By David Derbyshire
21 June 2010, 9:28am
Owners of wind farms will be paid to switch off their turbines and stop generating electricity if it gets too windy.
National Grid says the payments are essential to prevent the supply of electricity from overloading the network.
In a test run last month, Scottish Power was paid £13,000 for shutting down one wind farm for an hour and cutting the output of another.
Critics of wind farms described the payments - which are passed on to customers' bills - as bizarre and said they highlighted the problems of relying on intermittent wind power.
To keep the lights on across Britain, National Grid has constantly to match the demand for electricity with supply.
Much of the demand is predicted from weather forecasts and TV schedules.
But to cope with sudden changes in weather or plant failures, National Grid also relies on the 'balancing mechanism' - ordering producers to increase or reduce output on a minute-by-minute basis.
Until now this has involved coal and gas-fired power stations but as Britain becomes increasingly reliant on green energy, National Grid also wants wind farms to take part.
Read more: http://www.thisismoney.co.uk/news/article.html?in_article_id=506652&in_page_id=2&ito=1565#ixzz0rYmZ8B5W
Tuesday, 22 June 2010
EU Announces Guidelines for Biofuel Sustainability Labeling
June 21st, 2010
By Mackinnon Lawrence
As part of the EU’s effort to improve the sustainability of biofuels used for transport in Europe, the European Commission (EC) adopted guidelines today to implement the European Union’s Renewable Energy Directive which forms part of its 2008 climate and energy package.
The package, which includes two communications and one decision, aims to ensure that biofuels produced and imported into the EU are done so without damaging the environment.
The move comes on the heels of heavy criticism from environmental groups who claim that increased biofuel production would result in massive deforestation and have severe implications for food security, as energy crops replace other land uses (so-called ‘indirect land-use change’; see Biofuels on Hold Until More Studies Completed).
Background
In December 2008, EU leaders reached agreement on a new Renewable Energy Directive, which requires the 27 member countries of the EU to satisfy 10 percent of its transport fuel needs from renewable sources, including biofuels, hydrogen, and green electricity, by 2020 (see EurActiv LinksDossier).
The directive also established sustainability criteria for biofuels. It obliges the bloc to ensure that biofuels offer at least 35 percent carbon emission savings compared to fossil fuels. The figure rises to 50 percent as of 2017 and 60 percent as of 2018 (EurActiv 05/12/08).
What does today’s announcement mean?
Only biofuels that meet the conditions set out in the package will count towards the targets that each of the EU’s 27 member states has to reach by 2020.
Under the 2009 Renewable Energy Directive, companies are eligible for national support such as tax relief. No sanctions or bans on the use of biofuels that do not carry a sustainable label are foreseen.
The package’s key features:
•The EU climate and energy package of 2008 fixes a legally binding, unilateral target of 20 percent greenhouse gas emissions reduction below 1990 levels by 2020.
•It also requires the EU member states to achieve by 2020 a 20 percent reduction in energy use below 1990 levels by improving energy efficiency.
•The package furthermore obliges EU member states to ensure a 20 percent share of renewable energy in the total energy consumption by 2020. Within this 20 percent for renewables, it sets a target of 10 percent for renewable fuels in the transport sector.
Sustainable biofuel certificate
As part of the EC’s guidelines, a “Recognized by the European Union” stamp will be added to the labels used by sustainability programs already managed by governments, civil society organizations, or industry bodies that meet EU criteria.
A Commission paper, which explains what industry, governments, or NGOs need to do to get a sustainable label for their biofuel use, provides an outline of standards for proposed schemes.
The EU executive hopes to have several schemes up and running by the December deadline for the EU-27 to comply with the new Renewables Directive, which requires greenhouse gas savings from biofuels to reach a minimum of 35 percent. Schemes can be submitted for approval as of today (June 10, 2010). Schemes will be subject to annual auditing and approved by the Commission for a five-year period, but can be “de-recognised at any moment” if they fail to deliver, according to a European Commission official.
A Brazilian sugarcane farmer, for example, must prove that his land was not converted from tropical forest to farmland since January 2008, and producers, traders and importers also need to prove a number of criteria related to farming, production, transport, and distribution.
But in the end, the burden of proof of sustainability will be on big companies that import biofuels like BP or Shell, Commission officials explained.
Sustainability criteria
EC officials have made clear that companies must not interpret existing EU rules to cut down forests or sow crops on partly drained peat lands for biofuels. Even partly drained peat land still contains significant amounts of stored carbon, which can escape as carbon dioxide gas once the land is cultivated and contribute to climate change.
Accordingly, the EU executive’s document sets out which types of land should not be used to produce biofuels. These include natural forest, protected areas, wetlands, peatlands, and highly biodiverse areas.
The EU also explicitly demands that forest must not be converted into palm oil plantations and stipulates that biofuel from such production chains does not fulfil EU sustainability requirements.
The EU Delegation to Malaysia said in a statement Thursday:
The adopted package gives clear guidance to the Malaysian palm oil producers what they need to do to meet the EU’s sustainability criteria for biofuels, including palm-based biodiesel. This will help investment decisions and marketing. The Malaysian exports of biodiesel to the EU are still relatively small, but they are likely to grow during this decade as a result of the EU’s renewable energy policy.
The tighter rules on natural forests and peatlands could anger countries like Indonesia and Malaysia. As major suppliers of palm, Malaysia and Indonesia have threatened to file a formal complaint with the WTO, arguing that the standards would exclude palm from worldwide markets (see Malaysia and Indonesia Gearing up for WTO Complaint Over Palm Oil Trade Barriers).
Officials said trade experts at the commission had established that the measures would be compatible with international trade rules, partly because they would apply equally to biofuels producers growing crops inside and outside the bloc.
Biofuels that produce 35 percent percent greenhouse gas emission reductions fulfill the EU sustainability criteria. Meanwhile, biofuels produced by installations that were in operation on January 23, 2008 are exempted from complying with the greenhouse gas saving criterion until April 1, 2013.
Indirect land use change (ILUC)
The certification scheme and sustainability criteria do not take into account indirect land use change (ILUC).
An additional criteria for ILUC could be added to the sustainability schemes later on once the Commission has finished work on the matter, officials said.
They also stressed that recent EU studies show that biofuels are producing greenhouse gas emission savings, contrary to mainstream press reports.
NEXT STEPS
•By end 2010: Commission to publish report on indirect land use.
•5 Dec. 2010: Deadline for all EU countries to comply with new Renewables Directive. Greenhouse gas savings from biofuels to reach minimum 35%.
Image: Flickr/Wakx
Mackinnon Lawrence is an attorney with Cleantech Law Partners and edits & publishes BioMass Intel, a law and policy resource for the bioenergy sector. He is also co-author of a recent aviation biofuels market report.
Read more: http://www.triplepundit.com/2010/06/eu-announces-guidelines-for-biofuel-sustainability-labeling/?utm_source=feedburner&utm_medium=feed&utm_campaign=Feed%3A+TriplePundit+%28Triple+Pundit%29#ixzz0rYm3KAjj
By Mackinnon Lawrence
As part of the EU’s effort to improve the sustainability of biofuels used for transport in Europe, the European Commission (EC) adopted guidelines today to implement the European Union’s Renewable Energy Directive which forms part of its 2008 climate and energy package.
The package, which includes two communications and one decision, aims to ensure that biofuels produced and imported into the EU are done so without damaging the environment.
The move comes on the heels of heavy criticism from environmental groups who claim that increased biofuel production would result in massive deforestation and have severe implications for food security, as energy crops replace other land uses (so-called ‘indirect land-use change’; see Biofuels on Hold Until More Studies Completed).
Background
In December 2008, EU leaders reached agreement on a new Renewable Energy Directive, which requires the 27 member countries of the EU to satisfy 10 percent of its transport fuel needs from renewable sources, including biofuels, hydrogen, and green electricity, by 2020 (see EurActiv LinksDossier).
The directive also established sustainability criteria for biofuels. It obliges the bloc to ensure that biofuels offer at least 35 percent carbon emission savings compared to fossil fuels. The figure rises to 50 percent as of 2017 and 60 percent as of 2018 (EurActiv 05/12/08).
What does today’s announcement mean?
Only biofuels that meet the conditions set out in the package will count towards the targets that each of the EU’s 27 member states has to reach by 2020.
Under the 2009 Renewable Energy Directive, companies are eligible for national support such as tax relief. No sanctions or bans on the use of biofuels that do not carry a sustainable label are foreseen.
The package’s key features:
•The EU climate and energy package of 2008 fixes a legally binding, unilateral target of 20 percent greenhouse gas emissions reduction below 1990 levels by 2020.
•It also requires the EU member states to achieve by 2020 a 20 percent reduction in energy use below 1990 levels by improving energy efficiency.
•The package furthermore obliges EU member states to ensure a 20 percent share of renewable energy in the total energy consumption by 2020. Within this 20 percent for renewables, it sets a target of 10 percent for renewable fuels in the transport sector.
Sustainable biofuel certificate
As part of the EC’s guidelines, a “Recognized by the European Union” stamp will be added to the labels used by sustainability programs already managed by governments, civil society organizations, or industry bodies that meet EU criteria.
A Commission paper, which explains what industry, governments, or NGOs need to do to get a sustainable label for their biofuel use, provides an outline of standards for proposed schemes.
The EU executive hopes to have several schemes up and running by the December deadline for the EU-27 to comply with the new Renewables Directive, which requires greenhouse gas savings from biofuels to reach a minimum of 35 percent. Schemes can be submitted for approval as of today (June 10, 2010). Schemes will be subject to annual auditing and approved by the Commission for a five-year period, but can be “de-recognised at any moment” if they fail to deliver, according to a European Commission official.
A Brazilian sugarcane farmer, for example, must prove that his land was not converted from tropical forest to farmland since January 2008, and producers, traders and importers also need to prove a number of criteria related to farming, production, transport, and distribution.
But in the end, the burden of proof of sustainability will be on big companies that import biofuels like BP or Shell, Commission officials explained.
Sustainability criteria
EC officials have made clear that companies must not interpret existing EU rules to cut down forests or sow crops on partly drained peat lands for biofuels. Even partly drained peat land still contains significant amounts of stored carbon, which can escape as carbon dioxide gas once the land is cultivated and contribute to climate change.
Accordingly, the EU executive’s document sets out which types of land should not be used to produce biofuels. These include natural forest, protected areas, wetlands, peatlands, and highly biodiverse areas.
The EU also explicitly demands that forest must not be converted into palm oil plantations and stipulates that biofuel from such production chains does not fulfil EU sustainability requirements.
The EU Delegation to Malaysia said in a statement Thursday:
The adopted package gives clear guidance to the Malaysian palm oil producers what they need to do to meet the EU’s sustainability criteria for biofuels, including palm-based biodiesel. This will help investment decisions and marketing. The Malaysian exports of biodiesel to the EU are still relatively small, but they are likely to grow during this decade as a result of the EU’s renewable energy policy.
The tighter rules on natural forests and peatlands could anger countries like Indonesia and Malaysia. As major suppliers of palm, Malaysia and Indonesia have threatened to file a formal complaint with the WTO, arguing that the standards would exclude palm from worldwide markets (see Malaysia and Indonesia Gearing up for WTO Complaint Over Palm Oil Trade Barriers).
Officials said trade experts at the commission had established that the measures would be compatible with international trade rules, partly because they would apply equally to biofuels producers growing crops inside and outside the bloc.
Biofuels that produce 35 percent percent greenhouse gas emission reductions fulfill the EU sustainability criteria. Meanwhile, biofuels produced by installations that were in operation on January 23, 2008 are exempted from complying with the greenhouse gas saving criterion until April 1, 2013.
Indirect land use change (ILUC)
The certification scheme and sustainability criteria do not take into account indirect land use change (ILUC).
An additional criteria for ILUC could be added to the sustainability schemes later on once the Commission has finished work on the matter, officials said.
They also stressed that recent EU studies show that biofuels are producing greenhouse gas emission savings, contrary to mainstream press reports.
NEXT STEPS
•By end 2010: Commission to publish report on indirect land use.
•5 Dec. 2010: Deadline for all EU countries to comply with new Renewables Directive. Greenhouse gas savings from biofuels to reach minimum 35%.
Image: Flickr/Wakx
Mackinnon Lawrence is an attorney with Cleantech Law Partners and edits & publishes BioMass Intel, a law and policy resource for the bioenergy sector. He is also co-author of a recent aviation biofuels market report.
Read more: http://www.triplepundit.com/2010/06/eu-announces-guidelines-for-biofuel-sustainability-labeling/?utm_source=feedburner&utm_medium=feed&utm_campaign=Feed%3A+TriplePundit+%28Triple+Pundit%29#ixzz0rYm3KAjj
University sets up solar farm for photovoltaic research
Work to install one of the city's first major solar farms on the roof of a University of Sheffield building began today (21 June 2010) – the date of the summer solstice - as part of a £120,000 investment into boosting photovoltaic research.
Sheffield Solar Farm, which is being funded by the Higher Education Funding Council for England (HEFCE), will be based around the installation of 70m² state-of-the-art photovoltaic panels on the roof of the University's Hicks building. The panels will benefit both the University and photovoltaics researchers and developers around the UK, who will be able to use it to field-test their new and experimental photovoltaic cell designs in a bid to further our knowledge of renewable energy sources. It is thought the main installation of the new Solar Farm will be completed by the beginning of July.
Photovoltaics is the science of using semiconductors, such as silicon, to create energy. When photons of light hit the cells they are absorbed and their energy is converted into electricity. While providing a benchmark for the use of photovoltaics in northerly latitudes, such as the UK, the Sheffield Solar Farm will also be used to provide electricity to the Hicks Building and the National Grid – reducing the University's carbon footprint.
To monitor the effectiveness of the photovoltaic technology being tried and tested on the roof, equipment will log data and display it on a specially designed website for the Solar Farm. This will include a live web-cam and web-feed demonstrating the actual power being generated by each panel, the total power the sun is radiating on the roof and how the weather is affecting the amount of energy produced, as well as offer a comparison of the different photovoltaic technologies.
In the University's Department of Physics and Astronomy, work is already underway to develop new generations of solar cells using plastic as opposed to silicon, something that would reduce processing costs and enable photovoltaic technology to be used on a wider scale. These new solar cells will now be put to the test on the Solar Farm.
As well as colleagues in the Department of Physics and Astronomy, the cross cutting research project includes staff from Departments across the University including Chemistry, Geography and Mathematics and Statistics. They will work jointly with each other while at the same time engaging in knowledge transfer opportunities with developers, users and policy makers. By experimenting with different cells on top of the Hicks Building, the project team hopes to improve our understanding of photovoltaics and drive the technology forward.
The news of the Solar Farm comes as the University of Sheffield launches a unique venture entitled Project Sunshine. The project aims to unite scientists in finding ways to harness the power of the sun and tackle one of the biggest challenges facing the world today: meeting the increasing food and energy needs of the world´s population in the context of an uncertain climate and global environment change.
Dr Alastair Buckley, from the University's Department of Physics, who is leading the Sheffield Solar Farm project, said: "The Sheffield Solar Farm is an important venture as it is bridging the gap between the research lab and how solar cells are used in the real world. We want to find out how new solar technologies perform here in Sheffield and compare them to the existing state-of-the-art technologies. This will help to align our research into next generation cell designs with real world requirement, as well as informing customers, policy makers and other researchers which technologies are best for the UK."
Professor Tony Ryan, Pro-Vice-Chancellor for Science at the University of Sheffield, said: "Our planet is under real pressure; too many people, not enough energy or food, environmental destruction at an accelerating rate, unsustainable economic growth and increasing evidence of climate change. Harnessing the power of the sun more efficiently can help reduce this pressure. The University of Sheffield is strong in many areas of research relating to the sun, with overlapping expertise in physics, chemistry, biology and mathematics as well as relevant expertise in related engineering, sociological and economic aspects. The Solar Farm unites researchers from a range of disciplines in a common cause."
Sheffield Solar Farm, which is being funded by the Higher Education Funding Council for England (HEFCE), will be based around the installation of 70m² state-of-the-art photovoltaic panels on the roof of the University's Hicks building. The panels will benefit both the University and photovoltaics researchers and developers around the UK, who will be able to use it to field-test their new and experimental photovoltaic cell designs in a bid to further our knowledge of renewable energy sources. It is thought the main installation of the new Solar Farm will be completed by the beginning of July.
Photovoltaics is the science of using semiconductors, such as silicon, to create energy. When photons of light hit the cells they are absorbed and their energy is converted into electricity. While providing a benchmark for the use of photovoltaics in northerly latitudes, such as the UK, the Sheffield Solar Farm will also be used to provide electricity to the Hicks Building and the National Grid – reducing the University's carbon footprint.
To monitor the effectiveness of the photovoltaic technology being tried and tested on the roof, equipment will log data and display it on a specially designed website for the Solar Farm. This will include a live web-cam and web-feed demonstrating the actual power being generated by each panel, the total power the sun is radiating on the roof and how the weather is affecting the amount of energy produced, as well as offer a comparison of the different photovoltaic technologies.
In the University's Department of Physics and Astronomy, work is already underway to develop new generations of solar cells using plastic as opposed to silicon, something that would reduce processing costs and enable photovoltaic technology to be used on a wider scale. These new solar cells will now be put to the test on the Solar Farm.
As well as colleagues in the Department of Physics and Astronomy, the cross cutting research project includes staff from Departments across the University including Chemistry, Geography and Mathematics and Statistics. They will work jointly with each other while at the same time engaging in knowledge transfer opportunities with developers, users and policy makers. By experimenting with different cells on top of the Hicks Building, the project team hopes to improve our understanding of photovoltaics and drive the technology forward.
The news of the Solar Farm comes as the University of Sheffield launches a unique venture entitled Project Sunshine. The project aims to unite scientists in finding ways to harness the power of the sun and tackle one of the biggest challenges facing the world today: meeting the increasing food and energy needs of the world´s population in the context of an uncertain climate and global environment change.
Dr Alastair Buckley, from the University's Department of Physics, who is leading the Sheffield Solar Farm project, said: "The Sheffield Solar Farm is an important venture as it is bridging the gap between the research lab and how solar cells are used in the real world. We want to find out how new solar technologies perform here in Sheffield and compare them to the existing state-of-the-art technologies. This will help to align our research into next generation cell designs with real world requirement, as well as informing customers, policy makers and other researchers which technologies are best for the UK."
Professor Tony Ryan, Pro-Vice-Chancellor for Science at the University of Sheffield, said: "Our planet is under real pressure; too many people, not enough energy or food, environmental destruction at an accelerating rate, unsustainable economic growth and increasing evidence of climate change. Harnessing the power of the sun more efficiently can help reduce this pressure. The University of Sheffield is strong in many areas of research relating to the sun, with overlapping expertise in physics, chemistry, biology and mathematics as well as relevant expertise in related engineering, sociological and economic aspects. The Solar Farm unites researchers from a range of disciplines in a common cause."
Batteries are putting the brakes on electric car take-up
Battery technology is keeping electric cars heavy, expensive and with a limited range
Dickon Ross
guardian.co.uk, Monday 21 June 2010 16.29 BST
Imagine a major city with no incessant traffic noise and choking exhaust fumes. Electric cars could theoretically make this a reality, being better for the environment locally - reducing noise and air pollution - and on a global scale by cutting greenhouse gas emissions.
I would love electric cars to work, I really would. But they have their problems and Engineering & Technology magazine decided to take a close look at one of the biggest – battery technology.
Portable electronic gadgets like laptops, mobiles and cameras have long felt the limitations of the humble battery. In fact, while the performance of electronics has increased by 10,000% in the past 35 years, battery technology has lagged behind with an increase of just six-fold in a century.
This imbalance has important implications for the electric car. Many drivers won't consider replacing their conventional petrol-powered car with an electric model until the differences in price and performance narrow dramatically.
Batteries have to go a lot further – literally – before they can catch up with the combustion engine and their limitations are forcing motor manufacturers into planning and making electric cars with the same range as vehicles made in 1910.
As an example, a Ford Focus or Golf-sized car can travel over 370 miles in mixed driving conditions and can easily maintain a speed of 70mph, even when fully loaded. For an electric car to manage that, its lithium-ion batteries would weigh over 1.5 tonnes and would be similar in size to the car itself, which would cost around £100,000. And unlike a tank of petrol, that massive battery doesn't get any lighter with each mile covered.
While costs will undoubtedly come down over the next 10 years, there is little doubt that electric cars will – for the foreseeable future – remain heavy, expensive and with a realistic range of around 100 miles.
There are three key problems that will be difficult to overcome.
Range calculations may be too optimistic. To get a reasonable life from lithium-ion batteries they should not be run from full to empty and should be kept at between 20-80% of their charge. Yet manufacturers' range calculations are based on running a complete cycle from full battery to empty.
Charging time remains a major stumbling block. Recharging an electric vehicle (EV) battery on a domestic supply is likely to take around 13 hours. As laptop and mobile-phone owners can testify, the useful lifetime of a lithium-ion battery is only a few years – rapid charging and discharging cycles damage the battery and cut its useful capacity.
You can get much lower EV charging times using up-rated power supplies, but it could take up to 10 years before car manufacturers know what effect such "rapid" charging has on the batteries. This leads to serious questions over whether they will be able to offer a full warranty on what is likely to continue to be the most expensive part of the car. This in turn means it will take longer to introduce a new battery technology.
Finally, with the majority of UK electricity likely to be from non-renewable sources for the next 10 years, an electric vehicle could actually contribute more CO2 to the environment than one of today's high efficiency diesel models.
New battery technologies do come out of the lab every now and again but it takes ages to convert these research breakthroughs into volume manufacturing and widespread use. It took many, many years for nickel-metal hydride batteries to compete with nickel-cadmium, for example.
I'd like to see electric cars take off but we can't assume they will. Neither can we assume they will have any impact on carbon dioxide emissions for quite some time.
• Dickon Ross is the editor-in-chief of Engineering & Technology. A longer version of this article was published on 14 June.
Dickon Ross
guardian.co.uk, Monday 21 June 2010 16.29 BST
Imagine a major city with no incessant traffic noise and choking exhaust fumes. Electric cars could theoretically make this a reality, being better for the environment locally - reducing noise and air pollution - and on a global scale by cutting greenhouse gas emissions.
I would love electric cars to work, I really would. But they have their problems and Engineering & Technology magazine decided to take a close look at one of the biggest – battery technology.
Portable electronic gadgets like laptops, mobiles and cameras have long felt the limitations of the humble battery. In fact, while the performance of electronics has increased by 10,000% in the past 35 years, battery technology has lagged behind with an increase of just six-fold in a century.
This imbalance has important implications for the electric car. Many drivers won't consider replacing their conventional petrol-powered car with an electric model until the differences in price and performance narrow dramatically.
Batteries have to go a lot further – literally – before they can catch up with the combustion engine and their limitations are forcing motor manufacturers into planning and making electric cars with the same range as vehicles made in 1910.
As an example, a Ford Focus or Golf-sized car can travel over 370 miles in mixed driving conditions and can easily maintain a speed of 70mph, even when fully loaded. For an electric car to manage that, its lithium-ion batteries would weigh over 1.5 tonnes and would be similar in size to the car itself, which would cost around £100,000. And unlike a tank of petrol, that massive battery doesn't get any lighter with each mile covered.
While costs will undoubtedly come down over the next 10 years, there is little doubt that electric cars will – for the foreseeable future – remain heavy, expensive and with a realistic range of around 100 miles.
There are three key problems that will be difficult to overcome.
Range calculations may be too optimistic. To get a reasonable life from lithium-ion batteries they should not be run from full to empty and should be kept at between 20-80% of their charge. Yet manufacturers' range calculations are based on running a complete cycle from full battery to empty.
Charging time remains a major stumbling block. Recharging an electric vehicle (EV) battery on a domestic supply is likely to take around 13 hours. As laptop and mobile-phone owners can testify, the useful lifetime of a lithium-ion battery is only a few years – rapid charging and discharging cycles damage the battery and cut its useful capacity.
You can get much lower EV charging times using up-rated power supplies, but it could take up to 10 years before car manufacturers know what effect such "rapid" charging has on the batteries. This leads to serious questions over whether they will be able to offer a full warranty on what is likely to continue to be the most expensive part of the car. This in turn means it will take longer to introduce a new battery technology.
Finally, with the majority of UK electricity likely to be from non-renewable sources for the next 10 years, an electric vehicle could actually contribute more CO2 to the environment than one of today's high efficiency diesel models.
New battery technologies do come out of the lab every now and again but it takes ages to convert these research breakthroughs into volume manufacturing and widespread use. It took many, many years for nickel-metal hydride batteries to compete with nickel-cadmium, for example.
I'd like to see electric cars take off but we can't assume they will. Neither can we assume they will have any impact on carbon dioxide emissions for quite some time.
• Dickon Ross is the editor-in-chief of Engineering & Technology. A longer version of this article was published on 14 June.
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