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  1. #101
    Thailand Expat OhOh's Avatar
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    Another side to the Offshore world story.

    Many years ago I was working for a Manchester based Employment Agency generally in Leeds, Manchester and Sheffield as a structural designer.

    My first taste of the Oil and gas business was to accept a contract based at an office in Easington, east of Hull, a small helicopter base utilised for the Southern North Sea platforms.

    My task was to audit the required safety equipment installed on the platforms. Such as these types of items, mark their locations, if not at the locations indicated on the existing drawings or tick if they were, and photograph them.



    After a few weeks of getting a handle on the types of items and their appearances, the platform locations and helicopter availability a platform visit schedule was confirmed. Work packages were created and packs assembled. The day before the first flight I was taken to meet the Police officer and informed i would need my passport to travel. It seemed the helicopter visited the Norwegian sector platforms as well. A quick drive back to Leeds to collect it and all was set. My bags were searched, all lighters and cigarettes removed a life west donned and that was that.

    No survival drill or pool tests in those days, the helicopter crew described the arrival procedure and took me to the platform staircase upon arrival, showing me where to wait when the helicopter returned for me and flew on.

    The southern platforms were generally quite small compared to the northern ones, some barely large enough for a helipad:



    others more substantial:



    I mostly flew to one platform a day, depending on the size and number of equipment checks and returning back to land in the evening. Sometimes from one platform to another on the list. Some were permanently manned and on those I was assigned a "helper" who explained the safety and emergency abandon platform procedures - where the lifeboats were, fitted me out with the regulation clothing and guided me around. Others were automatically controlled from a land office and were devoid of any workers.









    On these the first task was to find the "safety Portakabin" and report my arrival, so they knew I was there! After completing the audit I confirmed with the land office I had finished and they informed me of the time for the helicopter to return, I awaited the helicopter to return was boarded by the flight crew and we departed. As it was a summertime contract the weather was good and I never was forced to stay aboard the platform unless I hadn't finished my audit. The food was good the cabin OK All the guys I met offshore were very helpful and friendly.

    Upon returning back to Easington the documents and photos were packaged and sent back to the client. A well paid and uneventful summer.
    Last edited by OhOh; 20-11-2019 at 02:15 PM.
    A tray full of GOLD is not worth a moment in time.

  2. #102
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    And when it all goes wrong...

    Once an ROV becomes detached from the umbilical it's a dead sub and can no longer be controlled. A neutrally buoyant ROV would be easiest to operate, but they're trimmed to be very slightly positively buoyant, so if the worst happens the ROV will float up to the sea surface. It will be pinging a transponder all the time so finding the position isn't usually a problem.

    The guys have found it and close in...



    ...capture it and secure a line for towing!



    And it's hoisted back using the A-frame.



    And after a lot of work, back in it's location on the back deck. This wasn't a particularly difficult recovery operation in the gentle rolling swell of the South Atlantic - the job was off Angola. A different story in winter gales in the North Sea.

    That vessel had two ROVs, one port and one starboard, configured for survey and tooling ops. That saved a lot of time between dives.



    I can't remember for sure, but I think the vessel may have gone alongside to transfer the ROV to the quayside, and then lifted to it's correct position.



    And, just for interest, another day from that job off Angola on the Acergy Legend.

    A humpback whale comes to visit...





    Humpbacks are a common site off Gabon, Congo, Angola and Namibia during late summer/autumn when they come up from Antarctica to breed. The population was almost wiped out last century by the whaling operating out of Walvis Bay in Namibia. Thankfully they seem to be recovering well, but just hope the Japanese stay away.

    And off Gabon...


  3. #103
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    ^&^^ Great photos. Especially the Whale pics.

  4. #104
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    ^^^

    Speaking of weather and helicopters...

    I remember many years ago joining a small survey vessel in the Norwegian Sector, at night, in a gale. The chopper was enroute to a drill rig and dropped me off on the way. It took three attempted landings, and once on the helipad, while awaiting the helicopter door to be opened, the drillers were mimicking throwing up, as the boat (and helicopter) were moving around so much. I have never been so glad to get off one of those bloody things.

    That was 25 years ago. These days a vessel has to stream telemetry data to shore for 20 minutes to prove that the helipad isn't pitching more than 3 degrees. If it is, the helicopter isn't coming. This resulted in many last minute cancelled helicopter flights and delayed crew changes. One crew onboard pissed off at being delayed, and the expense of a second crew onshore waiting in hotels. As so many helicopter flights were postponed or cancelled the operators generally plan for alongside crew changes now and don't consider the helicopter option. Stringent HSE isn't always a bad thing!

  5. #105
    Thailand Expat OhOh's Avatar
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    My next "offshore world" contract, turning into a multi year stay, was the result of a one line add in the UK Daily Telegraph, "Structural Engineers required with Intergraph CAD experience."

    Having the structural experience and having been trained on Intergraph CAD usage in Canada I applied. After a 45 minute interview at their London office, where I displayed my then current work, paper drawings/computer analysis, the all agreed I would be very useful and offered a good rate, probably twice the Manchester rate I was used too.The project I showed them was one I was involved in, in Canada. The analysis confirming the placement of an Electrostatic Smoke Filter Assembly, about the size of a Portakabin, at the top of an existing concrete smoke stack to reduce pollution, would be structurally sound and not cause the stack to fall over or break in the middle, due to the additional weight and wind loadings. The sulphur particles, once extracted from the stack flow, were funnelled down to a collector at the stack base.

    After a brief test on their Vax based system with multiple consoles hung on it, where it became apparent that I knew "slightly more about Intergraph CAD as a user" than my testers, our family moved to London:



    These beast were considered, at the time the bee's knees of CAD workstations. One could raise and tilt the screens electrically and the large table at the front, with a modified keyboard and space for icon menus allowed a very tailored work process. During office hours they were positioned as shown. As we worked a two shift, 6am to 2 pm and 2 pm to 10pm, once all had left for home, one could adjust to seating to a more laid back position, tilt the table downwards, raise and tilt the screens. During the day, as the CAD room was surrounded by glass walls, where all clients brought to and stopped, to admire the equipment, one had to adopt a more standard set-up.

    The company was more a front end studies type. They had purchased the system to improve and speed up P&ID, PFD and Electrical schematics. Rumour had it that the MD used his Black AMX card to purchase it after a successful project win in Australia.

    Upon joining the company I was assigned to a drawing board and under the watch full eye of the Chief Structural Engineer learned the jacket and topside structural business on small Southern North Sea Gas Production platforms. Large diameter jacket pipes and modular topside modules. Weight distribution, vibration, wave and wind loads, module placement sequencing etc. The only every day electronic aid we had was HP Programmable hand sets which were useful for calculating leg and bracing 3D geometry. Structural analysis of the structure + topsides required multiple case loadings, tedious Finite Element Analysis and even more tedious reviewing the output sheets, making revisions another rerun, until all the stresses were acceptable.

    The expensive CAD system meanwhile duly churned out thousands of dumb 2d CAD, but much prettier, drawings. Many of which were modifications of previous ones, whole system chunks could be cut and pasted, which was one way of saving man-hours, delivery time and hence more profit for the client and more project wins for the company. The various icon selection menus also assisted in their quality.

    The company then won an AMOCO contract to deliver a computerised/data base searchable diver inspection work sheets. I am presuming at the time divers were sent down with a waterproof board, a waterproof pen and waterproof images to a particular task, arrived at the correct location and inspected/measured various items for damage, wear or renewal, went back up and reported what they had found etc.

    Upon discussion of our methods to deliver this contract it was decided to create 3d models of the individual platform jackets. These models would be created from the as-built documents.

    I was allotted the tasks of:

    1. Producing the jackets centre line 3D geometry, verticals, horizontals and bracing.
    2. Adding the tubes and ensuring the corner joints, where they were all welded together, confirmed to the mandatory minimum spacing.
    3. Creating, the zoomed in 3 views, External North, East and inside shots of each corner joint etc. This was CPU intensive so once the model shot had been orientated and depth of model to be analysed set. A few shots were created, sent off to the VAX mainframe which ensured a paid pub break. One had to be logged in, which meant was "working" to the bean counters
    4. Creating the standard work icon menus
    5. Creating the client approved documentation types. Which, once the joint images were added and labelled, would meet the clients/divers requirements
    6. Creating an approved workflow and checking/audit system to be given to our team, who took the joint images, arranged them in multiple documents, labelled the images, added compass icons, titled all to the clients approved specifications and deposited them into an electronic database created by the client.

    This was created and delivered on time to the client, with the help of the addition of an enhanced hourly rate three shift system towards the end.

    At the time the AMOCO North West Hutton Platform was the largest electronic offshore platform model in existence. NW Hutton did have it's own additional problems which required additional modelling.

    It would have been useful to make it an "intelligent, database linked, at component level, 3D model but the client's budget wouldn't extend to the additional contract. Nowadays it's standard practise.

    Random offshore pics-topside-module-installation-png

    Nowadays full intelligent 3d Models are utilised in designing, integrated with analysis programmes, clash checking individual modules and complete as delivered topsides, prior to creating, assembly, shipping, installing. Because time to production, onshore production is far more productive, hence income can be guaranteed, maintenance procedures can be reviewed, work packages produced in a comfortable office environment onshore, rather than on a cold, windy, autumn day, holding flapping drawings and possible inadequate supplies of components which are required/usable.

    Great days.

    Then I went off to Switzerland.
    Attached Thumbnails Attached Thumbnails Random offshore pics-topside-module-installation-png  
    Last edited by OhOh; 20-11-2019 at 04:53 PM.

  6. #106
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    Well, Dill's silly Tearjerkers thread has robbed me of sleep tonight, so I'll do as I did ten years ago, immerse myself in something to take my mind off things!

    A small story of an ROV survey. This was a route survey for a new pipeline in the Norwegian Sea, off northern Norway.

    The idea is basically to fly the ROV along the proposed route, mapping the seabed, identifying obstructions and determining the shallow geology (for trenching viability).

    Along the route this was imaged by the side scan sonar. Pretty unmistakable... side scan sonar works as though you're shining a torch along the ground. Anything showing relief will cause a shadow and a silhouette of an object will be identified.



    This was offset around 60m from the proposed route, but finding an unknown shipwreck is cause enough to pause a survey for further investigation. The ROV was flown over the wreck to image it using multibeam echosounder (soundwaves, the same as a single beam echosounder used to find water depth - but lots of beams). This wreck lay in about 270m water depth.



    As the wreck was unknown, a visual survey was authorised by the client. Everything has a cost of course.

    The wreck's bow.



    An anchor.



    The ship's wheel (upper right). The wreck was encrusted in marine growth including large corals - a sign it had been on the seabed for some time.



    And most importantly, the ship's name!



    It took some cleaning - brushing and water jetting - but eventually the name 'Luise Horn' was revealed.

    A search led to the German shipping company Horn Line, and a list of their lost ships.



    The Luise Horn was a cargo ship built in 1899, and lost in the North Sea in 1907. As simple as that. In those days with no radio, if a ship was lost between A and B, then it could be anywhere along that route, or a long way off course if caught in a bad storm.

    Further research revealed the Luise Horn had left Newcastle in 1907 carrying a cargo of coal to Trondheim in northern Norway. After the ship had left Newcastle, relatives of the crew members had no idea what had happened to their loved ones for almost 100 years. A nice end to the story... the client paid for flights for surviving relatives to visit the site of the wreck and lay wreaths on the water to commemorate the dead.

    The pipeline route was respectably deviated to leave the wreck in peace.

  7. #107
    On a walkabout Loy Toy's Avatar
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    A mate of mine is considered by many to be one of the best ROV technicians in the field.

    He has told me some interesting stories about his adventures.

    Last I heard he was setting up a ROV training centre in Cornwall.

  8. #108
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    Great pics everyone, fascinating stuff.

  9. #109
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    Fantastic stuff, Mendip.

  10. #110
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    Quote Originally Posted by kmart View Post
    ^&^^ Great photos. Especially the Whale pics.
    +1.
    Thanx.

  11. #111
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    Quote Originally Posted by hallelujah View Post
    Fantastic stuff, Mendip.
    +1 from me

    To Mendip and all the other contributors.


    Mendip I think I might have sent you a RED instead of a green if I did I am so sorry.

  12. #112
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    Thanks for posting !

  13. #113
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    Drilling...

    Dirk, you mentioned you were on the COSL Pioneer earlier this month. The COSL Innovator was alongside in Kristiansund, northern Norway earlier this year. Maintenance between contracts maybe?



    And another semi-sub drill rig, the Maersk Deliverer (can't remember where).



    And another...



    The semi submersibles have huge underwater pontoons for stability and are held in position by an array of anchors. I think the pontoons are flooded/drained to alter buoyancy as required, whether the rig is at work or transiting between drills. This isn't my area but I'm sure Airportwo and Dirk Diggler, amongst others, will have in depth knowledge. Once a drill is finished, the anchor handlers retrieve the anchors and tow the rig off to the next location.

    A rig move at the Asgard field, northern Norway.



    I've noticed a lot of drilling activity in the Norwegian Sector this year - a good sign for future development projects (if you're in the industry, of course).

    And a very bad sign for the industry - drill rigs stacked up at Las Palmas, Gran Canaria in 2015 - the most severe downturn I have witnessed in nearly 30 years of working offshore. We called in here enroute to Norway after completing a project off Angola. Cheap fuel at Las Palmas so the skipper wanted to fill his tanks. (not empty his tanks, which means something entirely different after an offshore trip!).



    Drill ships are common off West Africa. I guess the predictable weather and gentle Atlantic swell enable a drill ship to maintain stability and hold position on DP. The advantages are no anchor handlers needed, and quick transits between jobs. Time is money, after all.

    The Pride Africa taking on supplies. An ultra deep water drill ship, capable of drilling in water depths to around 3km.



    Don't know the name of this drill ship but I'm sure someone will know the logo.



    The Saipem 12000 off Angola in around 2012. A latest generation ultra deep water drill ship - can work in water depths approaching 4km and drill to depths approaching 11km.



    Another drill ship on the CLOV project off Angola in 2014. We often get delayed by these ships drilling production wells while we're trying to lay pipelines and jumpers to connect to the wellheads. The drill ships are more expensive than us, so they win and we have to work around them. The drilling destroys the visibility underwater which is a real pain when we're trying to do surveys with ROVs. This one is flaring off, which I don't really understand being done by a drill ship. Airportwo?



    And a few minutes later... I think the industry doesn't help itself at times.


  14. #114
    Thailand Expat Airportwo's Avatar
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    Another COSL "sister" out of the water on pontoons, no idea what her name was, they were getting ready for a contract in Dalian couple of years back.
    Random offshore pics-cosl-jpg

    Something different, raising a mast on a Tender, after raising Mast is "scoped" out and you have a fully functioning Mast!

    Random offshore pics-mast-jpg
    Attached Thumbnails Attached Thumbnails Random offshore pics-mast-jpg   Random offshore pics-cosl-jpg  

  15. #115
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    I spent several years, on and off working on the Acergy Legend between 2010 and 2014. She worked off West Africa - Gabon, Congo and Angola mainly. A lot of people avoid West Africa, but once the travel is done I find it nice to work in good weather and the tax situation is very favourable. HSE used to be a bit more relaxed in southern latitudes- although that's now changing and last time I crew changed in Luanda everyone was subject to a urine test for alcohol and drugs.

    The Legend was old, tired and dirty - originally built in The States as a river boat but later converted for offshore use. It's shallow draft meant it rolled like a b*stard in bad weather, hence it was confined to West African work.



    The living quarters were cramped, the boat was crowded with crew for two ROVs, survey and any back deck work. Four man cabins were the norm, and if you were unlucky you'd end up in a six man cabin. A long time since that's happened in the North Sea.

    My 'office' was a converted shipping contained just behind the bridge.



    The container was smelly, cramped and hot - but who gets a view like this from their office window!!?



    At one point we had so many power blackouts the Legend was banned from working within platform 500m zones. In a big swell, the boat thrusted so hard to maintain position that if you were eating a meal the vibration caused the plate to jump across the table. But all said and done, African work for me is more varied and interesting and I enjoy the unpredictability. The Legend had a very tight crew - the worse the conditions the more the guys stick together, a kind of siege mentality. I once did a ten week trip on this vessel and have good memories of it - even managed to lose some weight with the awful food!

    One time we were working around 80km off the Angolan coast when we came across this small fishing boat. They said they needed to come onboard as they had no food or water and their engine had broken.

    What to do? If you take someone onboard and they claim to be a refugee, I think maritime law states you have to take them to your home port - in this case Norway. You can't trust anything, so these guys were given food and water and fuel for their engine, but not allowed onboard.



    Miraculously, 20 minutes later their engine was working again and off they went.

    Refugees are a very real problem now when working at sea. Three years ago during a job on the Greenstream pipelines between Sicily and Libya, security guys joined the crew. They weren't officially armed, but... That was not a nice job, a lot of bodies had been dumped at sea.

  16. #116
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    Absolutely fantastic info !
    Thanks...

  17. #117
    Thailand Expat Airportwo's Avatar
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    A couple of "Tender" rigs, used a lot in the Gulf of Thailand, well over two hundred platforms have been drilled using Tenders. The Tender acts as the "support" vessel for the drilling operations and houses power plant, mud pumps, accommodation etc, makes the platform a lot cheaper to construct as does have to be able to bear as much weight if the complete drilling package was installed on platform.

    Semi sub Tender:
    Random offshore pics-semi-png

    Flat bottomed Tender, semi sub is much more stable!

    Random offshore pics-fb-jpg
    Attached Thumbnails Attached Thumbnails Random offshore pics-semi-png   Random offshore pics-fb-jpg  

  18. #118
    Thailand Expat Airportwo's Avatar
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    Semi-submersible heavy lift carriers.

    Random offshore pics-cam-d2_frame-1681_002-jpg

    Random offshore pics-01-jpg
    Attached Thumbnails Attached Thumbnails Random offshore pics-cam-d2_frame-1681_002-jpg   Random offshore pics-01-jpg  

  19. #119
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    ^ Incredible boats, those heavy lift carriers.

    Up in the Norwegian Sea with deep water and high seas the concrete gravity based structures used to be the design of choice. They seem to have been replaced now by anchored semi subs.

    A recent project at Statfjord (Norwegian Sea) with a couple of concrete GBS in view.



    That was in around 150m of water. The huge Troll gas field in 300m water depth required the design to be pushed to its limits. The Troll A platform is over 470m tall - and once installed, above sea level it looks quite run of the mill, but the structure below sea level is truly impressive.

    Not my pics, but worth showing I think.

    The Norwegians make full use of deep water close to land and several concrete structures have been built at Vats, up a small fjord on the west coast. The concrete was poured in one continuous pour using a method called slip form, utilising a gradually raising gantry to avoid the weakness of construction joints (the joints between concrete pours).



    Once finished it had to be towed out - a delicate operation. In 1996 the platform was towed over 200km, around 80km of which was in open sea. The meteorologists earned their money for this, predicting a weather window. The last thing you'd want is to be caught in a storm.





    Once installed.



    And just to get things in perspective... it is said to be the tallest and heaviest structure ever moved by mankind. Troll A is 472m tall and weighed in at 683,600 tons without ballast.



    Troll A was a success, but things can go wrong. In 1993 I was working on a small survey vessel for Statoil when we called back to Stavanger for an emergency. The first Sleipner A concrete GBS had failed during buoyancy testing and sunk in 200m or so water depth. The impact on the seabed registered 3 on the Richter scale! We had to do a survey and map out the debris, but all we found was a twisted mess of rebar and concrete - the structure had completely broken up. Total financial cost around 700 million US.

  20. #120
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    That is really amazing.



    This picture looks like science fiction movie prop.

    Reading the facts about it, I cannot believe it is not more famous.

  21. #121
    Thailand Expat Airportwo's Avatar
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    Quote Originally Posted by Mendip View Post
    Total financial cost around 700 million US.
    When we FU in the oilfield we usually do it BIG time and cost someone (shareholders!) a lot of money!

    This was an interesting project that never came to anything apart from using a whole lot of steel and welding rods, The Octabouy, it was going to be the worlds first "dry tree" Semi sub FPSO, pictures show the hull the topsides were built in another yard, company that was building it went bankrupt and walked away - shipyard cannot sell to anyone so it is slowly going to rust away - may take a while, been sat five years now. Its BIG!
    Chinese shipyards have been left with all sorts of junk iron since the downturn in ~2014, they still have 20 Billion dollars worth of Jackups sat in yards, numerous Semi subs and supply boats also, sure they regret the favourable terms they were giving to customers, they were financing these deals and taking minimum deposits.

    Random offshore pics-octabuoy-jpg


    Random offshore pics-sam_0339-jpg
    Attached Thumbnails Attached Thumbnails Random offshore pics-octabuoy-jpg   Random offshore pics-sam_0339-jpg  

  22. #122
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    Thanks again !

  23. #123
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    Pazflor, a project off Angola for Total that was developed around 2010.

    The Acergy Polaris laid all the flowlines for the project. A dirty DP lay barge - difficult to see which end is the bow and which end is the stern. Not that it really matters. The bow is at the front of this pic, the helideck above the bridge.



    A delivery barge alongside - full of 12 metre (40 ft) sections of rigid flowline to be welded together and laid off the back of the Polaris. Any normal construction operations are slightly complicated offshore by the continual movement. Lifting each 12m section onto the lay barge should of course be standard practice, but in heavy swell, once a load starts moving it can soon get uncontrollable. Even in the gentle swells of West Africa.



    And a view up the arse end of the Polaris while in lay mode. You can see the flowline central in the pic as it's being laid. I think this flowline was around 12" diameter (more with coating).



    A problem, and pipelay stops and the stinger's raised...



    And to get an idea of the scale... a few guys in the MOB boat at the end of the stinger trying to sort the problem out.



    A supply boat tows out a load of suction anchors for the soon to arrive Pazflor FPSO. The FPSO (floating, production, storage, offloading) installation is really just a huge floating chemical plant. Officially a vessel, so under maritime law, but anchored to the seabed by the suction anchors connected to anchor chains.



    And the Polaris duly starts to install the suction anchors before the FPSO arrives on site. A drill ship is just visible in the haze to the right of the pic.


  24. #124
    Thailand Expat Backspin's Avatar
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    ^ Cool

    I worked for Stat Toil in Alberta. Deep pockets they have. Paid me to sit on my ass for months

  25. #125
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    Thanks all for the pics & stories, very interesting.

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