in the
opposite direction, when the median values are compared.
 There are larger variations in the average running speeds in the direction D1
(SD 4.06 kmph) when compared to those in D2 direction (SD 1.46 kmph).
 The above three points corroborate the fact that congestion as experienced in
the D1 direction is much severe when compared to the other direction. This
may be the result of higher traffic volumes and more turning movements
associated with this particular direction.
 The bottleneck portions identified in both the directions with respective major
causes of delay are given in the table below:

Direction of Travel: Ashram to CRRI (D1)

Sub-Section Maximum Delay (s) Cause of Delay


Ashram - Mata Ka Mandir 171.6 Red Signal, RT traffic and
Queuing of vehicles at the
Mata Ka Mandir intersection
which takes a long time to
clear. Also the buses
stopping at the Ashram bus
stop tend to stop almost in
the mid lane because of
insufficient opportunity for
lane changing and
unwillingness.
Mata Ka Mandir - NFC 11.9 Only due to red signal at
NFC intersection.

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NFC – Kalka Mod 139.8 Due to the traffic merging


from the off-ramp of the
Kalkaji flyover and
pedestrians crossing the
road at that place.

Kalka Mod - CRRI 205.1 Multiple Reasons: Buses


stopping in almost mid lane
at Sukhdev Vihar Depot
stop, a broken down truck,
red signal, U-turning traffic
waiting for appropriate signal
occupying one lane, queuing
of vehicles.

Direction of Travel: CRRI to Ashram (D2)

Sub-Section Maximum Delay (s) Cause of Delay

CRRI – Kalka Mod 0 -

Kalka Mod - NFC 6 Traffic merging from the


off-ramp of the Kalkaji
flyover and traffic turning
right towards NFC district
centre.

NFC – Mata Ka Mandir 80.2 Red Signal

Mata Ka Mandir - Ashram 28.9 Red Signal

OFF-PEAK HOUR

Direction of Ashram to CRRI (D1)


Travel:
Avg. Running
Avg. Journey Total
Time of Day Travel Time (s) Speed
Speed (kmph) Delay (s)
(kmph)
11:05 AM 430.2 23.7 26.5 45.8
11:24 AM 536.2 19.0 24.2 115.5
12:04 PM 541.2 18.8 30.3 205.0
12:40 PM 678.3 15.0 26.6 294.6

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Direction of
CRRI to Ashram (D2)
Travel:

Travel Time Avg. Journey Avg. Running Total


Time of Day
(Secs) Speed Speed Delay

11:17 AM 594.3 17.2 27.9 228.7


11:48 AM 594.7 17.1 28.8 241.1
12:14 PM 841.9 12.1 22.1 381.4

Basic Statistics:

Direction of Travel: Ashram to CRRI (D1)


Travel Time (s) Average Journey Average Running Total Delay (s)
Speed (kmph) Speed (kmph)

Mean 546.48 Mean 19.15 Mean 26.92 Mean 165.21


Median 538.68 Median 18.93 Median 26.55 Median 160.24
Standard 101.69 Standard 3.55 Standard 2.52 Standard 108.09
Deviation Deviation Deviation Deviation
Range 248.06 Range 8.67 Range 6.09 Range 248.76

Direction of Travel: CRRI to Ashram (D2)


Travel Time (s) Average Journey Average Running Total Delay(s)
Speed(kmph) Speed(kmph)
Mean 676.96 Mean 15.47 Mean 26.29 Mean 283.74
Median 594.68 Median 17.15 Median 27.89 Median 241.12
Standard 142.86 Standard 2.91 Standard 3.63 Standard 84.78
Deviation Deviation Deviation Deviation
Range 247.64 Range 5.05 Range 6.70 Range 152.65

Graphically the data have been represented on the next page.

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Direction of Travel: Ashram to CRRI (D1)

35.0

30.0
Average
25.0
Running Speed
20.0
Speed (kmph)

15.0 Average Journey


Speed
10.0

5.0

0.0
10:48 AM 11:02 AM 11:16 AM 11:31 AM 11:45 AM 12:00 PM 12:14 PM 12:28 PM 12:43 PM

800.0

700.0

600.0

500.0
Travel Time
Delay (s)

400.0

300.0

200.0
Total Delay
100.0

0.0
10:48 AM 11:02 AM 11:16 AM 11:31 AM 11:45 AM 12:00 PM 12:14 PM 12:28 PM 12:43 PM

Direction of Travel: CRRI to Ashram (D2)

35.0

30.0
Average
25.0
Running Speed
Speed (kmph)

20.0

15.0 Average Journey


10.0 Speed

5.0

0.0
11:09 AM 11:24 AM 11:38 AM 11:52 AM 12:07 PM 12:21 PM

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900.0
800.0
700.0
600.0 Travel Time
Delay (s)

500.0
400.0
300.0
Total Delay
200.0
100.0
0.0
11:02 AM 11:16 AM 11:31 AM 11:45 AM 12:00 PM 12:14 PM 12:28 PM

The inferences that can be drawn from the above results are as below:

 It can be concluded by back-extrapolating the curves that the morning off-


peak hour of traffic was effectual since sometime before the first observation
was taken i.e. 11:05 am. However, it can be conclusively said that the end of
this off-peak period is around 12:00 pm.
 The average travel times during the off-peak hour in both the directions are
comparable. For D1 direction the value is 9 mins while that in D2 direction is
9 mins 55 secs (median values). This indicates that during off-peak hours the
flow rate is almost the same in both the directions, if we assume that the
capacity of the roadway in both the directions is same.
 The tables show that the standard deviations in travel times for both the
directions are large. However, such a result is obtained if we consider all the
data points which include the observations taken after 11:50 pm when the
intermediate peak-hour had begun resulting in sudden spiking of the travel
times. Excluding such observations, we find standard deviations of 63 secs
and only 0.28 secs for D1 and D2 directions respectively.
 The above point emphasizes that while there is a smooth variation in the
travel times in the D1 direction, there are abrupt variations in the D2 direction
as there is a transition from off-peak period to intermediate peak period.
 In both the directions the average journey speed and the average running
speed follow the similar distributions i.e. the curves almost perfectly follow
each other. Thus, the phenomenon of accelerating in the mid-block sections
as found during the peak hour in D2 direction is non-existent in this case.
 The average running speed (median value 26.55 kmph) in D1 direction and
that in the D2 direction (median value 27.89 kmph) are comparable but 55%
and 53% lower respectively, when compared to the safe speed of 60 kmph.
 The total delays from CRRI towards Ashram are 33% higher than that in the
opposite direction, when the median values are compared.

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 As noted before, due to the abrupt increase of travel time at the start of
intermediate peak hour the variations in average running speed in D2
direction are higher when compared to the D1 direction. However, the
variations in the average journey speeds in both directions are comparable.
 The bottleneck portions identified in both the directions with respective causes
of delay are given in the table below:

Direction of Travel: Ashram to CRRI (D1)

Sub-Section Maximum Delay (s) Cause of Delay

Ashram - Mata Ka Mandir 290.1 Red Signal, RT traffic and


Queuing of vehicles at the
signal which takes a long
time to clear.

Mata Ka Mandir - NFC 38.3 Queuing of vehicles at the


signal.

NFC – Kalka Mod 7.16 Due to the traffic merging


from the off-ramp of the
Kalkaji flyover and
pedestrians crossing the
road.

Kalka Mod - CRRI 4.5 Red signal

Direction of Travel: CRRI to Ashram (D2)

Sub-Section Maximum Delay (s) Cause of Delay

CRRI – Kalka Mod 0 -

Kalka Mod - NFC 139.1 Traffic merging from the


off-ramp of the Kalkaji
flyover and traffic turning
right towards NFC district
centre. Also the queuing of
straight through vehicles
at the signal and the
pedestrians crossing the
road near Kalkaji flyover
and also at the NFC
intersection.

NFC – Mata Ka Mandir 90.9 Red Signal

Mata Ka Mandir - Ashram 212.9 Red Signal and queuing.

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LIMITATIONS

The most severe limitation of this study us that the numbers of observations are
limited which reduces the credibility of the conclusions drawn from the results
obtained.

The results of this study could not be substantiated by a Traffic Volume Count which
justified their claims about the starting and ending times of the peak and off-peak
periods.

Apart from that, the observers felt great difficulty in discerning the factors causing
delays during the runs and hence the various factors had to be clubbed in order to
define the causes of delay at a particular point. Thus, delays being caused by
individual factors (e.g. how much is the delay caused by the queue of vehicles ahead
of the survey vehicle taking time to start moving even after the signal has turned
green much before) could not be represented which could provide better information
regarding the traffic bottlenecks.

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REFERENCES
 Santosh A. Jalihal, K. Ravindar, T.S. Reddy (2005)1. Traffic Characteristics
of India. Central Road Research Institute.
 www.delhiplanning.nic.in. “Economic Survey of Delhi – Chapter 12.”
 S.K. Khanna and C.E.G Justo. Highway Engineering (book).
 www.maps.google.com

SPEED AND DELAY STUDY ON NATIONAL HIGHWAY 2 – ARUN & SINGH

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