Rebuilding the Lower 9th Ward

  • Pam Dashiell is with the Lower 9th Ward Center for Sustainable Engagement and Development. The Lower 9th Ward is in the background. (Photo by Samara Freemark)

Four years ago, Hurricane Katrina
hit New Orleans. The city still
hasn’t figured out how to protect
itself. Most of the conversation
focuses on rebuilding the city’s
levees. But some people in New
Orleans are starting to think beyond
levees. They call their strategy
resilience planning. And they think
New Orleans can become America’s
leader in it. Samara Freemark reports:

Transcript

Four years ago, Hurricane Katrina
hit New Orleans. The city still
hasn’t figured out how to protect
itself. Most of the conversation
focuses on rebuilding the city’s
levees. But some people in New
Orleans are starting to think beyond
levees. They call their strategy
resilience planning. And they think
New Orleans can become America’s
leader in it. Samara Freemark reports:

When Pam Dashiell moved back to New Orleans after Hurricane Katrina, she couldn’t believe what people were saying about her neighborhood.

“People were saying, well, the 9th Ward should be a drainage ditch. There’s no way it can possibly come back.”

Dashiell is the co-director of the Lower 9th Ward Center for Sustainable Engagement and Development. And after the storm, she became one of the leaders demanding the city be built back exactly as it had been before. New houses put up wherever old ones had been knocked down. Social services restored to all neighborhoods. And most importantly, levees. Levees big enough and strong enough to protect the city from anything a hurricane could throw at it.

“That was the fundamental argument and discussion back then. That was the battle.”

But Dashiell’s thinking has changed over the past couple of years. The levees that were promised after Katrina still haven’t been completed. Dashiell says eventually she gave up on them and started looking for other solutions.

“You’ve got to move. You’ve got to go forward. At this point we are not protected. So we gotta act like that and deal accordingly.”

“Levees and stuff like that are great, but they’re not going to be the salvation of this area.”

That’s Marco Cocito-Manoc. He’s with the Greater New Orleans Foundation. They’re one of the groups involved in rebuilding the city.

“We can’t just lobby for bigger walls, higher walls. The truth is that New Orleans can never be sufficiently protected from flooding. So everyone has to adopt what in this area is a brand new mindset.”

Cocito-Manoc calls that new mindset “resilience planning”. That’s making small, local changes to help the city manage flood water, rather than trying to hold it back at all costs.

It’s a strategy that’s being implemented in the Lower 9th Ward by Pam Dashiell’s group and others. A lot of these groups have moved away from pushing for more levees. Instead, they’re building raised houses on higher ground, and making sure they’re properly weatherized. They’re perfecting evacuation plans, so when evacuations do happen, they’re quick and orderly. And they’re installing permeable surfaces and rain gardens to reduce surface water. These kinds of changes won’t prevent flooding, but they’ll limit the devastation that sometimes goes along with it.

Cocito-Manoc says measures like these could actually set an example for other cities that will face rising sea levels in the next century. Think New York, or Miami, or Boston.

“I know that it’s difficult to see New Orleans as leading in much. But I think this is really our opportunity to become a global center for learning how to cope with water, and use water as an asset rather than as something that threatens our existence.”

As for Pam Dashiell, her focus right now is on the Lower 9th Ward. I asked her how she imagined the future of her neighborhood.

“I would see rain gardens. Strong green infrastructure. I see a new sewer system. I see the lower 9th ward recognized as a community that helped lead the way to a more sustainable future. (Laughs) I got good dreams.”

For The Environment Report, I’m Samara Freemark.

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Thinking Beyond Levees

  • New Orleans on September 9, 2005. Crews worked on areas where there had been breaks in the levee in order to avoid additional flooding. (Photo by Jocelyn Augustino, courtesy of FEMA)

Four years after Katrina, the
levees around New Orleans are
still being constructed. But
a report by the National Academy
of Sciences says the city shouldn’t
think of the levees as a cure-all.
Mark Brush has more:

Transcript

Four years after Katrina, the
levees around New Orleans are
still being constructed. But
a report by the National Academy
of Sciences says the city shouldn’t
think of the levees as a cure-all.
Mark Brush has more:

Hurricane Katrina was one of the worst natural disasters in U.S. history. A big reason it was so bad is because the levees holding back the water crumbled.

There’s a big effort to build up the levee system, but the National Academy of Sciences says the city should not solely rely on levees to protect it.

Jeff Jacobs headed up the report for the National Academy.

“There is no levee system that can provide absolute protection. There’s always the danger of over-topping. And there’s always a possibility of levee failure. And that holds true for the best maintained and the best inspected levee systems in the world.”

The New Orleans area has a particular problem. The ground can sink over time. That’s not good for levees.

The Academy recommends that people relocate to safer areas. Or, if people are going to stay, that homes be elevated – so that the first floor of a home is higher than the floodwater.

For The Environment Report, I’m Mark Brush.

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Compromise on Cash for Clunkers

  • In order to qualify an old vehicle must get less than 18 miles per gallon. (Photo source: IFCAR at Wikimedia Commons)

After a meeting with the White House, Members of Congress appear to be close to a deal
on a so-called “cash for clunkers” program. But Tamara Keith reports critics say the
compromise members have come up with won’t do much for the environment:

Transcript

After a meeting with the White House, Members of Congress appear to be close to a deal
on a so-called “cash for clunkers” program. But Tamara Keith reports critics say the
compromise members have come up with won’t do much for the environment:

The “cash for clunkers” program has wide support as good for the environment; good for
the ailing auto industry.

Car owners would get a voucher towards a new fuel efficient car when they scrap their
old gas guzzler. In order to qualify an old vehicle must get less than 18 miles per gallon.
But a new car that does just 4 miles per gallon better earns a $3,500 reward. A
10 MPG improvement brings $4,500.

Critics say many of the new replacement vehicles would fall well short of the
government’s average fuel economy standards.

Congressman John Dingell from Michigan says the critics are missing the point: the new
cars will be more fuel efficient than the ones that are getting junked.

“What they aught to ask is, ‘what is this going to mean in terms of increased fuel
efficiency and reduced CO2 emissions.’ The result will be substantial.”

Of course the deal isn’t really done until it is approved by Congress. If it passes, the
President is expected to sign it.

For The Environment Report, I’m Tamara Keith.

Related Links

Under the Hood of Cash for Clunkers

  • Congress is trying to work out a bill that would mean bring in a clunker, get cash towards the purchase of a new high mileage car (Photo source: Flicka at Wikimedia Commons)

On Capitol Hill, there’s growing momentum for legislation called “Cash for Clunkers.” In fact, there are several bills circulating in Congress and the details are in flux. But the general idea is to use tax dollars to encourage people to trade their old gas guzzling clunker for a new fuel efficient car. The hope is to help the slumping auto industry and the environment at the same time. Tamara Keith gives the environmental claims a test drive:

Transcript

On Capitol Hill, there’s growing momentum for legislation called “Cash for Clunkers.” In fact, there are several bills circulating in Congress and the details are in flux. But the general idea is to use tax dollars to encourage people to trade their old gas guzzling clunker for a new fuel efficient car. The hope is to help the slumping auto industry and the environment at the same time. Tamara Keith gives the environmental claims a test drive:

At DarCars, a Toyota dealership in Silver Spring, Maryland people are shopping for cars.

But business is down.

Tammy Darvish is vice president of DarCars automotive group. Here’s how she describes “cash for clunkers.”

“It’s money from heaven.”

Well, from angels in Congress anyway. Bring in a clunker, get cash towards the purchase of a new high mileage car.

“I think they were talking about $4,000 or $5,000 or even $2,000. Whatever it is. Any incentive that you could add to the manufacturer incentives and the dealer incentives just make it all the better deal for the customer.”

And as we walk around the lot, Darvish points out plenty of cars she figures could qualify as fuel efficient replacements for clunkers. Like this one that gets 35 miles to the gallon on the highway.

“So here’s a Corolla and it’s not a hybrid technology vehicle and it’s still getting great gas mileage and all the manufacturers have vehicles, you know in those ranges.”

But not everyone is sold on the merits of a cash for clunkers program.

Dan Sperling heads the Institute for Transportation Studies at University of California Davis.

“What it mostly does, and we should be honest about it is it stimulates vehicle sales.”

He says this is more an economic policy with a green polish.

“It is supporting the use of more low carbon efficient vehicles, that’s good. It is supporting the automotive industry. That’s good. The problem is, it’s a very expensive way to do that.”

Whether a federal cash for clunkers program will be able to claim environmental success will largely come down to what counts as a clunker – and just how fuel efficient the car that replaces it needs to be.

For example, one version of the legislation would allow any car 8 years old or older to be junked in exchange for cash.

But an 8 year old car isn’t exactly a gelloppe. That’s younger than the average car on the road.

Bill Chameides is dean of the Nicholas School of the Environment at Duke University.

“I would say that cash for clunkers programs that only put a requirement on the age of a car, from an environmental point of view is a real clunker, if you pardon the pun.”

To really analyze the environmental impact of a program like this Chameides says you also have to consider what it takes to manufacture a new car. And it turns out a lot of greenhouse gas emissions come from building a car.

“When you drive that new car out of the showroom, you already have 1 year of carbon dioxide emissions already in the atmosphere.”

So, to make up for those emissions, he says cars getting junked have to be real gas guzzlers, and the new cars need to be gas sippers.

“If we want to sell this as an environmental program we need to make sure that it’s focusing on really making a difference in the amount of gasoline we use, the amount of CO2 we emit. And therefore we need to have a limit on the miles per gallon of the scrap car. It need to be way down at the bottom of the spectrum. And we need to have a limit on the new car. It needs to be up high on the spectrum.”

There’s disagreement in Congress about what the mileage requirements for the program should be.

It’s one of those details yet to be worked out, that will determine just how green cash for clunkers will really be.

For The Environment Report, I’m Tamara Keith.

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White House Chief on New Energy

  • Carol Browner is the President's Assistant on Energy and Climate Change. (Photo courtesy of cdc.gov)

The White House climate change chief is laying the groundwork to get an energy bill through Congress. Lester Graham reports it includes a controversial plan to reduce the use of fossil fuels such as coal and oil:

Transcript

The White House climate change chief is laying the groundwork to get an energy bill through Congress. Lester Graham reports it includes a controversial plan to reduce the use of fossil fuels such as coal and oil:

Carol Browner is President Obama’s assistant for Energy and Climate Change.

MIT posted video from an energy conference at the college. In it, Browner indicated we’ve got an opportunity to get the nation off its fossil fuel addiction, become more energy independent and create jobs in green energy.

“Let us dare to dream of a nation where the excess solar energy of our deserts, the wind potential of our Great Plains fuel our homes, our cars, and our businesses. Let us commit ourselves to a future where the businesses that sustain our planet are rewarded and those that endanger our Earth are held accountable.”

Next week Congress begins hearings on an energy bill that includes a carbon cap-and-trade plan that makes fossil fuels more expensive and renewable energy a better option all in an effort to lessen reliance on foreign oil and to reduce greenhouse gases causing global warming.

For The Environment Report, I’m Lester Graham.

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Business Booming at Repair Shops

  • Despite the decline in new car sales, Sales Manager Joe Marken expects more business on the repair and maintenance side of of the dealership. (Photo by Julie Grant)

Not too many people are buying new cars these days. But that’s not all bad news for auto dealers. Julie Grant reports that more car owners are starting to spend money on repair and maintenance:

Transcript

Not too many people are buying new cars these days. But that’s not all bad news for auto dealers. Julie Grant reports that more car owners are starting to spend money on repair and maintenance:

(sound of construction)

Now there’s a sound you don’t hear every day anymore. Especially at a car dealership. It’s construction.

This Toyota Dealer in Kent, Ohio is in the midst of a 12-million dollar expansion.

Sales manager Joe Marken says they’re renovating the repair and maintenance garage. That’s where he’s starting to see the most growth.

“People are looking at, ‘do I want to encumber myself with a 60 month payment of some sort, or do I want to spend X and know that I can get a year or two more years out of whatever I’m doing?'”

Marken says lots of people don’t know if they’ll have a job in the next year or two.

The National Automobile Dealers Association expects more people to spend money on parts and service nationwide this year.

They say there’s an upside – maintenance improves gas mileage and resale value of the vehicle.

For The Environment Report, I’m Julie Grant.

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A New Life for Old Phones

  • Recellular employee Myron Woods tests phones to see if they can be resold or re-used. Here, he's got a Nokia 6019, the model reporter Shawn Allee dropped off for recycling. (Photo by Shawn Allee)

It’s pretty clear Americans like their cell phones. On average, we get a new one about every
eighteen months. And yet, we hold on to the old ones, too; the government estimates there’re
about one hundred million lying around in closets and drawers. Shawn Allee found people eager
to take your old phones – if only you’d recycle them:

Transcript

It’s pretty clear Americans like their cell phones. On average, we get a new one about every
eighteen months. And yet, we hold on to the old ones, too; the government estimates there’re
about one hundred million lying around in closets and drawers. Shawn Allee found people eager
to take your old phones – if only you’d recycle them:

I put an old phone in a recycling box a while ago.

I checked around and found it went to one of the nation’s largest phone refurbishers.
It’s a company called Recellular. And it’s based in an old auto parts plant in Dexter, Michigan.

“It’s a big open space with a lot of room to handle the 20,000 phones that come in every day.
You need a lot of benches, you need a lot of cubby holes.”

Vice President Mike Newman points to some incoming collection boxes.

“Every box is a mystery. You have no idea what’s in there until you open it up and start
sorting it out.”

Newman’s company is hunting for working phones to resell here or overseas. Before that, his
people sort and test every model of phone.

And workers like Myron Woods remove personal data.

“Contacts, the voice mails, the ringtones, text messages. Hit OK and the phone’s cleared
out. After that you make sure the phone calls out. You get a ringtone, you hear the
operator, and then you’re done.”

Newman: “In 2008 we processed almost 6 million phones and for 2009, we’re looking at
more than double-digit growth again.”

And of those six million phones, Mike Newman says he can sell about half of them. He’d do
better if people like me didn’t keep phones in drawers for so long.

“The longer you wait, the less value it has so, if you move down from that old phone, as
hard as it might be to part with it, it’s really important to recycle it as soon as possible – it
will do the most good.”

What about Newman’s other phones – the duds? He has a different company near Chicago
recycle them.

Allee: “And here they are … holy mackerel.”

I’m now at Simms Recycling Solutions. A conveyer belt is moving thousands of phones.

“There’s the end of the line for your cell phones.”

Mark Glavin is the VP of operations here. He says there’s gold, silver, and other metals in the
phones he gets from Recellular.

“The cell phones get shredded into somewhat uniform-sized pieces.”

Glavin sticks the pieces in an oven to burn off the plastic – and then grinds what’s left.

Glavin: “That’s what’s left of the cell phones.”

Allee: “It’s almost like the powder you use for a baby, except its black.”

Glavin: “Yes.”

Glavin says there’s gold and other metal in the powder – so metal companies will buy it.

He also has stubborn chunks of metal that won’t grind.

“Those get pulled off and then those go to the furnace room to be melted.”

Glavin: “This is appropriately named the furnace room, where all the melting goes on. It
gets nice and toasty in here in the winter time.”

Allee: “Wow, what are we seeing here?”

Glavin: “After the material has been melted, we’ll cast it into molds and into 30-40 pound
ingots.”

He’ll sell metal from these ingots along with that black powder.

Recellular and Glavin’s company recovers about 96 pounds of gold from its phones each year.

Plus, that gold’s worth more than a million dollars. And recycling saves energy, and prevents
pollution from gold mining.

Glavin says recycling is taking off, and he can always count on people wanting the latest and
greatest phones.

Glavin: “Pretty soon your cell phone will be a chip like, on an ear-ring and a watch, and
there’s nothing to it except for a very tiny electronic.”

Allee: “And people will still swap it for the next one.”

Glavin: “Without a doubt.”

For The Environment Report, I’m Shawn Allee.

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Nyc to Turn Yellow Cabs Green?

  • NYC has new incentives to try to get more hybrid taxis, like this one, on the road (Source: Momos at Wikimedia Commons)

When big cities think about putting more fuel efficient, less polluting cars on the road, the first color that comes to mind isn’t green — it’s yellow. There are so many cabs on city streets, they seem like a good place to start environmental initiatives:

Transcript

When big cities think about putting more fuel efficient, less-polluting cars on the road, the first color that comes to mind isn’t green— it’s yellow. There are so many cabs on city streets, they seem like a good place to start environmental initiatives. In New York City, the mayor has a plan to replace conventional cabs with gas-electric hybrids. But not all taxi drivers are thrilled about the plan. Samara Freemark talked to some of them:

Ask a New York city cabbie what kind of car he drives, and chances are, this is what you’ll hear.

“Crown Vic.”

“Crown Vic.”

“Crown Vic.”

Cabbies love this car. It’s this big, solid, safe thing. It’s got a lot of leg room. It’s easy to repair.

But it burns a lot of gas. And that means a lot of pollution, especially when you realize that there are 13,000 cabs in New York City. All that pollution contributes to asthma, heart disease, and a mess of other health problems.

And that is why New York mayor Mike Bloomberg has it in for the Crown Victoria.

Bloomberg has a plan. He wants to use market incentives to encourage cab companies to buy hybrid.

“To turn NY City’s yellow cabs green.”

Cute slogan.

But Bloomberg isn’t messing around. Just ask the reporter who challenged the idea at a press conference.

“The taxi owners who oppose your plan say it’s deeply troubling that the city is…”

“I think it is more deeply troubling that they’re trying to kill our kids.”

Tough talk, right? But here’s how Bloomberg’s plan would actually work.

A lot of cabbies don’t own their own cars – they lease them from cab companies.

Bloomberg wants to lower the fee companies can charge drivers to take out Crown Victorias. So company owners would make less money on conventional cars.

And he wants to let cab companies charge drivers more to take out hybrids. Companies that chose those cars would make more money, giving them a reason to go green.

There’s something in it for the drivers, too. Although have to pay more to rent the hybrid cabs, they’d make up that money, and then some – a big chunk, actually – in gas savings. Bloomberg says hybrid cab drivers could save hundreds of dollars a year under his plan.

It sounded like a win-win-win situation: good for cabbies, good for cab companies, and good for the environment.

So I went out to the curb to ask some cabbies what they thought of the mayor’s idea.

“I wanted to ask you about hybrids.”

“Hybrid taxi? Yes.”

Sukhinder Singh hadn’t heard about Bloomberg’s plan, but he liked it.

“That’s not a bad idea. You’re not spending any extra money. 3, 4 dollars or 10 dollars extra, you know that later on when you go home you get it back because if you spend less on gas. It helps also for the pollution too. Lot of cabs around NYC, so all pollution.”

But a lot of cab drivers – especially veteran drivers – are not that enthusiastic. They are worried that hybrids aren’t safe. They are worried that hybrids are too small. They are worried about the time and money it takes to repair a hybrid. And most of all, cab drivers like Lal Singh are worried about giving up their Crown Victorias.

“Of course we wish not to pay more money for the gas. But I prefer to keep this poor Crown Victoria. This car makes us live. This Crown Victoria is a very big time strong car. These hybrids, they are not for taxi. They are very small, very unsafe, very unfit.”

So you get the idea – he doesn’t like hybrids.

And there’s one more problem with Bloomberg’s plan. It looked pretty good when it came out, when gas was 4 dollars a gallon. But prices now are about half that. That means cabbies don’t save that much money when they pick a hybrid. And so they have even less reason to give up their beloved Crown Vics.

For The Environment Report, I’m Samara Freemark.

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Shops Happy With New Lead Rule

  • A lead detector finds over 5000 parts per million of lead in this toy. (Photo by Lisa Ann Pinkerton)

Kids consignment shops have been worried about a new law limiting lead and other chemicals in children’s products.
Julie Grant reports store owners are glad to finally have some answers from the federal government:

Transcript

Kids consignment shops have been worried about a new law limiting lead and other chemicals in children’s products.
Julie Grant reports store owners are glad to finally have some answers from the federal government:

Amanda Cingle in is manager at Once Upon a Child. It’s part of a franchise of 300 stores that sell used items for kids.

She says the owner was concerned the new law would mean they’d have to throw out their existing inventory – or spend many thousands of dollars having it all tested for chemicals.

But now the government’s Consumer Products Safety Commission says the law will only applies to new products, not those being re-sold.

“We’re so relieved. We don’t have to worry anymore. The owner’s worry was that she was going to have to close her doors and never reopen.”

Cingle says the store has an environmental mission – to reuse and recycle products – so she’s glad they don’t have to throw everything away.

But she’s also pleased that new products will be made with less harmful ingredients.

For The Environment Report, I’m Julie Grant.

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Interview: Swapping an Suv for a Prius

  • Micky Maynard in her Prius (Photo courtesy of Micky Maynard)

Micky Maynard is a reporter
for the New York Times. She’s been keeping a
diary of giving up her Lexus SUV for a hybrid
gas-electric car. She’s taken her readers on
a ride through her reasoning for switching
and her on-road experiences. The Environment
Report’s Lester Graham took a ride with Maynard
in her Barcelona Red Toyota Prius:

Transcript

Micky Maynard is a reporter
for the New York Times. She’s been keeping a
diary of giving up her Lexus SUV for a hybrid
gas-electric car. She’s taken her readers on
a ride through her reasoning for switching
and her on-road experiences. The Environment
Report’s Lester Graham took a ride with Maynard
in her Barcelona Red Toyota Prius:

Micky Maynard: “Okay, so, to start it, you push this button. You see
the little ‘ready’ button, and you hear a little sound, and that’s
essentially the battery starting the car. And, off you go.”

Lester Graham: “I recall, when I was younger, I went from a pretty
powerful car to a little car, and the one thing I really noticed was
that it felt like I was driving a toy. What’s the difference between
driving the Lexus and driving this one?”

Maynard: “A difference is that in the Lexus, or in a SUV, you’re sitting
up above the ground. This car, you’re right back down on the road.
And it took a lot of adjusting. I was driving from Detroit to Chicago,
and I heard this ‘thump, thump, thump,’ and I thought I had a flat
tire, but it was just the road surface. Because I was used to sitting
up high, I never would have noticed the road bed before.”

Graham: “I know that some newby Prius drivers that when they
come to a stop, like we are now, there’s almost no sound
sometimes.”

Maynard: (laughs) “That’s right. In fact, my postman was telling me
hybrid cars will come up behind him, and he says, ‘they’re sneaky
little cars.’ He said, ‘you can’t hear them.’ (laughs)

Graham: “What’s it like going on to the on-ramp on the interstate?”

Maynard: “I haven’t had any trouble yet, because I generally try to
give myself enough space between myself and the person behind
me. You know, when you’re in a luxury car, a Lexus, you hit the
pedal and you get all this acceleration. This car’s quite peppy, but it
doesn’t have that rrrrrrrrrrrr that you get in a V8 or a V6. And that is
something to get used to.”

Graham: “I keep hearing from Prius owners that the consumption
meter really changes how they drive. How has the feedback from
the car affected how you drive?”

Maynard: “It affects how I drive tremendously. There’s a
consumption screen in the car, and it will show you exactly the kind
of miles-per-gallon you’re getting. So, if you don’t floor it, you can
get 100 miles-a-gallon – at least that’s what the car’s telling you. And
you have another meter that shows you what you’re averaging over
your trip. My pride and joy was driving a long trip and getting over
50 miles-a-gallon. And you kind of feel this little shot of pride when
you see the 50 or the 47.”

Graham: “So, you’re encouraged to take it easy just so you can be
rewarded with the feedback?”

Maynard: “And I don’t want people to think that Prius owners are all
out there going 17 miles-per-hour. We’re not. What’s going on is
we’re trying to drive smoothly, we’re trying to drive in a steady
fashion. Although they tell you that you get better gas mileage in
town, driving around city streets, I’ve actually gotten fantastic gas
mileage just driving steadily on the highway. You do keep the
consumption meter up on the screen, and you do watch it. Now, I
did have one reader write in and say, ‘stop watching the screen and
watch the road,’ and I assured her that I absolutely do watch the
road. But you do sort of glance over and kind of check how you’re
doing.”

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