62-480: Kinzig Valley Railway may refer to: Kinzig Valley Railway (Hesse) from Frankfurt to Fulda in the state of Hesse Kinzig Valley Railway (Black Forest) from Hausach to Freudenstadt in the state of Baden-Württemberg Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Kinzig Valley Railway . If an internal link led you here, you may wish to change
124-683: A railway was established jointly by the three countries of Kurhessen, the Grand Duchy of Hesse and Free City of Frankfurt , and completed between Frankfurt and Kassel in 1852. Meanwhile, the Frankfurt–Hanau railway was opened in 1848 by the Frankfurt-Hanauer Eisenbahn-Gesellschaft (Frankfurt–Hanau Railway Company), allowing a connection between Kassel and Hanau via Frankfurt, although the lines were not physically linked. In order to reach Hanau through
186-578: A cultural monument. The platform close to the entrance building was closed. The trains on the main line pass now through without stopping. An island platform was retained for the double-track S-Bahn line. After 1945, the Halle–Hann. Münden railway was interrupted at the Inner German border , which was abolished in July 1990. The line reopened east of Eichenberg at the same time. In 1998, a connecting curve
248-463: A first pile by the then Hessian State Secretary for Economic Affairs, Dieter Posch, on 27 September 1989 in Steinau an der Straße. According to the planning status of 1989, the approximately 25-kilometre-long section between Hanau-Wolfgang and Gelnhausen-Höchst and the approximately 15-kilometre section between Flieden and the southern outskirts of Fulda were intended to be upgraded to 200 km/h. In
310-569: A package of measures worth DM 460m (1984 prices). Depending on the train design, a travel time reduction of six to nine minutes should be achieved on the 103-kilometer section compared to the travel time of an Intercity train of 54 minutes in 1985. The line capacity would be increased by around fifty trains per day and direction. A joint investigation of the Kinzig Valley route and the Riedbahn ( Mannheim–Frankfurt railway ) commissioned by
372-463: A reduced travel time gain of 0.7 minutes. In addition, an overtaking track south of Gelnhausen and a transfer point with a total cost of around DM 5m were to be dispensed with. The planning from 1988 envisaged expanding the Wolfgang–Gelnhausen section to three tracks to enable 200 km/h operations by 1991. An extension of the three-track development to Wächtersbach was taken into account in
434-610: A total of 41 bridges were to be rebuilt and the entire route equipped with the Linienzugbeeinflussung train control system. An audit by the Deutsche Bundesbahn headquarters showed that the specified budget of DM 460m would be exceeded by DM 72m. The upgrade targets were therefore reduced. By reducing the upgrade target in the section between Bad Soden-Salmünster and Haitz-Höchst from 200 or 170 km/h to 160 or 150 km/h, DM 65m would be saved with
496-602: A traction current line with several hundred high-voltage pylons were erected, which connected the Aschaffenburg power station with the new Flieden substation. In addition to several bridges that were rebuilt to create the necessary clearance, the porous vault of the Schluechtern tunnel had to be renovated. By 1963 the remaining sections were electrified. To make room for the overhead line, the Braunhausen tunnel
558-819: Is a continuously double track and electrified main line in Hesse and southern Lower Saxony , Germany. The line was initially built from Bebra towards Fulda by the Kurhessen State Railway. After the Prussian annexation of the Electorate of Hesse as a result of the Austro-Prussian War of 1866, it was completed to Frankfurt as the Frankfurt-Bebra Railway. The line was later extended from Bebra to Göttingen. During
620-570: Is called the Berliner Kurve ("Berlin curve"). The regional traffic volume in the sparsely populated region north of Fulda was low. The branch lines that branched off did not increase traffic much. The Bad Hersfeld–Treysa railway was opened from Bad Hersfeld in 1906. Some of it is still used for freight transport. The Hersfeld Kreisbahn (Hersfeld District Railway) also branched off in Bad Hersfeld from 1912 to 1993. In Hünfeld there
682-543: The Austro-Prussian War of 1866, he chose the side of Austria. His capital, Kassel , was occupied by Prussia, and, as a consequence of his refusal to negotiate, he was transferred as a prisoner to Stettin on 23 June. Hessen-Kassel was annexed by Prussia in the same year. Frederick William never accepted the Prussian dominance over his territory. Even after the creation of the unified German Empire in 1871, he tried to regain his throne. On 26 June 1831 Frederick William
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#1732765321133744-649: The Bebra-Hanauer Eisenbahn (Bebra-Hanau Railway) was renamed the Frankfurt-Bebraer Eisenbahn (Frankfurt-Bebra Railway). Trains from Sachsenhausen could reach Frankfurt's Main-Neckar station from 1 December 1875. The section from Friedland (Han) to Göttingen was built in 1867 as part of a connecting line from Arenshausen on the Halle–Hann. Münden railway to the Hanoverian Southern Railway . After
806-666: The Flieden–Gemünden railway towards Bavaria. The latter axis became an important connection in the Federal Republic, known as the North–South railway . In the summer of 1989, 37 long-distance trains ran between Göttingen and Bebra per day in each direction. In order to be able to handle the traffic, the line was upgraded. As early as the 1950s, more powerful signal boxes were built, which enabled "track change operations" (safe operations in either direction on either track) on
868-685: The Frankfurt City Link Line from 1869. The North Main connection via the Frankfurt–Hanau Railway Company line had several disadvantages. It meant a detour and bypassed the town of Offenbach am Main , not least because the capacity of the city link line was limited. So there were plans for a southern Main line that would connect with the Frankfurt–Offenbach Local Railway in Offenbach. However,
930-707: The division of Germany , it became part of one of the most important German north-south axes in long-distance rail freight and rail passenger transport, the North–South railway . The route continues to be of great importance for traffic, but has been relieved in sections since 1991 by the Hanover–Würzburg high-speed railway . Further new lines are being planned as part of the Aus- und Neubaustrecke Hanau–Würzburg/Fulda–Erfurt ("Hanau-Würzburg/Fulda-Erfurt upgraded and new line") project. When railways began to be built in Germany in
992-679: The Central Station on 18 August 1888, the old line over the old Main-Neckar Bridge (now the Friedensbrücke ) was abandoned. From 1908 to 1910, the railway facilities in Göttingen were redesigned: the tracks were raised, a marshalling yard (that is now closed) was built and the Göttingen–Bodenfelde railway was connected. The railway to Bebra also received a new route from Göttingen to Rosdorf west of Leineberg. Before that,
1054-447: The DB investment costs of DM 460m would serve to increase capacity and increase performance. The third track between Hanau and Gelnhausen alone was estimated to cost DM 179m. By the beginning of 1991, four of the 25 planning approval sections had been completed, 13 were under construction, five were in the planning approval process and three were in planning. As of 1990, the overall project
1116-627: The Federal Ministry of Transport resulted in a benefit–cost ratio of 15. With a total investment of DM 960m (1983 prices ), an annual contribution to the net results of the Bundesbahn of DM 256m per year was expected. The section between Fulda and Frankfurt was estimated to cost DM 460m. These results led to the project being listed in the "urgent needs" of the Federal Transport Routes Plan 1985. The measure
1178-616: The Federal Transport Route Plan. An iterative procedure was to be used to identify sections of the route that would allow the greatest possible reduction in travel time by means of small upgrade steps and pieces of new infrastructure. An upgrade allowing a speed of 200 km/h was aimed at. For the individual sections of the Kinzig Valley Railway, the investigation showed very different costs due to variable topographies and structures. This resulted in
1240-803: The Flieden and Fulda areas. Between the southern and the middle high-speed section, the line should be able to be operated at 170 km/h. The lowest target speed of 110 km/h would be reached in Hanau-Wolfgang and Schluechtern. Major line improvements for the project were planned in Kerzell, Neuhof, Bad Soden-Salmünster and Wirtheim, with smaller works in Wächtersbach and Gelnhausen. Five passing tracks were to be built and five more were to be extended. In addition, six new signal boxes and four new platform edges were to be built. Five signal boxes and
1302-685: The Frankfurt East–Hanau–Aschaffenburg route, even though it ran through Kurhessian territory. After Prussia had also annexed Frankfurt in the Peace of Prague , trains from Bebra could now run via Hanau station to Frankfurt. However, since this was in the east of Frankfurt and thus far away from the Frankfurt western stations and the lines ending there, the trains were connected to the Main-Neckar station ( Main-Neckar-Bahnhof ) via
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#17327653211331364-549: The Kurhessian Estates Assembly ( Kurhessische Ständeversammlung ) on 19 March 1863. The first section between Bebra and Hersfeld was opened on 22 January 1866. After the annexation of the Electorate of Hesse by Prussia following the Austro-Prussian War in 1866, the project was taken over by Prussia and construction began in the southern section as well. In order not to leave Kurhessian territory,
1426-561: The Kurhessian area, it would be necessary to start from the town of Bebra , which was on the line of the Friedrich-Wilhelms-Nordbahn-Gesellschaft (" Frederick William Northern Railway Company") and could be reached from Kassel. A railway line could be built via Fulda to Hanau. The Kurhessische Staatsbahn ("Kurhessen State Railway") was given the commission to construct the line by a decision of
1488-647: The Niederhone–Eichenberg–Friedland section followed. In order to cross the watersheds between the Fulda and the Werra near Cornberg and between the Werra and the Leine near Eichenberg, considerable gradients and four tunnels were necessary and the route had many curves. The direct connection between Friedland and Arenshausen was abandoned in 1884 as the connection via Eichenberg was sufficient. To connect to
1550-597: The Schluechtern Tunnel was the most important sub-project. The second stage was originally to be completed by the time the Hanover–Würzburg and Mannheim–Stuttgart high-speed lines were fully operational (1991). There were delays in the planning approval process, especially when removing the 20 level crossings. In 1990, it was planned to spend DM 610m within six years, of which DM 150m would be financed by other parties to eliminate level crossings. Half of
1612-647: The annexation of Hanover and Kurhessen, the Prussian state railways wanted to connect the Hanoverian Southern Railway and the Frankfurt-Bebra Railway directly. A north–south axis was to be created together with the Elm–Gemünden railway that was planned at the same time. In addition, the also planned, militarily important Kanonenbahn ("Cannons Railway") would have connections to the north (Hannover–Göttingen) and south (Bebra–Hanau). Arenshausen and Witzenhausen were also discussed as connections in
1674-555: The beginning of the 20th century and, in particular, significantly improved by the dynamite that was now available. The construction of the Schluechtern Tunnel under the Distelrasen range began in 1909. This was completed on 14 February 1914 and went into operation on 1 May. In 1914, a connecting curve was opened south of Bebra, which enabled journeys from Frankfurt to Leipzig to Berlin without having to change direction in Bebra. So it
1736-544: The border. Until the Second World War, it was mainly used for traffic on the Frankfurt–Leipzig route. Due to the division of Germany, this east–west traffic came to a standstill—apart from transit and interzone trains, which now operated with a change of locomotive and direction of travel in Bebra. As a result, the main traffic direction shifted to north–south, from Hanover and Hamburg to Frankfurt and also via
1798-859: The completion of the Steinheim Main Bridge. The line was first put into operation to Bebra station (now Frankfurt (Main) Süd station ) in Sachsenhausen on 15 November 1873. In 1874 the new railway was subordinated to the Direction der Bebra-Hanauer Bahn ( railway division of the Bebra-Hanau Railway), which was relocated from Kassel to Frankfurt and from 1 April 1874 was called the Königliche Eisenbahn-Direction zu Frankfurt am Main (Royal Railway Division of Frankfurt am Main). On 15 November 1874,
1860-494: The course of the decision on the future of the Schluechtern tunnel, an extension of the northern high-speed section by a further 8 kilometres to the south would also be examined. Along the rest of the route, 120 to 160 km/h would be possible. Drops in line speeds after completion of the upgrade were planned for Hanau-Wolfgang (90 km/h) and Schluechtern (100 km/h). Including the elimination of level crossings, around 120 individual measures were planned. After completion of
1922-400: The curves only allow 90 km/h, at Bebra only 70 km/h. This led to the planning and construction of the Hanover–Würzburg high-speed railway , which took over the high-speed long-distance traffic on the north–south axis between Göttingen and Fulda in 1991. Freight trains, night trains and regional services stayed on the old line. In the course of the discussion about connecting Fulda to
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1984-505: The development program for the Deutsche Bundesbahn network presented in 1970. In the Federal Transport Routes Plan ( Bundesverkehrswegeplan ) of 1973, the Flieden–Frankfurt am Main section was listed as one of eight planned upgrade routes in the field of railways. The route was no longer included in the 1976 coordinated investment program for federal transport routes up to 1985. The available investment funds would thus be concentrated on
2046-466: The exception of the Neuhof section, had been completed and most of the planning approval procedures had been initiated. In 1989, the last of four spatial planning procedures for the Neuhof area was completed. 65 individual measures were planned along the 103 kilometres of the route. At the end of 1989, 13 projects were under construction. The official start of upgrade was marked by the symbolic driving of
2108-484: The existing tracks for 200 km/h, including around DM 150m for the third track. A total of around 200,000 cubic metres of earth were removed and temporarily stored. The strength of some of the subsoil had to be reinforced. The construction of the Frankfurt Schlachthof–Hanau railway via Offenbach at the end of the 20th century also affected a large part of the existing track infrastructure. Since then,
2170-566: The inclines before Cornberg and Eichenberg. The commissioning of track change operations from Bebra to Cornberg took place on 17 October 1951. On 30 September 1961, the electrified line between Hanau and Fulda was ceremonially opened for operation as the first electrified section of the north–south line., the 4000th electrified kilometre in the Deutsche Bundesbahn network had been celebrated near Wächtersbach in September 1961. A total of around 3,000 catenary masts, 250 kilometres of catenary and
2232-414: The junction next to each other before the new track towards Würzburg crosses the track towards Frankfurt at the southern flying junction . In addition, a centrally-located flying junction was built, which provides a grade-separated connection to the eastern track of the line from Frankfurt with the platform next to the station building of Fulda station (track 1). The upgrade of the line was already part of
2294-595: The last Prince-elector of Hesse-Kassel (or Hesse-Cassel). He was born at Hanau on 20 August 1802. He was the son of Prince William, later William II, Elector of Hesse , and Princess Augusta of Prussia , daughter of King Frederick William II of Prussia . During the French occupation of Hesse-Kassel from 1806 to 1813, he stayed with his mother in Berlin. Reportedly, he had a poor relationship with his father because of his father's affair with Emilie Ortlöpp . Frederick
2356-519: The line could not be routed through the then Hanau station (now Hanau West ) as it was not well-located for the location specified for the Main crossing. Instead, Hanau Ost station (now Hanau Hauptbahnhof ) was built a little further south-east, at the point where the Frankfurt–Bebra railway crosses the Frankfurt–Hanau Railway Company line to Aschaffenburg. The opening of the new line was delayed until
2418-635: The line separated from the Hanover–Kassel line at Göttingen station and ran almost in a straight line south towards Rosdorf, hence the Eisenbahnstraße ("Railway Street") in the Leineviertel (the area south of Göttingen station on the east bank of the Leine ). The topographic problem was crossing the ridge between Flieden and Schluechtern . With the technical means available at the time when
2480-418: The line was one of the five lines that were primarily to be equipped with CIR-ELKE high-performance signalling blocks . On 22 May 1993, the third track between Hanau and Hailer-Meerholz (19 kilometres) went into operation. Like the parallel tracks in this section, it is largely designed for speeds of 200 km/h. A total of DM 230m were invested in the four-year three-track upgrade, combined with upgrading
2542-424: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Kinzig_Valley_Railway&oldid=662160567 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Kinzig Valley Railway (Hesse) The Frankfurt–Göttingen railway
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2604-465: The new Central-Bahnhof Frankfurt ("Frankfurt Central Station", now Frankfurt (Main) Hauptbahnhof ), a new line had to be built from Sachsenhausen to a point about a kilometre further to the south-west. For this purpose, the new Main-Neckar Bridge was built from 1881 and opened on 1 August 1885 initially only for freight traffic. After the closure of the Frankfurt West station and the opening of
2666-499: The new Hanover–Würzburg line, it was considered in the first half of the 1970s that the new line would bypass Fulda and only provide links to the existing line to the north and south of Fulda. Later it was decided that the line would pass through Fulda instead. During the construction phase of the new line, the connection of the Frankfurt–Göttingen line to the Fulda junction was changed. Since then, both southbound tracks have left
2728-455: The nineteenth century, the two largest cities of the Electorate of Hesse ( Kurfürstentum Hessen , shortened to Kurhessen ), which had been re-established by the Congress of Vienna in 1815, were its capital Kassel and the city of Hanau in its far south. Initially it was not practical to build a railway to connect Kurhessen through the mountainous country between Hanau and Fulda . Instead
2790-659: The north, but agreement was reached on a link in Friedland and a link with the Halle–Hann. Münden railway in Eichenberg. On 25 March 1872, the Prussian state decided to build a line from Bebra to Friedland and a branch line from Niederhone to Eschwege. The section from Bebra to Niederhone (now Eschwege West) and from there the first section of the Cannons Railway to Eschwege station were opened in 1875. A year later,
2852-579: The planning. The Neuhof–Fulda section was to follow by 1994. DM 66 million of an estimated DM 460m was spent between 1986 and 1989. After the state of Hesse had requested a spatial planning procedure for the three-track expansion from Hanau to Gelnhausen and the line improvements at Kerzell and Neuhof on 1 December 1986, there were delays. By the end of 1988, the expansion target that had been aimed for up to 1991 had been reduced to an approximately 12-kilometer high-speed section between Rodenbach and Hailer-Meerholz. By then, all spatial planning procedures, with
2914-520: The platforms of Offenbach Ost station have only been served by the S-Bahn , while the old main line was relocated to a new route to the north of, and parallel with, the old line. At the former Steinheim (Main) station , the entrance building to the south of the old line was demolished and an outside platform was built on the north side of the new S-Bahn line. The entrance building of the former Mühlheim (Main) station built in 1873 has been preserved as
2976-521: The railway followed the valley of the Haune and not that of the Fulda , which belonged to the Grand Duchy of Hesse . A winding route was accepted for this. The Kingdom of Prussia was able to open the line to Hanau within two years. As late as 1864, the former Free City of Frankfurt had prevented the line from being continued to Frankfurt and also refused the Frankfurt–Hanau Railway Company permission to use
3038-462: The railway was being built, a tunnel of almost 4 km in length was initially too complex and expensive. Instead, a zig zag was built—with Elm as the zig zag station. Here, all through trains had to change direction, which became increasingly unacceptable with increasing traffic and the connection of the Flieden–Gemünden railway in Elm in 1873. The technology for building longer tunnels was improved at
3100-484: The six upgraded lines and the two new lines that had been started at this time. The development project was also not included in the Federal Transport Routes Plan 1980. As early as the mid-1980s, the line was considered to be congested and the operational quality was very unsatisfactory in some sections. In mid-1984, the Bundesbahn division ( Bundesbahndirektion ) in Frankfurt am Main began investigating how to update
3162-454: The tracks of the local railway were not designed to handle long-distance railway traffic, so a new long-distance line was built on an embankment, which bypassed the centres of Sachsenhausen and Offenbach to the south. The proposed line ran through the Grand Duchy of Hesse . This section of the new railway line was therefore authorised a state treaty of 12 June 1868. This state treaty determined, among other things, in Article 21, that: In Hanau,
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#17327653211333224-450: The upgrade measures, speeds of 200 km/h would be possible on around 37 kilometres of track. Together with the upgrade of the Mannheim–Frankfurt railway, the journey time between Fulda and Mannheim was initially to be reduced by seven minutes for the start of ICE operations (1991) and by 15 minutes compared to the initial situation by 1995. The development work began in 1987; completion was planned (in 1991) for 1994. The construction of
3286-658: Was morganatically married to Gertrude Falkenstein Lehmann (1803–1882). She had been born in Bonn and was a daughter of apothecary Johann Gottfried Falkenstein and his wife, Magdalena Schulz. When Frederick William met Gertrude, she was the wife of Lt Karl Michael Lehmann (married in 1822) and the mother of two sons. Gertrude and her husband were divorced in 1830/31, but already by this time, some children had been born to her and Frederick William. They were married in 1831, after which they had further children. In 1831, Frederick William's father William II made Gertrude Her Illustrious Highness Countess of Schaumburg. In 1853, she
3348-431: Was a connection via Eiterfeld to Vacha . From Götzenhof it was possible to travel through the northern Rhön to Hilders from 1889 to 1986. In 1939, four pairs of Durchgangszug (express trains with corridor coaches) ran between Göttingen and Bebra each day, while twelve expresses ran on the neighbouring Main–Weser Railway between Kassel and Frankfurt. During the Second World War, the strategically important line
3410-536: Was agreed in the Wanfried Agreement in 1945. After the agreement was concluded, the participating officers exchanged flasks of whisky and vodka, and from then on the railway line was known jokingly in German as the Whisky-Wodka-Linie . As a result of the new border, the line was consistently in the area of the Western Allies and thus completely on the territory of the later Federal Republic. All eastbound routes from Eichenberg (Halle–Hann. Münden railway) and Eschwege (Kanonenbahn, several branch lines) were interrupted by
3472-568: Was built north-east of Eichenberg, which enables direct journeys from Göttingen to Heilbad Heiligenstadt . It thus resumed the function of the Arenshausen–Friedland railway, which had been abandoned in 1884. On 2 February 1995, scheduled use of double-decker coaches began on the line between Hanau and Fulda, half funded by Deutsche Bahn and half by the state of Hesse (from funds from the Municipal Transport Financing Act). Frederick William, Elector of Hesse Frederick William I (20 August 1802 – 6 January 1875) was, between 1847 and 1866,
3534-400: Was converted into a cutting, and the tracks in the other tunnels were lowered. Many smaller stations were abandoned so that the local trains that stopped would not impede the intercity trains. This happened at Obernjesa in 1989. As early as the 1960s, it became clear that the entire North–South railway was too congested and too slow to adequately handle long-distance traffic. At Eichenberg,
3596-403: Was educated at Marburg and Leipzig . On 30 September 1831, he became co-regent and, in 1847, Prince-elector. Under influence of his minister Hans Daniel Ludwig Friedrich Hassenpflug , he conducted a reactionary policy, which made him very unpopular. He was forced to give in to the demands of the March Revolution , but reinstated Hassenpflug in 1850 after the revolution had been crushed. In
3658-489: Was made Princess of Hanau and Horowitz. All of the nine children that she bore to Frederick William, whether born before or after their marriage, were made Princes of Hanau, and granted the style of Serene Highness in 1862, including: He died at Prague in 1875, where his widow also died on 9 July 1882. Because of his morganatic marriage, his sons were excluded from succession. He was succeeded, as titular Prince-elector of Hesse, by Prince Frederick William of Hesse , from
3720-422: Was the target of Allied air raids, notably on 4 December 1944 near Schluechtern and Gelnhausen. Since 1866, national borders between Eichenberg and Bebra had been irrelevant. That changed in 1945 when Germany was divided into occupation zones. A section about four kilometers long near Werleshausen south of Eichenberg ran through the Soviet occupation zone. In order to ease this situation, an exchange of territories
3782-487: Was to be completed in the second half of the 1990s. When scheduled ICE operations began on 2 June 1991, the high-speed section (200 km/h) between Hanau-Wolfgang and Hailer-Meerholz was put into operation. In addition, the Bronnzell–Flieden, Ahl–Wächtersbach and Wirtheim–Niedermittlau sections have since been authorised to be operated at 160 km/h. By the end of 1991, a total of DM 281m had been invested out of an estimated DM 630m (1 January 1991 prices). In 1992,
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#17327653211333844-479: Was to be implemented as quickly as possible and essentially completed in 1991 for the start of ICE traffic. Immediately after the Federal Transport Route Plan was approved in 1985, the Bundesbahn began planning the development project. As part of the preliminary planning completed in 1986, it was intended to create three 200 km/h high-speed sections with a total length of 55 kilometres: between Hanau-Wolfgang and Gelnhausen-Höchst, north of Wächtersbach and between
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