Professional Documents
Culture Documents
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DB Manual
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Lothar Marx
Dietmar Momann
In co-operation with:
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DB Manual
Published by Bahn FachverlagC
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Lothar Marx Dietmar Momann
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Work procedures for
permanent way maintenance
7th revised and extended edition Bahn Fachverlag GmbH, Berlin 2012
Publisher:
Bahn Fachverlag GmbH in co-operation with DB Training, Learning & Consulting
All rights, including translation into foreign languages, are reserved by the publisher. No part of this work may be
reproduced, processed, copied or distributed in any form (photocopy, microfilm or any other procedures), including
for training purposes, using electronic systems without the written approval of the publisher.
The names of products mentioned in the book which are simultaneously registered trademarks have not been
specifically identified. The absence of the symbol does not therefore infer that the name is a free product name.
Nor is any reference made to the existence of patents or utility model protection.
Printed in Germany
ISBN: 978-3-943214-03-1
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Contents C T!
Preface 19
1 General 21
2 Track equipment 25
2.1 General 25
3 Substructure 42
3.1 General 42
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3.2.4 Draining the track formation 47
3.2.5 Drainage systems 47
4.1 General 50
5 Maintenance terms 60
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5.1 General 60 C T!
5.2 Explanation of individual terms and meaning for the
permanent way 60
6 Inspection 63
7 Maintenance 142
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7.1 Weed killing on and alongside railway tracks 142
7.1.1 Weed killing on railway tracks using pesticides 143
7.1.2 Weed killing outside of tracks
using mechanical procedures 146
9.5 RU 800 S track renewal and ballast cleaning in one operation 221
9.5.1 General 221
9.5.2 Description of the working method 223
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9.6 High-performance renewal procedure VFW 2001 225 C T!
9.7 Track renewal in a two-sleeper cycle with the SUZ 500 UVR 229
10.4 Renewal machine unit for switches and tracks (UWG) 269
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10.7.6 Operations technology advantages 283
10.7.7 Special features of the complete assembly, its transport
and installation 283
10.7.8 Summary 286
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14 Installation of tracks 324 C T!
14.1 General 324
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15 Ballast solidification through plastic bonding 444
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16.9 Rail-mounted ballast cleaning machine RM 76 UHR 493 C T!
16.10 Road-rail ballast cleaning machine ZRM 79 494
17.2 Material conveyor and hopper unit (MFS 38, 40, 100-S, 250),
belt storage device (BSG 60), bulk freight hopper wagon
(BSW 11000 and 2000) and road-rail MFS 496
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18.6 Sand distribution and compacting machine (SVV 100) from
Joseph Hubert and Schweerbau 531
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19.4
19.4.1
Maintenance of the tracks
General
618
618
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19.4.2 Preconditions and preliminary work 620
19.4.3 Elimination of long-wave track displacement on
high-speed lines (v > 160 km/h) 621
19.4.4 Ballast distribution system
(BDS 2000) 621
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22 Rail processing 673
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23.1.5 Vibrations 715 C T!
23.2 Inspection: assessment of the actual status of the
rail running table quality 717
23.2.1 Direct measurement processes 717
23.2.2 Indirect continuous measurement processes 718
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24.4 Acceptance of track maintenance 738
24.4.1 General 738
24.4.2 Acceptance of track maintenance 738
24.4.3 Evaluation of the acceptance survey 739
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25.6.1
25.6.2
Characteristics of DURFLEX
Laying procedure (Durflex installation)
771
772
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25.6.3 Removal procedure and recycling 774
25.8 The ZSX twin sleeper the special pre-stressed concrete sleeper 776
25.8.1 The development objectives of the ZSX twin sleeper 776
25.8.2 Laying procedure 777
Annex
Abbreviations 787
Units of measurement 788
Advertisers 789
DB guidelines and DIN standards 790
Index 792
Authors 796
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Preface C T!
The number of editions of the "Work procedures
for permanent way maintenance" manual
which have been published so far indicates the
dynamic and extensive developments in railway
permanent way maintenance procedures since
the first edition of the book 25 years ago.
I would like to cordially thank the two authors and former employees, Mr. Lothar Marx and
Mr. Dietmar Momann, for their work. They have again vigorously taken up an elementary
railway topic in order to practically address the requisite knowledge and information.
I sincerely hope that this manual's readers are able to find answers to their questions, and
to extend and pass on their knowledge. Let us hope that this leads to stimuli for further
developments in permanent way maintenance.
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Preliminary remarks
The maintenance of tracks and switches to guarantee operational safety necessitates
knowledge of the work procedures, the relevant working methods and the individual track
machinery and equipment. The authors' task was therefore to clearly and understandably
convey the process technology applied at DB Netz AG to all interested parties.
This new edition of the manual is intended to be used as a training and advanced training
document and to provide knowledge regarding the interaction of personnel, machines and
track equipment in permanent way maintenance.
R
the switch transport wagon WTW,
WO
the new formation rehabilitation machine PM 1000,
rail milling machine SF 03,
track renewal train SUZW 500.
R T
New chapters dealing with the following topics have also been added:
Track equipment,
Substructure,
Line layout and routing,
Ballast bonding,
Noise insulation.
The installation and maintenance of the ballastless track system (FF) are additionally
described. The ballastless track systems have also been further developed, particularly
the RHEDA, Zblin, Bgl and Infundo design types.
At this point, we would like to thank all of our expert colleagues for their friendly
assistance and helpful advice. We would also like to thank the track maintenance
companies and the manufacturers of the machines, equipment and materials required
for maintenance for their valuable support and for providing us with documents which
contributed towards making this manual a success. We would particularly like to thank
Messrs. Armbruster, Dietrich, Dr. Hetzel, Knfel, Dr. Kratochwille, LeDosquet, Rausch
and Zck of DB for their kind co-operation. Additional thanks go to Mr. J. Rauch
(IBES Baugrundinstitut GmbH) and Dr. Stefan Lutzenberger (Mller-BBM GmbH) for
their supporting preliminary work.
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1 General C T!
The task of permanent way maintenance is to provide the user (passenger and goods
transport) with an infrastructure which meets the requirements in terms of speed, load
and safety according to technical and economic aspects. The DB Netz AG infrastructure
encompasses around 64,000 km of track and around 67,000 switch units (Fig. 11).
Abb XXX 1_en.pdf 1 14.06.12 15:34
Schematic portrayal
Abb. 11: DB Netz AG railway network showing the priority and high-performance network Graphic: DB AG/Le Dosquet
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Commissioning of the routes:
represented milestones in the high-speed network (v > 160 km/h), which now covers a
track length of around 5,000 km, whereby the permissible speed on the new lines (NBS) is
300km/h with the ICE3 (Fig. 12).
It has also been possible to increase the speed throughout the existing network, whilst
retaining the route parameters, thanks to higher-performance vehicles in passenger and
goods transport (Figs. 13 and 14).
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C T!
In addition to the classic superstructure components (rail, sleeper and ballast), the
installation of ballastless track system constructions (see Chapter 14.3) will also be
described. Maintenance costs are to be reduced even further through innovative track
constructions.
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necessitates a high number of well-trained skilled civil engineering workers/track layers
(internal employees and staff from track maintenance companies).
These employees are supported by track renewal trains (RU 800 S, SUM Q, UM 1 to 3,
UM-S, SUM, SMD 80, SUZ 500 UVR) and gantry cranes (e.g. UN, Donelli), renewal
machine units for switches and tracks (UWG), 15 t to 150 t cranes plus WM500U, ballast
cleaning machines (BRM) for tracks and switches as well as tamping machines for tracks
and switches. Small machines and items of equipment are additionally available.
To organise this work, work specifications are drawn up for the deployment of track
maintenance companies.
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2 Track equipment C T!
2.1 General
The permanent way, consisting of the track and switch constructions including crossings
and rail expansion joints, is generally the most highly-stressed part of the infrastructure.
Since railways came into being, the ballast superstructure and its components, the rail, rail
fastening, sleeper and ballast, have undergone significant technical development, up to and
including the currently familiar forms of the cross sleeper track and the ballastless track
system design types. The superstructure products, design types or construction procedures
may only be used if they have been certified by the Federal Railway Oce and/or approved
by DB Netz AG's headquarters.
This chapter will only deal with the currently conventional superstructure components.
Abb. 21: Rail forms with their most important dimensions Graphic: DB AG/Stefan Balfanz
Today, a continuous welded rail track is usually produced. The rails are prefabricated in
the factory and delivered to the installation location in lengths up to 120 m. Thanks to the
lower number of welds, higher productivity during neutralisation, clamping and welding is
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achieved on the worksite. Joint gap rails are manufactured from rails with standard lengths
of 30 m, 45 m or 60 m.
Profile transition rails are installed in tracks with different rail base widths and/or rails
with height differences of >5mm. For example, form 54 E4 rails must be fitted between
form 60 E2 and form 49 E5 rails. Profile transition rails are usually prefabricated in the
welding factory.
The production of insulated joints in the track has not proved worthwhile, and is therefore
usually carried out in the factory. To do this, 3 to 5 m long rail sections are bonded using
adapted fish plates and tensioned with high-strength bolts. A distinction is made between
design type S and IVB 30 insulated joints manufactured in the factory and design type MT
insulated joints produced in the track. Design type IVB 30 insulated joints currently have
to be used as standard in tracks and switches. Design type MT insulated joints are only
permissible if design type IVB 30 insulated joints manufactured in the factory cannot be
used (e.g. structural joints of switches and crossings).
The finished insulated joints are welded into the track at the work site (see Figures 22
to 25).
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Abb. 2.2 - 2 KapIsoliersto Bauart S_en.pdf 1 14.06.12 15:47
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Insulated joint design type S C T!
Abb.
Concrete sleeper with 2.2 - 3 Isoliersto IVB 30
Wooden Hauptfahrrichtung_en.pdf
sleeper with 1 14.06.1
superstructure W (Skl 1K) superstructure K (Kpo 9)
Abb. 23: Insulated joint IVB 30 (main trac direction) Graphic: DB AG/Stefan Balfanz
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Abb. 25: Insulated joint IVB 30 (original)
Photo: DB AG/Stefan Balfanz
Advantages:
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Disadvantages: C T!
Lateral displacement resistance is lower in comparison with concrete sleepers,
More complex track insulation,
Increased ballast wear.
The Y-steel sleepers consist of two hot-rolled IB 100S broad-flanged girders bent in an s
shape and two straight girder sections with the same profiles. The steel profiles are joined
at each end of the sleeper by means of two upper and two lower locks, which are welded
to the girder flanges (Fig. 27). The insulated support point S15 with tension clamp S14 is
used as the rail fastening.
The Y-steel sleepers are used in both the ballast superstructure and the ballastless track
system (FF) in combination with an asphalt base layer (ATS) (also see Chapter 14.3
"Ballastless track system"). In contrast to the "standard" steel sleeper, the Y-steel sleeper
exhibits high lateral and longitudinal displacement resistance. Its disadvantages include
more complex maintenance and tamping with switch tamping machines.
Installation of the Y-steel sleeper is carried out according to guideline 824.2060 and can be
accomplished using all conventional procedures (e.g. with UM1, SUZ 500).
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Special support profile IB 100S
(20.8 kg/m)
Tension clamp Skl 14 in
pre-assembled position
Rail fastening S 15
Year of manufacture,
Rail base width,
Design series symbol,
Formwork number,
Factory symbol.
In addition to the static test, the dynamic bending test in which shock load in the track is
simulated also has to be performed as part of the certification test for concrete sleepers.
The fatigue test also forms part of the certification test, as does the measurement of
electrical sleeper resistance (minimum ballast resistance = 3 ohm/km).
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C T!
The conceptual design of the twin sleeper is based on the features of the B-70 sleeper. The
sleeper width (57 cm) is doubled and its length is shortened by 20 cm. The sleeper height,
fastening and support points are identical. Water channels are located on the outer side.
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These channels are raised in the centre so that the water is able to drain off outwards. The
3 cm laying gap between the sleepers is sealed using a soft PVC cover. This prevents the
ingress of dirty water and surface water (Fig. 211).
Sleeper centre
Abb. 211: Prestressed concrete twin sleeper BBS 1 W (60 and 54) Graphic: DB AG
In this system, the concrete sleepers are "padded" with an elastic material on the under-
side of the sleeper. Sylomer and Sylodyn have proved to be suitable materials for this (also
see Chapter 14.9 "Installation of special sleepers"). As part of track or sleeper renewal or new
track construction, sleepers with elastic bases or sub-ballast mats have to be installed in the area
of man-made structures (e.g. bridges, tunnels, trough structures, passages) in order to reduce
ballast stress.
The requirements on sub-ballast mats and sleepers with elastic soles are regulated in
DB standards DBS 918 071, DBS 918 145-1 and DBS 918 145-2 (technical terms of delivery).
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Different sleepers such as prestressed concrete sleepers, conventionally reinforced
concrete sleepers as twin-block concrete sleepers or steel sleepers are used for the diverse
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ballastless track system design types. The most common concrete sleepers currently used
by Deutsche Bahn for certain ballastless track system design types are shown in the
following (Figs. 212 to 218):
Abb. 212: Zblin design type, concrete sleeper B 305 W-60 Graphic: Ed. Zblin AG
Abb. 213: ATD design type with twin-block concrete sleeper B 350 W-60 Graphic: Rail.One GmbH
Vossloh 300-1
Non-
rail fastening woven
Recess for cloth
dowel block 3 mm Asphalt top layer
Abb. 214: Getrac design type with monobloc concrete sleeper B 316 W-60 Graphic: Rail.One GmbH
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Abb. 215: Twin concrete sleeper BBS 3 W-60, Getrac design type Graphic: Rail.One GmbH
Abb. 216: Twin-block concrete sleeper B 355.3 W60M for RHEDA 2000 design type Graphic: Rail.One GmbH
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C T!
One of the essential functions of the fastening system in the case of concrete sleepers is
electrical insulation of the rail from the rest of the track panel. This is necessary to mini-
mise track circuit signal losses which occur due to poor rail insulation from the foundation.
The forces acting vertically on the rail fastening are reduced by elastic rail pads beneath
the base of the rail and by accompanying spring elements.
Some of the horizontal forces transverse to the rail are absorbed by the elastic rail pads,
whilst the remainder are transferred directly onto the sleepers, e.g. through angled guide
plates.
The forces in the track's longitudinal direction (starting, braking and temperature forces)
are absorbed by the elastic rail pads and the tensioning element.
In an elastic rail fastening, the bolts are tightened in such a way that initial tension is
achieved through the elastic clip or the spring rings. The fastening is constantly subject
to the influence of force due to this initial tension. This leads to a constantly effective
fastening even under the various forces induced by the train's wheel load. The hold-down
force extensively determines the resistance to longitudinal displacement between the rail
and the sleeper.
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sinking-in of the rails, the load is distributed over several sleepers. For elastic rail pads,
DB AG demands static stiffness of 40 kN/mm to 70 kN/mm and dynamic stiffness of
50 kN/mm to 130 kN/mm.
This rail fastening is a typical representative of a separate or indirect fastening. The rail
is fastened onto the sleeper with the "ribbed plate/rail clip/T-head bolt" components (see
Figure 219). This separation of the fastening has proved appropriate in both design and
technical construction terms. The sleeper screws' bending stress is disadvantageous.
(or Kpo 6)
Frictional tensioning of the rail is achieved using two tension clamps, each offering a ten-
sioning force of approximately 13 kN through the spring arms. The centre loop of tension
clamp Skl12 (Fig. 220) serves to protect the rail against tipping. The rail fastenings can
be pre-assembled on the sleeper at the sleeper factory.
The superstructure with tension clamps (KS) is applied on steel sleepers by welding the
ribbed plates onto the sleeper.
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Rail
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Hexagon Nut
Washer Uls
T-Head Bolt Hs
Sleeper Screw Ss
Wooden Sleeper
Spring Washer Fe
Rail Pad Zw
Abb. 220: Rail fastening system KS on wooden sleepers Graphic: Vossloh Fastening Systems GmbH
As in the case of the KS superstructure, frictional tensioning of the rail is achieved using
two tension clamps, each offering a tensioning force of approximately 10 kN through the
spring arms. The centre loop of tension clamp Skl 14 serves to protect the rail against
tipping (Fig. 221).
Sleeper Screw Ss
Rail Pad Zw
Concrete Sleeper
Plastic Dowel Sd
Abb. 221: Rail fastening system W14 Graphic: Vossloh Fastening Systems GmbH
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2.5.2.4 Rail fastening on Y-steel sleepers
Supporting point S 15
Sleeper screw
Tension clamp
Clamp dowel
Intermediate plate
Rail pad
Guide plate (inner)
Guide plate (outer)
Steel sleeper
Item Units Designation Abbreviated form Drawing No. Material No.
Abb. 222: Rail fastening S 15 on Y-steel sleepers Graphic: ThyssenKrupp GfT Gleistechnik GmbH
This fastening system is suitable for all ballastless track system laying methods.
The highly-elastic intermediate plate replaces the elasticity of the ballast bed. A steel
pressure distribution plate with corresponding rail pads is used to achieve better load
distribution on the elastic intermediate plate.
The rail rests on this and is held in position laterally by plastic angled guide plates.
The long elastic spring travel of tension clamp Skl 15 provides the rail with permanent
frictional tension. The height and track gauge of rail fastening system 300 can be adjusted
by -4 mm/+76 mm and 8 mm respectively. With spring travel of approximately 15 mm and
a hold-down force of around 2 x 9 kN, the two free spring arms frictionally tension the rail
with the concrete sleeper.
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DB manual - Work procedures for permanent way maintenance
All fastening parts can be pre-assembled at the sleeper factory (Fig. 223).
The DFF 300 system with tension clamp Skl 15, which can be regulated by at least 60 mm
and 46 mm in terms of height and track gauge respectively, can also be used for repair and
redevelopment purposes (Fig. 224).
Rail Pad Zw
Angled Guide Plate Wfp
Plastic Dowel Sd
Abb. 223: Rail fastening system 300 with Skl 15 Graphic: Vossloh Fastening Systems GmbH
Abb. 224: Rail fastening system DFF 300 with Skl 15 Graphic: Vossloh Fastening Systems GmbH
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2.6 The ballast bed C T!
The ballast forms part of the superstructure and has the following tasks:
Transferring and distributing vertical forces from the sleeper into the subgrade,
Securing the position of the track in the lateral and longitudinal direction,
Keeping the superstructure dry thanks to water and air permeability,
Adjustability of the track bed.
The ballast bed consists of crushed natural stone with a coarse grain size of 22.4 mm to
63 mm. Hard stones such as granite, basalt, diabase, etc. are most suitable.
DB distinguishes between new ballast and reprocessed ballast. New track ballast has to be
produced using rock found in quarries. Reprocessed ballast also called recycled ballast
is old ballast which has been treated in reprocessing plants after removal from the track.
The requirements on new and recycled ballast are regulated in DB standard DBS 918 061
"Technical terms of delivery, track ballast". It specifies geometrical and physical require-
ments as well as requirements relating to purity and the characteristics of the stone.
Ballast class "S" is a special type of ballast. This is installed along track sections with
speeds of v > 230 km/h. Particularly high requirements are therefore made on ballast
class "S".
When working on the ballast bed, the ballast embankment should be created with an
inclination of 1 : 1.25. When designing the ballast profile, a ballast embankment inclination
of 1 : 1.5 must be used as the basis.
The ballast embankment inclination of 1 : 1.5 is used to determine the base point of the
ballast embankment on the subgrade. The 1 : 1.25 inclination (natural angle of repose of
ballast) ensures adherence to the track bench width in the event that the track is raised
due to tamping work. A calculation programme for determining the embankment base point
and the volume of ballast required is available in guideline 823.0100Z08.
The required track bed thickness is dependent on the sleeper spacing, the sleeper width
and the ballast's angle of repose, and is at least 30 cm beneath the lower edge of the
sleeper (measured as of the lower edge of the sleeper beneath the non-superelevated rail).
A thickness of 35 cm is required for high-speed lines as of a speed of v > 230 km/h.
The standard track bed thickness must be produced in accordance with annexes 04 06
of guideline 820.2010. In addition, the thickness of the track bed beneath the rail support
should not exceed 60 cm.
To prevent the track from slipping to the side, a ballast width of 30 to 50 cm is required up
to the ends of the sleepers. In addition to the ballast in the space between the sleepers
and beneath the sleepers, the ballast up to the ends of the sleepers contributes significant-
ly towards lateral displacement resistance.
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