Vetting Inspections: A Detailed Analysis Seminar 12-13 March 2019, İstanbul Marriott Otel Asya


Title of the Seminar: Vetting Inspections: A Detailed Analysis

Date: 12 & 13 March 2019

Place: Istanbul Marriott Hotel Asia

Time: 09:00 – 17:30 Hrs


Course Objectives:


Understanding of the principles and objectives behind the vetting process.

The course shall provide ship operators with a means by which they can be efficiently prepared for vetting inspections and be able to demonstrate a strong and continuous commitment to safety and environmental excellence.


Since the seventh edition of the Vessel Inspection Questionnaires (VIQ) had been recently released by OCIMF, this Seminar is an added value detailing to the differences with the previous edition and moreover acting as gap analysis on that.




The 7th edition has undergone an extensive revision process which has brought the VIQ up to date with respect to changes in legislation and best practices. Non-relevant questions have been deleted and the overall set of questions has been reduced by up to 90 questions. Notably a new chapter (Chapter 7) has been developed to cover Maritime Security including Cyber Security. The section on Mooring (Chapter 9) has been significantly reviewed to incorporate the revisions and best practices that will be introduced in the Mooring Equipment Guidelines, Fourth Edition (MEG4).




• Chapter 1. General Information

• Chapter 2. Certification and Documentation

• Chapter 3. Crew Management

• Chapter 4. Navigation and Communications

• Chapter 5. Safety Management

• Chapter 6. Pollution Prevention

• Chapter 7. Maritime Security

• Chapter 8. ▪ Cargo and Ballast Systems – Petroleum

                      Cargo and Ballast Systems – Chemicals


• Chapter 9. Mooring

• Chapter 10. Engine and Steering Compartments

• Chapter 11. General Appearance and Condition

• Chapter 12. Ice Operations


Source:Alpha Marine Türkiye



Shipping Industry Heads for Climate Protection


Shipping Industry Heads for Climate Protection

At gmec, the global maritime environmental congress (gmec) during SMM in Hamburg, high-profile business and science experts discussed how the global shipping industry can achieve the International Maritime Organization's (IMO) environmental goals while continuing to provide its services at competitive prices.

 "We are at the beginning of a new chapter in the history of shipping," said Tian-Bing Huang, Deputy Director - Marine Environment Division at the IMO, in his opening keynote.

There is no question that the shipping sector is facing huge challenges, as highlighted during the gmec, which took place for the fifth time this year. A main concern is the IMO's so-called sulphur cap, which stipulates that as of January 1, 2020 ship fuels must contain no more than 0.5 percent of sulphur. In addition, the industry is expected to cut its greenhouse gas emissions in half by the year 2050 – in spite of a growing global trade volume.

In three different panel discussions, renowned speakers explored the topics "Preparing for Ballast Water Treatment", "Dealing with the environmental challenges of the future", and "The passenger shipping industry as an environmental pioneer". The conclusion: The goals are simultaneously a challenge and an opportunity.

Greenhouse gases: The search for solutions

"Our endeavor in this panel discussion is nothing less then solving one of the greatest problems facing mankind – and 90 minutes is all the time we have to accomplish that," said moderator Teus van Beek, General Manager Market Innovation, Wärtsilä Marine Solutions, in his introduction.

 His partners in the discussion about the IMO's climate protection plan and its consequences included Captain Wolfram Guntermann, Director Environmental Management, Hapag-Lloyd AG; Katharine Palmer, Global Sustainability Manager, Lloyd's Register; Jan-Olaf Probst, Business Director Container Ships, DNV GL – Maritime; Dr.-Ing Gerd Würsig, Business Director Alternative Fuels, DNV GL – Maritime; and Helge Bartels, General Manager, Zeaborn Ship Management.

Shipping is today's 'greenest' means of transport. The share of ocean shipping in global CO2 emissions is currently 2.2 percent, an amount roughly equivalent to the greenhouse gases emitted by Germany per year. According to forecasts, however, this share is going to grow substantially over the coming years. This is why solutions are needed urgently. "One of the solutions could be liquefied natural gas (LNG). But we are still lacking a functioning infrastructure to deliver LNG directly to the ship," criticized DNV GL executive Probst.

As for shipowners, the stricter emission limits not only translate to enormous extra costs for filter technologies, but also imply the need to switch to alternative propulsion technologies in the medium term. "There is nothing we can do to avoid immense capital investments. But taking a look at the rear view mirror should reassure us that we have always been an innovative industry, and we are going to overcome this challenge, as well," said Helge Bartels from the ship management company Zeaborn.

The discussion also addressed the effects of Slow Steaming as well as the opportunities inherent in digitalization, for example, interlinking smart ships and smart ports.

Ballast Water: Support is needed
Another core topic of the conference was ballast water management. Roughly one year after the ballast water convention entered into force, the experts at gmec took stock.

The discussion panel chaired by Sahan Abeysekara, Technology Lead for Ballast Water Management at Lloyd's Register, included keynote speaker Huang as well as Capt. Sean T. Brady, Commandant, U.S. Coast Guard Office of Operating and Environmental Standards; Debra DiCianna, Senior Compliance Engineer, Choice Ballast Solutions; Stamatis Fradelos, Director Business Development, ABS; and Tim Wilkins, Environment Director at Intertanko.

The participants agreed that there is no 'one-size-fits-all' system for all ships but that the range of available systems had evolved considerably. It is important for shipowners to receive more support in both, selecting the right systems and operating them. "There is a host of small details that must be taken into consideration. For example, it is important to understand the details in the type approval certificates for the ballast water management system (BWMS)," said BWM expert DiCianna.

 "It is essential that information is exchanged to overcome the technical and regulatory issues the industry is encountering on a daily basis", Wilkins said.

Passenger Vessels: Setting an example

The passenger ship segment has taken the lead in environment protection. Under the chairmanship of Andreas Chrysostomou, Chief Strategy Officer, Tototheo Maritime;

Lex Nijsen, VP Head of Four-Stroke Marine, MAN Energy Solutions;Jan-Erik Räsänen, Head of New Technology, Foreship;Rolf Sandvik, CEO, The Fjords; Bud Darr, EVP Maritime Policy and Government Affairs, MSC Group;and Tom Strang, SVP Maritime Affairs, Carnival Maritime and Chairman, CLIA Europe Environment, Safety & Security Comittee, discussed current and future challenges.

"We are facing an unbelievably huge task, and I have no idea how we are going to solve it. Nobody knows. But this is the kind of situation in which an industry can surpass itself. The most important thing is that we begin addressing it now. And that we do it together," warned MSC CEO Bud Darr, encouraging the industry to stand together.

But there is light at the end of the tunnel: Numerous ferries operate with hybrid propulsion systems, and many ships use shore power while berthing, or LNG barges to supply the power they need during their port stay. Just a few weeks from now, AIDAnova will be commissioned as the world's first cruise ship operating nearly 100 percent with LNG, and many more LNG-operated cruise ships are on order.

Another highlight was presented by Sandvik. His company, The Fjords, has developed a passenger vessel for 400 people that is clean, efficient and quiet – the ideal design for cruising the pristine waters of Norway's fjords.

The gmec 2018 conference presented the audience with an expert assessment of the current situation as well as an impression that the maritime community is poised to take action.

Climate and environment protection are among the themes of this year's SMM, as well, especially in Hall A5 which is entirely dedicated to Green Propulsion. In addition, the "Green Route" guides visitors to the stands of exhibitors presenting eco-friendly technologies.



DNV GL tips decarbonisation as future energy trend


The company's Maritime Forecast to 2050 offers an independent outlook of the maritime energy future and examines how the energy transition will affect the shipping industry

DECARBONISATION will be one of the "megatrends" that will shape the maritime industry in future decades, according to DNV GL Maritime chief executive Knut Ørbeck-Nilssen.

"Combined with the current and future trends in technology and regulations, this means that investment decisions should be examined through a new lens," he said.

The company is proposing a "carbon robust" approach, which looks at future CO2 regulations and requirements and emphasises flexibility, safety, and long-term competitiveness.

 "With this new framework, we hope to help empower robust decision making on assets," said Mr Ørbeck-Nilssen.

He was speaking as DNV GL released its second Maritime Forecast to 2050, which looks at the likely development of maritime energy and examines how the energy transition will affect the shipping industry, including fuel consumption, developments in the types and levels of cargoes transported, and technology drivers.

The company's new model evaluates fuel and technology options by comparing the break-even costs of a design to that of the competing fleet of ships.

The Maritime Forecast predicts a 32% increase in seaborne-trade measured in tonne-miles for 2016–2030. That compares with an estimated 5% growth for 2030–2050.

 "A case study utilising the model in several vessel designs reveals some striking findings, including that investing in energy efficiency and reduced carbon footprint beyond existing standards can increase the competitiveness of a vessel over its lifetime," a company statement said.

 "The study also suggests that owners of high-emitting vessels could be exposed to significant market risks in 2030 and 2040."

Mr Ørbeck-Nilssen says uncertainty confronting the maritime industry will increase between now and 2050.

 "This makes it more important than ever before to examine the regulatory and technological challenges and opportunities of future scenarios to ensure the long-term competitiveness of the existing fleet and newbuildings," he said.



Zero Carbon Fuels Only Path To meet IMO Ambitions, ICS BENNETT



Shipowners' body says technology will deliver but challenge is scaling up for deepsea tonnage

The development of zero-carbon fuels is reallistically the only way the "incredibly ambitious" long-term emissions strategy of IMO can be achieved, says International Chamber of Shipping deputy secretary general Simon Bennet.

The goal is an average 70% cut in CO2 emissions by 2050 , compared with 2008, and a %50 reduction in greenhouse gases.

The IMO short-term goal of at least 40% efficiency improvement in CO2 emissions by 2030, compared with 2008, requires a lot of work but achiveable and the ICS is confident the new technology will deliver eventually .

Fossil fuels, LNG and methanol, along with biofuels, will be in the mix but not the solution, Bennet says.

Engine manufacturers and researchers are deep in "exciting discussions" albeit at a relatively early stage, he adds.

Other Technologies are in their embryonic form but the challenges are not insurmountable.The industry has roughly 20 years to develop and roll out solutions to achieve the IMO's ambitions.

But it will probably also require a total rethink of the way ships are operated.     

The last annual meeting of the Tripartite Shipbuilding Forum, in Nantong, China which brought together more than 100 representatives of shipbuilders, classification societies and shipowners, including the ICS, agreed that vessels need to be designed differently and more technologically innovative if CO2 goals are to be achieved.

Equipment, propulsion systems and alternative fuels all have to be adressed to meet the requirements of the Paris Agreement on climate change and International shipping objectives laid down in the IMO's greenhouse-gas reduction strategy.

Bennet says the challenge is scaling up technology for use in deepsea trades.

But a chicken-and-egg situation exists beacuse no one knows what new propulsion systems will eventually be adopted. For example, if fuels cells win out then there will be no requirement for conventional fuel tanks and possibly traditional engine rooms.

The industry may end up with smaller ship sizes but not having to reduce Cargo capacity to an equivalent extent.

Technologies contribute a lot when added together, but Bennet cautions against exaggerating their combined impact beacuse –he is led to understand—one can reduce to effect of another.

 "And there comes a point where all the low hanging fruit has been taken and the laws of physics say there is not much more you can do beyond moving to some kind of fossil-free propulsion system, " Bennet says.

These fuel sources will have to be renewable, not only for batteries and cold ironing but also hydrogen, most of which is currently produced from fossill feed-stock.

Bennet says that even nuclear should be taken seriously as an option if the threat to the climate of traditional power sources is as serious as environmentalist say and alternative solutions such as hydrogen cannot be developed and scaled up.

Shipping companies, shipbuilders and engine manufacturers all have a role to play in fullfilling the IMO's carbon-reduction strategy, but the vast majority are small and medium size enterprieses.

 "Even the largest container lines would admit they are not big enough to take on the challenge of decarbonisation by themselves," Bennet says."It will have to be a collaborative effort. It is always easy to point the finger but the record of the shipping industry over the last ten years in reducing CO2 emissions has been very impressive."

Bennet highlights data produced by the International Council on Clean Transportation, which says total emissions in 2015 were 8% lower then in 2008 and that is "despite an apparent 30% increase in tonne-kilometres over the same period".

 "Certainly, when it comes to CO2, the industry recognises it has to get on with the job and this means a radical transformation," he says." The detail is important but also signal it gives that this is the trajectory the industry is on."

The 2020 sulphur cap will give additional impretus to achiving greater fuel efficiency. Until now, the focus has been on the Energy Efficiency Design Index (EEDI) adopted a few years ago by the IMO.

Tier III of the EEDI is meant to take effect in seven years' time, so a ship built in 2025 will have to be 390% more fuel efficient than one constructed before 2013.

But there is now talk of moving that implementation date forward to 2022 and then discussing phase four.

The ICS agrees in principle, as well as adopting more agressive targets for certain types of ships where it is easier to improve efficiency. It envisions a two-speed approach.

 "A one-size-fits-all target isnt realistically going to," Bennett says.

He adds that the ICS is not in denial over the prospect of autonomous ships "but there are (already) enough challenges coping with increased automation and management of the huge amount of data seafarers are exposed to".

That is the line the ICS has taken at the IMO.

Asked whether shipping has been slow to face up to technological developments, Bennet replies: "To be fair to shipowners, they have been faced with huge uncertainty about the sulphur cap. Many people were working on the assumption there would be a postponement."

Bennet says scrubbers may seem a "no brainer" given the expected massive increase in fuel costs, but it still remains difficult for people to quantify the risk.


Source: 31/08/2018 TradeWinds


Interactive map reveals Scotland’s coastal litter hotspots


Map produced by aerial survey of 10,000-mile coastline shows rubbish 'at industrial levels'

An aerial survey of Scotland's long and rocky coastline has revealed that large amounts of industrial rubbish have washed up on the shore.

The litter, made up of plastic barrels, fishing nets, timbers, crates and industrial equipment, has collected across large areas of shoreline and rocky coves, often washed into highly inaccessible areas.

The waste was pinpointed by flights over parts of Scotland's 10,000-mile coastline, organised by a coalition of environment and marine conservation charities working in the Scottish Coastal Rubbish Aerial Photography, or scrapbook project .

The project, a collaboration between the Marine Conservation Society (MCS), Sky Watch Civil Air Patrol and the Moray Firth Partnership, has posted details of the pollution hotspots on an interactive map, which stretches from the Solway Firth in south-west Scotland to the Pentland Firth in the far north.

Archie Liggat, the chairman of the Sky Watch Civil Air Patrol, said that in many cases it was only possible to see the rubbish from the air because it lies in coves or dips that are out of sight from sea level and are not easily reached by land.

Liggat said the volumes of waste found far outweighed expectations. "Initially we thought it would just be scattered rubbish, but it was enormous. Particularly in the south-west of Scotland we have been dismayed by what we've seen." He said the UK "sits like a huge net on the edge of Europe, particularly the fjord-like coastline of Scotland", and caught much of the detritus jettisoned in the Atlantic. "We were not only dismayed by the concentrations of rubbish that we found, but the problem is much bigger than that because just under the seaweed there's an awful lot of stuff. It's getting broken up, washed back out, broken up and washed back in again. Eventually [the particles] will get so small it will just get out into the environment and disappear forever."

Environmentalists have been increasingly alarmed about the prevalance of plastic waste in the sea, detecting it in minute particles in sea life, blocking the intenstines of fish and mammals, and in the Pacific conglomerating on the sea's surface in vast floating mats.

 "We know plastics are a growing problem for our environment that must be tackled," said Dr Sam Gardner, the acting director of WWF Scotland. "They are not only suffocating our oceans, but as they get washed ashore, can have a lasting impact on our coastal environment."

The SCRAPbook project said it was grading the waste piles in order of severity in a bid to prioritise the first sites to be cleaned up. They hope it will also allow volunteer groups to coordinate their own clean-up operations.



Strait of Istanbul Sailing and Yacht Racings



The Notice of the Istanbul Harbour Master informs that according to  "2018 Turkish Sailing Federation Sailing Races Schedule" following racing activities will take place;

1-      BAY Boğaziçi Cup Racing:

Racing which organized by Besiktas Bahcesehir University will be held between 11:00 – 16:00 local hours on  5th May of 2018 at  Besiktas  BAU- Anadolu Hisarı – Besiktas BAU parkour. 

2-       MASS Friendship Cup Racing:

             Racing which organized by Marmara Sailing Club will be held between 12:00-17:00 local

             hours on 2nd June of  2018 at Buyukdere –Cıragan- Anadolu Hisarı – Cıragan parkour.


3-      BMW Sailing Fest Racing:

Race which organized by Borusan Holding.will be held between 11:00-16:00 local hours on 23th June of  2018 at Buyukdere-Bebek parkour.

4-       Bogazici Cup Racing:

Race which organized by  Turkey Offshore Racing will be held between 11:00 16:00 local hours on 30th of  June 2018 at Besiktas-Anadolu Hisarı- Besiktas parkour.

        All vessel intend to pass  the mentioned racing parkour areas should   to do not interrupt racing activity , and be advised to be vigilant and keep clear of  the way of racing yachts.

The notification of closures will be at short notice and all the vessels and sea crafts sailing in the local traffic should observe the warnings and cautions to be issued by the Vessel Traffic Center and Stations concerned so as not to hinder the sea crafts in the region.


Source: Republic of Turkey Ministry of Transport, Maritime and Communications, Istanbul Harbour Master





TURNHOS N/W : 0504/18 (İstanbul NAVTEX Station) (Published Date 20-04-2018 13:39)

TURNHOS N/W : 0504/18



Source: Office Of Navigation, Hydrography and Oceanography- ONHO


Strait of Canakkale wil be closed to sea traffic temporarily


Strait of Canakkale will be closed to sea traffic.

The Notice of the Turkish Navy informs that due to "18 March Çanakkale Victory and Commemoration Martyrs Day" event activities, Strait of Canakkale will be closed temporarily  on 16 -18 March 2018 between 0500Z to 1300Z hours. Turkish Naval Forces Office of Navigation, Hydrography and Oceanography (ONHO) message as below;

TURNHOS N/W  : 0395/18





Source: ONHO


IMO promotes fishing vessel safety agreement to save lives


​When it comes to fishing vessel safety, the mission is clear, says Sandra Allnutt of the International Maritime Organization (IMO): enhance safety to save lives.

"We want to reduce loss of life in one of the most dangerous professions in the world, and we want to enhance safety on board fishing vessels," said Ms Allnutt, Head of Maritime Technology in IMO's Maritime Safety Division, following a regional seminar, in Cape Town, South Africa, to promote ratification and implementation of a key fishing vessel safety treaty known as the Cape Town Agreement of 2012.


"This Agreement, once fully ratified, in force and implemented, will be an internationally binding agreement which will facilitate better control of fishing vessel safety by flag, port and coastal States. It will also contribute to the fight against illegal, unreported and unregulated (IUU) fishing" Ms Allnutt said.

The Cape Town Agreement was adopted at an international conference held in South Africa in 2012, as a means to bring into effect the provisions of the 1977 Torremolinos International Convention for the Safety of Fishing Vessels, which was later modified by the 1993 Torremolinos Protocol. In ratifying the 2012 Agreement, Parties agree to amendments to the provisions of the 1993 Protocol, so that they can come into force as soon as possible thereafter.

The treaty will enter into force 12 months after at least 22 States, with an aggregate 3,600 fishing vessels of 24 m in length and over operating on the high seas have expressed their consent to be bound by it. To date, seven countries have ratified the Cape Town Agreement: Congo, Denmark, Germany, Iceland, Netherlands, Norway and South Africa. Between them, they have an aggregate of 884 fishing vessels of 24 m in length and over operating on the high seas.

International treaties such as the International Convention for the Safety of Life at Sea (SOLAS) have been in force for decades for commercial shipping industry, including cargo and passenger ships. However, the key instrument applicable to fishing vessels is still not in force. This means there are no mandatory international requirements for stability and associated seaworthiness, life-saving appliances, communications equipment or fire protection, as well as fishing vessel construction. 

The Cape Town Regional Seminar (16 to 20 October 2017) was attended by participants from 10 countries in the Africa Anglophone region. It followed similar events, organized by IMO in cooperation with the Food and Agriculture Organization of the United Nations (FAO), including, in the Cook Islands (28 August - 1 September 2017), for 10 countries in the Pacific region; in Côte d'Ivoire (December 2016), for 12 countries from the Africa Francophone region; in Indonesia (April 2015), for 11 countries from the East Asia region; in Belize (October 2014), for 13 countries in the Caribbean; and in Peru (June 2014), for 12 countries in Latin America.

Future seminars are planned to be held in further region(s) during 2018.

The IMO Assembly, meeting in November 2017, is expected to adopt a resolution to extend the IMO ship identification number scheme, on a voluntary basis, to fishing vessels of 100 gross tonnage and above of non-steel construction and all motorized inboard fishing vessels of less than 100 gross tonnage down to a size limit of 12 metres in length overall (LOA) authorized to operate outside waters under national jurisdiction of the flag State. This move is expected to contribute to the fight against IUU fishing and to the implementation of the FAO Global Record of Fishing Vessels, Refrigerated Transport Vessels and Supply Vessels.

IMO is also undertaking a comprehensive review of its treaty on training of fishing vessel personnel, the International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel (STCW-F), 1995, which entered into force in 2012. The aim is to update and revise the treaty, taking into account the unique nature of the fishing industry, the fishing working environment and the need to prevent damage to the marine environment.



Source: IMO's website.


Ocean Change requires solutions - UN Oceans Envoy


"We need to talk more about 'Ocean Change'," said Fiji's Ambassador Peter Thomson, the UN Secretary General's Special Envoy for the Ocean (right), pictured with IMO Secretary-General Kitack Lim.

Solutions to address human-induced "Ocean Change" are needed to save life in the ocean and reverse the cycle of decline in which it is caught, according to Fiji's Ambassador Peter Thomson, the UN Secretary General's Special Envoy for the Ocean.

Peter Thomson, who was visiting the International Maritime Organization (IMO) in London, said that as a Fijian, he had personally witnessed the degradation of the marine environment in his lifetime, citing marine litter and coral bleaching as just two examples.

"As a grandfather I find these changes tragic. It is time for us to implement the solutions to ocean's many problems," he said. 

Special Envoy Thomson told a briefing of IMO senior staff that the UN Ocean Conference, held in New York in June 2017, had demonstrated a clear will and commitment by all sectors of the ocean community to support the implementation of the UN's Sustainable Development Goal 14. SDG14 calls for the world to conserve and sustainably use the resources of the ocean for sustainable development.      
"We are all aware of 'Climate Change'; but we need to talk more about 'Ocean Change' and the effects of acidification, warming, plastic pollution, dead zones and so on," Thomson said. "The world must know that we have a plan to save the ocean. As it stands, SDG14 represents the only universal commitment we have to save life in the ocean for our grandchildren to enjoy. We have a strategy to drive SDG14 and what is required over the next three years is concerted action." 
The UN Ocean Conference resulted in a firm Call for Action declaration, subsequently adopted by consensus at the UN General Assembly, to support the implementation of SDG14. More than 1,400 voluntary commitments have been pledged as a result the conference and these are now being shaped into Communities of Ocean Action.

Special Envoy Thomson said he would be working closely with these communities to ensure the commitments were being developed and implemented into meaningful ocean action.

He said he would be cooperating with Member States and the UN system to optimize the effectiveness of UN-Oceans, the UN's inter-agency mechanism for ocean action. Equally important, he said, would be his work with civil society, the scientific community, the business sector, and other relevant stakeholders, to coalesce and encourage their activities in support of the implementation of SDG 14.

Thomson emphasized that IMO, as the United Nations agency responsible for developing and adopting measures to improve the safety and security of international shipping and to prevent pollution from ships, had an integral role to play in the effort to meet SDG14's targets.  

IMO has adopted regulations to protect the marine environment from ships, including the International Convention for the Prevention of Pollution from ships (MARPOL), and the Ballast Water Management Convention, which aims to prevent the spread of potentially harmful aquatic invasive species.

IMO is the Secretariat for The London Convention and Protocol, treaties which regulate the dumping of wastes at sea, and these are hosted by IMO. The 2016 Strategic Plan for the London Protocol/Convention has been registered as a voluntary commitment under SDG 14.  

IMO also fulfills secretariat functions for the Joint Group of Experts on Scientific Aspects of Marine Environmental Protection (GESAMP), an advisory body of the United Nations. GESAMP has issued peer-reviewed reports on microplastics in the marine environment and on other relevant topics. 

IMO is one of the partners in the Global Partnership on Marine Litter (GPML), which is managed by UN Environment, with IMO co-leading on sea-based sources of marine litter together with the Food and Agricultural Organization (FAO). 

Peter Thomson was appointed as Special Envoy for the Ocean by United Nations Secretary-General António Guterres in September. 



Source: IMO's website

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