8 1 0 2 / 2 International e-mobility in urban traffic MAN presented its new and all-electric Lion’s City E at the 2018 IAA Commercial Vehicles trade fair
CITY BUS TO PERFECTION. The new MAN Lion’s City. With an attractive appearance and maximum cost efficiency. The city bus made to perfection – a brand new development with great MAN genes. The new generation of MAN Lion’s City vehicles can overcome everyday challenges with great confidence thanks to the array of technical advances for both interior and exterior. All their components are setting new standards; for instance in terms of the life cycle costs (LCC), the pioneering driver’s workplace or the lighting system. Putting a clear focus on efficiency, comfort and ergonomics, the new MAN Lion’s City ensures the most innovative bus driving feeling. Now and in the future. www.bus.man
From village blacksmith to an industry pioneer: Heinrich Büssing LEONINE LOGO: In 1913, Büssing first began using the Brunswick lion to enhance marketing efforts. It soon became a trademark symbol and also adorned the Brunswick production site as of the 1920s. 1924 Büssing truck type IV GnL in the Brunswick production yard 175 years with a lion’s roar Pioneer Heinrich Büssing, whose accomplishments significantly advanced the progress of the commercial vehicles industry, would have turned 175 this year. BACK IN 1903 and upon the formation of the At the time, Büssing’s innovations revolu- H. Büssing Specialfabrik für Motorlastwagen tionised the production of commercial und Motoromnibusse, probably just one soul vehicles, which led to his company beginning was able to envisage the brilliant triumph of construction of 400 chassis for England as this bus and truck manufacturer, namely the early as 1904, destined to serve as the sub- founder himself. For the mind of Heinrich structure for the first upper-deck buses in Büssing, born in 1843, bubbled with ideas, win- London. Thereafter, 1924 witnessed the intro- ning almost 250 patents over the course of his duction of the world’s first three-axle bus with 86 years of life. No wonder, then, that many of two powered rear axles. When MAN ultimately his inventions decidedly influenced the acquired the Büssing AG enterprise in 1971, course of commercial vehicle history, includ- this impressive history was passed on, always ing underfloor engines, pneumatic tyres and represented by the Büssing lion that has since the double-decker bus. characterised the vehicles’ radiator grilles. 10
2/2018 1903 The first Büssing motorised truck 1904 The London double-decker bus 1906 One of the first Büssing buses in front of a police station in Berlin FUN RIDE FOR 12 PASSENGERS: As of 1906, the public transport company Allgemeine Berliner Omnibus AG deployed the first motorised buses throughout Berlin. TRAILBLAZER IN ITS CLASS The first Büssing six-wheel bus with two powered rear axles was also the world’s first three-axle bus built in series production. 1924 A Büssing six- wheel bus parked in front of the Berlin Reichstag 11
Open and modern: the new sales and training building of MAN distribution partner Al-Ahlia Flagship showroom opened in Kuwait AS THE EXCLUSIVE IMPORT COMPANY for presence of MAN Truck & Bus in the Near MAN Truck & Bus in Kuwait, Al-Ahlia Heavy East. The grand opening of this facility sym- Vehicles Selling & Import Co. opened an ultra- bolises our aspiration to offer our customers modern flagship showroom, combined with a first-rate, innovative products and services. service centre. The new site occupies around And it also demonstrates the outstanding 16,000 square metres in the heart of Kuwait’s quality of the services provided by our part- industrial area. With some 4,000 square me- ners at Al-Ahlia, who are continuously striv- tres of workshop space, 1,750 square metres of ing to not just meet customers’ expectations, warehousing and a parking area for trucks en- but rather to exceed them.” compassing 6,000 square metres, the new The new MAN support centre also incor- MAN support centre guarantees first-class porates a training facility, where employees customer service and makes a significant dif- take training courses to ensure ongoing im- ference in terms of spare-parts availability. provements in service quality. In cooperation At the opening ceremony, Joachim Drees, with its partner Al-Ahlia, MAN Truck & Bus has Chairman of the Management Board of MAN been represented on the Kuwaiti market for Truck & Bus, said: “This new and state-of-the- 13 years and currently occupies a market share art showroom is highly significant for the of roughly 35% in the truck segment. 12 Great partners: MAN CEO Joachim Drees (left) and Fahad Ali Alghanim of Al-Ahlia (centre) renew the excellent cooperation, joined by Franz von Redwitz, Managing Director of MAN Truck & Bus Middle East.
Cityliner and Skyliner buses on show, with the OptiView mirror replacement system. stage. “MAN proudly presents the CitE!” This is a world premiere. The CitE is a concept truck – a fully electrical distribution vehicle with an ergonomic driver’s cabin, at least 100 kilome- tres of realistic range and a 360-degree cam- era system. The 15-tonne vehicle was devel- oped by a skilful team in a potentially record-breaking span of merely 18 months (see also page 22), and MAN intends to use the CitE as the basis for series-production models. “A star is born,” declares the moderator – and in fact the MAN CitE will indeed be- come the absolute highlight during the next 10 days, for both trade attendees and the general public. “The CitE is more than just an H anover Trade Fair Grounds, in- side Hall 12. It is 11:30 in the morning, 20 September 2018, when MAN’s Chief Executive Joachim Drees takes the stage. The oversized LED screens at the impressive multimedia exhibit reflect MAN’s key message in large letters: “Simplify- ing Business” is the main idea. “Our industry is at the crossroads of a radical transforma- tion,” states the CEO of MAN. “Which is why our customers are looking for guidance more than ever these days. Therefore, it is our task to provide understandable answers to complex questions.” Naming just a few of the challenges, be it digital services, autonomous vehicles or clean transport in megacities: Drees is convinced that “as a commercial vehicle producer, we are not part of the prob- lem, but rather part of the solution”. PERHAPS JUST WISHFUL THINKING? Abso- lutely not. “One more thing,” announces the MAN CEO. Cue rhythmical techno beats, while light effects accentuate the scene and fog machines create additional drama. And then, a rather futuristic truck glides onto the Making waves: The CitE concept vehicle, a delivery e-truck from MAN, celebrated its world debut at the IAA. 16
from biomass or wind power is utilised.” Whereby even conventional natural gas scores better on environmental footprint than diesel fuel. Therefore, MAN continues to invest in the continuous development of gas drives, presenting the latest generation of the Lion’s City G urban bus at the IAA 2018, which relies on the MAN EfficientHybrid start-stop system. City bus specialist Schaub explains the benefits of the innovative vehicle: “The bus comes with the new E18 gas engine, devel- oped on the basis of the D15 diesel units. The cubic capacity might be smaller than that of its predecessor, but actually features 100 Nm more in torque. Our customers can therefore cut fuel consumption at a higher operational range, without experiencing any reduction in performance.” In addition, the passenger space is fitted with LED partitions, which op- timise passenger flows during boarding and disembarking times through either green or red signals. Naturally, these are also available for vehicles with diesel or electric drives. ALONGSIDE THE VEHICLES with alternative drives, conventional diesel trucks are obvi- ously still a major draw for the crowds. A large area of the exhibit is therefore dedicated to the TG series, which recently underwent a comprehensive update – as highlighted by an MAN TGS tank silo vehicle that particularly stands out as an innovative driver. The model on display comes with an exemplary new D15 engine, notable for its excellent balance between weight, production size and fuel con- sumption. In addition, the vehicle comes equipped with the innovative video turning system VAS, which favourably tipped the purchasing decision of Christian Schlögel, Managing Director of Bärnreuther Transport, based near Nuremberg: “For our drivers, nothing is as horrific as an accident involving bodily injur y, which is why we have already retrofitted our fleet with a turning system. The new TGS already comes standard with this safety feature – a truly important consideration for us.” And so Bärnreuther Transport signed a purchase agreement for six TGS heavy-duty trucks at the IAA show. “MAN vehicles are reliable and very well ac- cepted by our drivers,” reports Schlögel. 18 The Lion’s City E completes the range of alternative drives offered by MAN.” Florian Rott, Launch Manager for the Lion’s City E The new D15 diesel engine attracted a lot of attention among the trade audience. The new video turning system VAS provides a safer 360-degree view.
e-mobility becomes an integral drive into the Futu re Around the world, the mobility concepts of urban areas are undoubtedly changing. Instead of being a revolution, the necessary transition is rather an evolutionary one. 22
2/2018 To the last detail The desire to avoid costly mistakes whilst converting to e-mobility necessitates a long- term perspective. In such an endeavour, MAN Transport Solutions offers support. IN ANY EVENT, the municipal transport services in Sweden’s city of Uppsala intend to be prepared. Even before rising political pres- sure to reduce the emissions of its public bus services down to zero, Gamla Uppsala Buss (GUB) wishes to learn how the conversion from traditional diesel operations to e-mobil- ity might succeed. “At the outset, we encountered numerous enquiries as to how the implementation of electrification could be accomplished,” re- ports Alexander Adler from MAN Transport Solutions. He is part of the six-person team headed by Stefan Sahlmann and advises busi- ness organisations as how to future-proof their mobility-planning strategies. “Many customers already have a clear vision in mind – yet are quite concerned about how to reach their goals.” SO WHICH PREPARATIONS are needed in or- der to launch the services of the first electric bus? And how far must the internal organisa- tional infrastructure be adapted to this end? Where and how should the charging of a spec- ified number of buses take place and can the daily running performance target be reached even during the winter season, when the ve- hicles must also be heated? How will the con- version impact operational costs? Many ques- tions must be answered. “Initially, higher investments are re- quired, including for the charging infrastruc- ture and the necessary power supply,” ex- plains the expert, Adler. For these measures ought to be undertaken for more than just the first vehicles to avoid the need for new con- ceptions with every additional public bus. “Our recommendation to the city of Uppsala was to gradually convert its bus fleet compris- ing roughly 150 vehicles to e-buses, starting with the operational launch of 12 to 20 vehi- cles equipped with electric drives,” says the industrial engineer. To ensure that the switchover in Uppsala can proceed without a hitch, Adler and his colleagues work together with customer ex- perts to thoroughly explore the local particu- larities. “We must consider the section route of every bus line to ensure that the e-bus can remain operational throughout an entire work day or one shift with merely one battery charge. We must therefore also pay attention to both route topography and passenger load averages for these vehicles – as well as the cli- matic conditions,” clarifies Alexander Adler. All these factors ultimately have an impact on the power consumption of vehicle operations. “Most likely, the largest challenge for many transport organisations is the modifi- cation of their bus depots and service yards,” says Stefan Sahlmann, Head of MAN Trans- port Solutions. As e-buses usually need over- night charging in most urban areas to be ready for deployment the next morning, they require not only parking areas, but also charg- ing stations. “To this end, necessary invest- ments can easily reach sixty thousand to sev- enty thousand euros,” says Sahlmann. “Yet these are resources that do pay off in view of combining intelligent charging and power management, thus resulting in significantly lowered operations costs.” Obviously, the most straightforward strat- egy is the construction of a completely new bus depot, which is currently underway in Uppsala. It involves not only the installation of charging stations, but rather incorporating the requirements of an e-based workshop as well – for the conversion to electric mobility also changes the service and maintenance processes for the vehicle fleet. 25 The largest challenge is the modification of bus depots.” Stefan Sahlmann, Head of MAN Transport Solutions
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2/2018 Before MAN entered the market, no low- floor buses with a gas engine were to be found in South Korea. W ith its roughly 10 million residents, Seoul is a boom- ing super-metropolis and among the most densely populated cities in the world. Like all megacities, the South Kore- an capital is struggling to avert a breakdown of the transport system. Around 70% of persons in employment commute from the surround- ing country to the city. If you do it by car, you can expect to spend on average one and a half hours behind the steering wheel, according to figures supplied by the Transport Ministry. So naturally the authorities pin their hopes of a solution on local public transport, which is be- ing extended and modernised on an ongoing basis. And yet the 1,100 kilometres of under- ground and local rail networks are already fac- ing a massive volume of passengers, with three million users a day. But the lion’s share, as always, falls to the super-efficient bus sys- tem. There are 355 regional bus lines, and they are used by around 7 million Koreans daily. A key point is that for the sake of improving air quality, only environmentally friendly CNG 29 In South Korea’s capital, Seoul, only CNG buses are deployed – now including MAN-made vehicles.
2/2018 Every day, about seven million passengers use the bus system of Seoul. The East Asian nation is among the largest CNG markets worldwide. are extremely clean, and by using climate- on the downsizing principle: The E18 can friendly gas from biomass or wind power they make do with 9.5 litres of cubic capacity, but are practically carbon-neutral. – with its 320 hp and 1,400 newton metres – it delivers better performance than its E28 pre- AS THE EUROPEAN MARKET LEADER for gas- decessor, while at the same time significantly powered municipal buses, MAN therefore is cutting fuel consumption. Moreover the new poised to write further chapters in the CNG gas engine, like the diesel generator set, can success story. The important thing here, of well be combined with MAN’s EfficientHybrid course, is to meet changing customer require- system – so the new engine is practically ments, while simultaneously developing a unbeatable in economic or ecological terms, new generation of vehicles, as explained by especially when running on biogas. MAN expert Robert Staimer: “Since 2013, the E28 gas engine with Euro 6 compliance and THE FIRST MAN LION’S CITY buses with the 13-litre cubic capacity was our workhorse in E18 engine are due for delivery in September the CNG sector. It did a good job for our cus- 2019. The buses run very smoothly and are ex- tomers during those years, but is now being ceptionally quiet. And the increase in payload replaced by the new E18.” Engineers at MAN’s means that more passengers can be carried. Nuremberg motor works developed the E18 The new bus can also show innovative fea- natural gas version on the basis of the new tures, like situationally illuminated partitions D15 diesel engine. “While the block is basically to optimise the flow of passengers. All these identical with both kinds of fuel, the bore is advances make MAN’s new buses eminently somewhat bigger. The natural gas engine has fit for the future. a 118-millimetre bore as opposed to the die- sel’s 115 millimetres, hence the type labels,” More information about the MAN Lion’s City G is available online at: says Staimer. Here, its developers are relying > www.man.eu/gasbuses 75 years of gas drives MAN’S FIRST GAS-POWERED CITY BUS celebrated its debut back in 1943 and was deployed for public transport in Nurem- berg. Due to the shortage of raw materials in World War II, the pioneering vehicle ran on municipal gas, which was obtained from coal gasification. Over the following dec- ades, MAN continued to build on its experi- ence with natural-gas-powered vehicles. As early as 1972, athletes and spectators at the Summer Olympic Games were car- ried to venues in and around Munich by MAN buses with gas engines. Two decades later, the first MAN SL 202 public bus with a CNG drive went into regular service. 31
Perfectly sorted Working from the underbody of MAN and NEOPLAN touring coaches, two new gear systems will be shifting power in future. Just a few trial kilometres render a clear verdict: This is excellence. GUEST COMMENTARY by Wolfgang Tschakert, commercial-vehicle tester and freelance journalist elusive and even a finicky thing. Travel coach drivers may praise their TipMatic transmission for P rogress can sometimes prove an the drive – yet the newly developed touring get the frugal consumption of its smooth gears, and never for- coach transmission system, again configured with 12 gears, can do everything better. This, at least, is what MAN developers say. And they must know. After all, they have been testing it inside and out, in the sunny south and in wintry northern climes alike. The time for a new generation of gears had come, as the torque power of the latest MAN engines has grown significantly. The new TipMatic Coach transmission system allows for up to 2,800 newton metres. Moreover, the electronic controls of the engines and gears must also communicate with one another. And here progress has made a great leap forward. All functions, including the 32
To the Ends of t A journey of 4,700 kilometres through South America, following the Pan-American Highway and the Carretera Austral. Passing volcanoes and lakes, over endless dirt roads and Andean passes. And all of it in a NEOPLAN Cityliner, a fleet coach of tour operator World Wide Gruppenreisen, based near Munich. 34
Through the wilderness on gravel roads: Upon crossing the Rio Palena in southern Chile, the vegetation evokes flashbacks of the science fiction film “Avatar”. Teamwork: The passengers work together to clear a tree from the road, to continue their southbound journey in the NEOPLAN Cityliner. 56,593 residents is the population of Ushuaia, the world’s southernmost city and almost in sight of Antarctica. will be whipping cold rain through the air just moments later. In any event, the wind keeps rattling the vehicle continuously, so steady steering remains a challenge that extends for hours – which makes merely reaching for a water bottle a carefully considered move. UPON ARRIVAL IN USHUAIA, the Cityliner has clocked almost 4,700 kilometres. On the vehicle’s right side, the outside mirror, the headlamp, luggage compartment lock and rear navigation light are all missing, fallen by the wayside. The opening mechanism on the back entry door is causing problems. And at some point during the long and dusty stretch- es, the 220-volt transformer has conked out. Everything else, however, is working just fine. The Cityliner’s chassis can handle the bad roads without a hitch, while its pace of 80 kilometres per hour proves the ideal speed for the most rugged and rutted tracks in order to move ahead with a minimum of rattling. Just how driveable conditions actually are, remains a suspense factor throughout the entire journey, especially when rainfall the day before has caused chaos on numerous motorways. After all, the NEOPLAN coach is decidedly not a high-slung all-terrain vehicle, in contrast to the many mud-covered ones heading in the opposite direction, with annoyed-looking drivers at the wheel. Turn- ing around is not an option, for in the end, this very journey is its own reward. At the end of the day, the chore of cleaning the coach, scrubbing off the mud and clay that clings to the vehicle in vast patches, proves not quite as pleasant. Yet, day after day, there is no such thing as quitting: not on this trip, not for this group and not for this coach. THE FERRY PASSAGES always present a challenge: Driving from Santiago to Tierra del Fuego requires the crossing of numerous riv- ers, lakes and fjords. Just about every ferry boarding and disembarkment process is an adventurous undertaking for the coach, for its few centimetres of self-powered hoisting potential is never sufficient. Only by placing thick planks underneath the wheels, can the vehicle actually make it onto the vessel. The ferry staff have plenty of practice, however, and the journey continues without a hitch. Interestingly enough, two characteristics in this landscape evoke the imagery of road trips through northern Europe, particularly Norway: the constantly recurring ferry cross- ings, as well as the omnipresence of fjords. A marked similarity between two regions that could hardly be farther apart – another fascinating feature of Mother Earth. A massive landslide in the south of Chile ultimately requires an unplanned, eight-hour overnight crossing via an unscheduled emer- gency ferry ride, to circumnavigate a stretch of blocked road. Passengers and drivers must spend the night on the ferry benches, which, fortunately, are even upholstered. Inside the ferry vessel, the captain has turned up the heat, as nights can be uncomfortably chilly. In addition, the ferry is not too crowded, so every 37
Down south, animals are in the majority. White-bellied shags feel right at home here. 2/2018 Eternal ice: The Perito Moreno Glacier counts as one of the most impressive landscapes in Argentina. Landmark guides: Along the ragged coastline of South America, lighthouses offer essential positional information. And once again, unfathomable contrasts: Upon crossing the border to Argentina, winds rise up that will not relent until the journey’s end. These gusts remorselessly tug at jackets, attempt to tear sunglasses from people’s heads, and blow the omnipresent sand into every nook and cranny. As the rainforests are left behind, an incredibly vast landscape opens up. To the left and right of the partially repaved, yet often dusty, Route 40 – the Argentinian leg of the Pan-American Highway – there is nothing but a vista of barren prairie land extending for days. Even the mountains have retreated to the distant horizon. Brilliant sunshine alternates in an hourly rhythm with rain showers, until Punta Arenas, on the Strait of Magellan, finally comes into view. This strait separates the mainland of the South American continent from Tierra del Fuego – that magical archipelago of islands representing the last human bastion before Antarctica. Ushuaia also marks the end point for the famous Pan-American Highway, which begins in Alaska. This also is the final destina- tion after roughly 4,700 kilometres by coach. After visiting a penguin colony by speedboat, it is time to go home. The coach remains behind in Tierra del Fuego, for the next tour group is already on the plane from Germany to South America, anticipating their own Patagonia experience aboard the Cityliner. 39
2/2018 merchants, at night. Eventually the customer base grew, as did the number of vehicles, so more staff was needed.” So in 1935, the depot yard, located at what today is Edmund-Weber- Straße, was home to seven buses, two trucks and numerous trailers bearing the Graf logo – merely seven years after setting up shop. The outbreak of World War II, however, changed everything dramatically, as air raids greatly afflicted the company. After one bom- bardment hit a bus and set it on fire, Anton Graf did not hesitate for a second. As the vehi- cle threatened to explode, he drove it off the company grounds onto an empty market- place. A most fortunate outcome, and he was lucky to have survived. Once the war had end- ed, however, the Graf family, like so many oth- ers, faced a life in ruins – and had to start again from scratch. “IT WAS SOLIDARITY that got the company off the ground again,” states Maike Graf- Thüring. “Within the family, the credo re- mained: ‘We can do this together!’ Without this sense of unity, rebuilding everything would have been out of the question.” Not just family members and friends remained dedi- cated, but previous customers also proved loyal, and Graf ’s Reisen soon carried more Owner oversight: When it comes to inspections, even a member of the Graf family gets down into the workshop pit. Outside, the summer sun has made this a goods and passengers once again. Once peo- hot day even in the mid-morning, but the ple residing in the Ruhr region were increas- quietly humming air-conditioning system ingly traveling to other European countries, keeps the ultra-modern coach at a pleasant starting in the mid-1950s, the touring busi- 21° C. The Grafs face a wooden box on the ness expanded. Yet even at its home base, the table, filled with memento photographs. This company kept things moving. In what were is a good opportunity for a retrospective view. known as “black buses”, regular shuttle ser- “It all began with a multi-purpose truck vices carried mine workers from their chang- owned by our grandfather,” says Anja Graf, ing areas to the mines and back again. “At the launching into the eventful family saga. And end of the day, these black buses had to be her cousin Maike Graf-Thüring continues the sprayed out with steam jets to get them clean tale: “While he transported passengers during again,” says a smiling Anja Graf. the daytime, he would transport goods for Meanwhile, the second Graf generation butchers, as well as for fruit and vegetable was growing up. Bitten by their own travel Fabulous fleet: Sunday outing with the local band and choir, back in 1931. 41
Heading the successful family business: Anja Graf, Michael Thüring and Maike Graf-Thüring (left to right) bug, Anton Graf ’s sons Arno and Werner themselves took to the steering wheel as often as possible, starting in the 1950s. And not just to countries such as Italy, Spain and France, either – Scandinavia and Morocco be- came popular destinations as well. Especially trips to northern Africa were still quite an adventure at the time. As boarding houses, hotels and car parks were all too expensive, passengers would sleep in tents erected around the coach, guarded at all times. “COACH TRAVEL CUSTOMERS can’t be com- pared to other customers in the tourism busi- ness,” says Maike Graf-Thüring. “They value human contact. As a family-owned company, we want to create a sense of familiarity for everyone, including our patrons.” The fact that Graf’s Reisen is now among Germany’s largest tour organisers, employing a staff of 340 and carrying 2.5 million passengers a year, is the result of more than just hard work. “In a family business, fellowship and loyalty are a key factor,” says Anja Graf. Which raises a question: What is daily in- teraction like, when work and private life are so closely intertwined? “Just as in any family company, it is hard to avoid taking things home with you,” says Maike Graf-Thüring. “We do try to keep a lid on it as much as we can, but that doesn’t always work, considering that this is a 24/7 operation.” Her husband adds: “At mealtimes, our children sometimes comment that we should refrain from talking about the business again. And then we just change the subject.” Anja Graf: “It’s probably a better constellation that Maike and I are cous- ins, so we have a bit more emotional distance than if we were sisters. Our relationship works well. And at the end of the day, we always re- main a family.” The Grafs have always remained loyal to this philosophy, for they also maintain close relationships with their business partners. Graf Tours and NEOPLAN, for example, go 42 We’ve always been impressed by the quality and progressive nature of NEOPLAN.” Anja Graf, authorised officer of Graf’s Reisen back a long way. As long ago as 1961, the travel company’s fleet included a type Hamburg model, and today there are many more of that brand: 16 NEOPLAN Cityliners, six Starliners, three Skyliners, as well as NEOPLAN and MAN buses for local transport services are part of the team. “Even while NEOPLAN was still a family business, we felt a very close connec- tion,” says Anja Graf. “We share a long history. and sometimes agreements would still be sealed with a handshake. And if there ever was an issue, we would find a solution quick- ly.” Maintaining close ties to the region has also remained a heartfelt stance for the Graf family. On their business grounds, large Maike Graf-Thüring first trained as a car mechanic, and later received a degree in mechanical engineering.
2/2018 Space and time for creativity: Scenarios for transport solutions covering the last mile were developed in a number of co-creation workshops. In our role as manufacturer, it behooves us to configure the transport of people and goods in a more sustainable fashion.” MAN CEO Joachim Drees Indispensable tool: coloured pens and pencils for the visualisation of new ideas 45
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