Bulk carriers are the workhorses of international maritime trade. Those responsible for operating them need to manage significant risks inherent to the dry bulk trade. Certain cargoes can deplete oxygen, catch fire, explode, corrode holds or simply deteriorate. At terminals, the Master may come under pressure to accept cargoes that are too hot or wet, which could endanger vessel and crew.
The dry bulk sector has made huge efforts to improve safety, but “there is no room for complacency and more work is needed,” says Intercargo Secretary General Dr Kostas Gkonis.

With the support of Intercargo and vetting organisation RightShip, The Nautical Institute has responded by publishing A Guide to Bulk Carrier Operations.

In the words of RightShip General Manager David Peel, the book has been designed as “a comprehensive end-to-end guide to exemplary safety practices that will be useful for all participants in our workforce, including shipowners, ports, terminals, charterers and associations”.

This highly practical guide draws on the expertise of more than 20 contributing experts representing a wide range of disciplines involved with the dry bulk trades. The book takes the reader through the essentials at each stage of the voyage, from preparation and loading, to care of the cargo and ship at sea, and finally arrival and discharge.

Subjects covered include strength and stability, hatch cover care, enclosed spaces, charterparties, legislation, draught surveys, deballasting, monitoring hazardous cargoes, spontaneous combustion, fumigation, coal fires, liquefaction and oxygen-depletion, safe mooring and access, ship-shore communication and ship/shore damage.

Clear diagrams and photographs complement the text along with tips, checklists and case studies.
The common-sense approach and straightforward language mean that, as Dr Gkonis says, this book “is indeed a pleasure to read!”
• To purchase your copy of A Guide to Bulk Carrier Operations please email pubs.admin@nautinst.org (price: £65; ISBN: 978 1 906915 77 3; NI ref: 0397).

The Nautical Institute is an international representative body for maritime professionals involved in the control of seagoing ships. It provides a wide range of services to enhance the professional standing and knowledge of members, who are drawn from all sectors of the maritime world. Founded in 1972, the Institute has over 40 branches worldwide and some 7,000 members in more than 120 countries.
Source: The Nautical Institute


Digitalisation and decarbonisation are driving a period of unprecedented change in the maritime industry, underpinned by the regulatory agenda.
As the implementation date of IMO 2021 draws near, it is clear that we must rethink our attitudes to technology. In Part 1 of this blog, we explored the key challenges facing shipping companies and their readiness to facilitate the move to digitalisation.

 

Here in part 2, we look at decarbonisation and cyber security. What might shipping companies do to prepare for, and comply with, the regulatory requirements on the horizon?

Digitalisation will ultimately create a two-tier shipping market, divided into those owners and operators who have the best access to the latest information and those who do not.

The difference between this relatively recent position and the days of employing simple but effective means of checking vessel arrivals or departures or bidding for cargoes is that almost anyone who wants to, can pay to access the data on vessel positions, port traffic, weather or other information.

This matters too because in the space of a little over a decade, new targets on environmental efficiency will force the industry to adopt new working practices. Most critically this includes new fuels as the means of complying with IMO targets on the reduction of carbon intensity on a vessel by vessel basis.

Collection, analysis and interpretation of every bit of data from ship systems at that point becomes critical – potentially the difference between success or failure to comply. The data that ships produce on their emissions will be reported automatically and this data will inform not just regulations but market measures, including the cost at which lenders make capital available to shipping companies.

Cyber Critical Systems

New technology and the need for sustainability are two fundamental forces acting on the maritime industry; the other is security of the IT networks on which both rely. The IMO has adopted cyber-security related amendments to the International Safety Management Code (ISM Code) while the tanker sector has already made similar requirements part of Tanker Management Safety Assessment (TMSA) version 3.

While the first represents mandatory regulation, the second is a ‘licence to operate’ for owners carrying hazardous cargoes. The ISM Code will require demonstration that action has been taken to address cyber security, TMSA will require shipowners to demonstrate that they have the latest available IT operating system and other software updates as well as specific security patches either as part of a Port State Control inspection or in pre-qualifying a vessel to carry cargo.

The industry’s largest, long term players are likely to already meet these requirements but for an operator with limited IT outfit, they present an unwelcome burden. For one with a sophisticated network encompassing IT and OT, it presents an additional series of tasks for crew unless it can be managed with a minimum of additional administration.

Compliance with voluntary cyber security guidelines until now have tended to succeed or fail on the basis of the human element, relying on an intention to do the right thing. It is precisely this lack of transparency over how the tasks are performed and the updates recorded that the regulation seeks to change.

Marlink estimates that at least 50% of software updates are still performed by the collection of physical media such as a CD for manual update with the balance performed ‘over the air’ and automatically applied.

Supporting the change

Marlink realised some years ago that as maritime connectivity continued to improve, so shipowner needs would shift towards deeper relationships with partners who could support their digitalisation and decarbonisation strategies and provide them with integrated compliance solutions.

At the heart of our digital enablement strategy is ITLink, which allows shipping companies to develop, test and deploy IT solutions fleetwide. This can extend from operating system patches or upgrades to applications and even complete ERP systems. Marlink is enabling owners to transfer these tasks away from crew towards specialists onshore who can develop and implement the programs they need, test them for robustness and share them across a fleet with a single click.

When it comes to IMO2021 compliance, that means crew no longer have to worry about proving their systems have the latest updates; ITLink’s intuitive dashboard provides inspectors with single view of system status. In addition, Marlink’s CyberGuard portfolio provides a range of solutions to further protect vessels from cyber threats and ensure compliance.

Unlike some asset management application providers, Marlink believes the data from these shipboard systems is the property of the shipowner and the enhanced visibility of asset condition is something that they should be able to act on knowing the data is secure and confidential.

Finally, our use of advanced cloud technology enables the transfer of data with far higher compression and greater efficiency, offering an intriguing glimpse into where the industry is going in terms of access to data and navigation content for ships.

This means a greater number of maritime information vendors can digitalise their products and improve access by mariners to high quality data and applications. This enables services like ITLink to provide ‘over the air’ security and other updates and offers the potential to provide further applications and digital content for safety, operations and route optimisation.

The future is here

Regardless of short term shocks and disruptions, the course ahead for the shipping industry is set.

In the medium term, as owners engage with more complex IT network requirements, they will be able to enjoy expanded access to cloud-based applications and storage, increasing asset connectivity and bringing ‘virtual’ systems and applications onboard.

The ability of shoreside personnel to maintain and troubleshoot IT networks and to provide crew with the tools they need to demonstrate cyber resilience and compliance means that seafarers can concentrate on safe operations rather than be distracted by technology.

As the long term trend sees the cost of IT capex, opex and compliance fall over time, the resulting gains; in terms of improved voyage performance and vessel efficiency, will combine to improve shipping’s environmental profile, moving the industry towards its goal of digitalised, decarbonised and cyber-secure operations.

Read part 1 of this blog here


The International Chamber of Shipping (ICS) is running a unique series of digital events which will give shipping industry leaders an insight into how the post-COVID direction of national policies and corporate strategies outside the industry will impact on the future of shipping and international trade.

The first event, Shipping 2020 – Analysis of the impact of the COVID-19 pandemic, arranged in conjunction with DNV GL – Maritime, takes place on Wednesday September 9th.

It explores how much COVID-19 has fundamentally changed the way we do business – both for good and bad; identifies the key challenges that are still facing the shipping industry to resolve the crew change issue and prevent a recurrence; and looks at lessons to be learnt and alliances to be forged for the future.

IMO Issues COVID-19 Guidance For PPE And For Interactions Between Ship And Shore-Based Personnel

Representation Image – Credits: imo.org

The ICS Leadership Insights Series is designed to help senior decision makers better understand the changes taking place in the operating environment. It brings together industry leaders, policymakers and financiers to discuss the global shifts that have arisen in the wake of the pandemic and chart the path back to economic growth, stability and resilience. Providing a high-level perspective for the maritime sector, the Series focuses on how other industries are responding to this new world, and how that will impact our own business.

With speakers coming from a broad range of disciplines and offering a range of perspectives, the series is chaired by Esben Poulsson, Chairman of The International Chamber of Shipping, with the panel including:

  • Knut Ørbeck-Nilssen, CEO DNV GL – Maritime, Germany
  • Hugo De Stoop, CEO, EuroNav, Belgium
  • Gerardo A. Borromeo, CEO PTC Holdings, The Philippines
  • Guy Ryder, Secretary General, International Labour Organization, Switzerland
  • Guy Platten, Secretary General, ICS

Esben Poulsson said: “Understanding the systemic changes in the world and being able to deal with new risks is vital for any leader, no matter in which industry or wherever you may operate. Creating a more informed dialogue will ensure that we are able to make the right decisions as we shape the future of shipping.” Knut Ørbeck-Nilssen added: “Understanding the full scope of the pandemic’s impact on different industry players, and their response to it, is vital if we are to chart a path back to economic growth, stability and resilience. As we enter what I view as a period of maritime renaissance, our guiding principles must be anchored in closer collaboration and tireless innovation. It is these principles which I believe will help future-proof us against future black swan events.”

Registration is now open for the first four events in the ICS Leadership Insights Series, which will all take place at 10 am UK time:

  • 9 September 2020: Shipping 2020 – Analysis of the impact of the COVID-19 pandemic
  • 23 September 2020: Plotting recovery in the aftermath of COVID-19 – what should business expect next?
  • 14 October 2020: What will be the new norms? Planning for an uncertain future – investing for the future
  • 28 October 2020: Where does shipping’s decarbonisation agenda sit in a post-COVID -19 world?

The International Chamber of Shipping will release more information on each event nearer the time.

Reference: dnvgl.com


The first in-water remote ship surveys using a remotely operated vehicle (ROV) have been completed by classification society, DNV GL.

In-water bottom surveys using ROVs have now been carried out on three separate Wilson ASA-managed vessels with the first having been completed on the Wilson Fedje in December 2019 by a surveyor from Høvik.

The latest in-water survey of this kind was performed earlier in July on another ASA Wilson-managed vessel in Bergen, Norway. Elias Triantafyllidis, the remote surveyor, attended the survey from the DNV GL DATE (Direct Access to Experts) hub in Piraeus, Greece.

As with the two previous surveys, it was conducted in collaboration with VUVI AS, a Norwegian inspection company certified by DNV GL to perform underwater inspections for ships and offshore platforms using ROVs.

“We are delighted to have collaborated with VUVI and Wilson ASA to deliver this exciting new approach to remote surveys,” said Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime. “DNV GL has been carrying out remote surveys since 2018, so this service is an extension of a broad suite of remote services that are already available.

“Naturally, the pandemic has pushed us to scale up the intensity of remote service delivery and we are fortunate that our longstanding commitment to digital advancement has meant we are well positioned to respond to the needs of our customers during this difficult time.”

Survey planning and review of hull drawings were completed the day prior to the survey, thereby optimising the degree of survey assurance. During the inspection, the surveyor used VUVI’s sonar technology to scan the vessel’s bottom in order to locate the hull equipment, such as echo sounder sensors; speed log sensors and sea chests, while simultaneously assessing the general condition of the hull.

Seamless connectivity was ensured throughout the survey thanks to the use of a powerful router. The in-water survey was concluded in a similar timeframe to traditional surveys, i.e. two-and-a-half hours, achieving the same level of assurance as an in-person survey. DNV GL’s digital industry platform Veracity was used by VUVI AS, DNV GL and Wilson ASA to ensure secure data transfer when saving and sharing the video stream from the remote survey.

“Working in a modern world, with technologies allowing us carry out a bottom-survey without deviation or off-hire, we are really enabling a huge potential for efficiency and environmentally friendly solutions,” said Thorbjørn Dalsøren, general director of Wilson Ship Management. “We trust this will be adapted to several more of our operations, taking advantage of digital solutions.”

Statutory and class regulations require two bottom surveys of a vessel within a five-year period, with an interval of less than 36 months in between. The certification of VUVI AS was conducted in accordance with Class Programme DNV GL-CP0484 for in-water inspections.

Source: thedigitalship


Global Autonomous Ships Industry Competitive Analysis -Forecast and Historical Market Analysis by Key Market Segments

The global Autonomous Ships market report is updated and is published by the Market Research Store. Detailed information about the Autonomous Ships market is included which is updated according to the recent outbreak of COVID-19. The data that is provided in the report study consists of historical data from 2016 to 2019 and also forecasts the further market conditions from 2020 to 2026. The Autonomous Ships market report study consists of over 150 pages and has over 30 tables and above 20 figures.

Request Free Sample Copy of Autonomous Ships Market Research Reporthttp://www.marketresearchstore.com/report/global-autonomous-ships-market-report-2019-industry-analysis-607770#RequestSample

All the market players that are operating in the Autonomous Ships market is incorporated. Some of the major players that are included within the report are Kongsberg, Rolls-Royce, ASV, DARPA, NYK Line, Mitsui O.S.K. Lines, HNA Group, …. All the details about the organization are included for having clear idea about the market competitiveness.

The Autonomous Ships market report consists of market definition and overview. The target audience for the market is also included for better understanding the market scenario. The research analysts have conducted several primary and secondary researches in order to obtain the numerical for the Autonomous Ships market. The compound annual growth rate of the Autonomous Ships market is revised and updated in the report study. This is owing to the changed market conditions amidst COVID-19. Several research methodologies and tools were used for further validating the data that was obtained through these researches.

Read Detailed Index of full Research Study at@:: http://www.marketresearchstore.com/report/global-autonomous-ships-market-report-2019-industry-analysis-607770

The growth factors of the Autonomous Ships market are included along with detailed information about the market drivers. The market restraints are also included along with supporting facts. In the coming years, the Autonomous Ships market will have to face several challenges but there will also be opportunities for the market to grow in the coming years. All these factors are also included in the study.

The Autonomous Ships market segmentation includes {Maritime Autonomous Ships, Small Autonomous Ships}; {Commercial & Scientific, Military & Security}. In-depth study has been conducted about each and every segment of the market. The information in the report is depicted in subjective form as well as using tables and pictorial representations. This aids for better understanding of the Autonomous Ships market. The regional representations are also included. Global market analysis, region-wise and country-wise market analysis is also included within the dossier.

If Any Inquiry of Autonomous Ships Reporthttp://www.marketresearchstore.com/report/global-autonomous-ships-market-report-2019-industry-analysis-607770#InquiryForBuying

The key highlights of the report:

1)    Market driver, barriers, opportunities, and challenges
2)    Industry development
3)    Key regulations and mandates
4)    Patent analysis
5)    Value chain analysis
6)    Porter’s five forces model
7)    PESTLE and SWOT analysis
8)    Competitive landscape
9)    Investment opportunity analysis
10)    List of distributors/traders and buyers

Note – In order to provide more accurate market forecast, all our reports will be updated before delivery by considering the impact of COVID-19.
(*If you have any special requirements, please let us know and we will offer you the report as you want.)

Source: primefeed


AWP Marine Consultancy’s Captain Wyn Price, an active OCIMF SIRE auditor and Dania Ship Management general manager, head of vetting Torben Hertel tackled issues related to SIRE inspections and the expectations of operators.

Noting the subjective aspects of the risk management criteria oil majors employ, Mr Hertel said there is a need to address and reduce inconsistencies between oil majors’ and inspectors’ interpretations of the VIQ7 (Vessel Inspection Questionnaire, 7th Edition) questions.

As vetting “is an assessment of safety on board,” he said, there ought to be an agreed upon set of best practice standards for tanker vetting.

Recognising the value of Port State Control (PSC) inspections, Mr Hertel said there are many countries where PSC is “a little bit challenging, and again here, we as operators and vessel owners sometimes suffer from over-enthusiastic PSC inspectors”.

In light of the need for vetting to create value and enhanced transparency, Mr Hertel said it is debateable if the SIRE programme is still fit for purpose or needs updating.

He said it may be time to bring in more robust ways of measuring safety, perhaps by introducing a safety score system in contrast to traditional vetting practices.

With Dania’s parent company V.Group running ShipSure, a digital data-collection platform, Mr Hertel said there may be instances where a ship undergoes a poor vetting process but the data trends observed via ShipSure may indicate the vessel is in fact safe.

“What we need is an assessment of safety, not a single inspection snapshot of the vessel,” he said.

Some 88% of webinar attendees said they agree it is time for the tanker vetting process to be renewed or re-thought with 12% disagreeing, and 68% said they think that the vetting system encourages trust and transparency with 32% disagreeing.

Captain Price said he believes that SIRE remains an important way of benchmarking safety and that physical inspections remain a key part of the safety process.

PSC inspections have become more integral to the overall vetting process which in turn has increased scrutiny of SIRE reports. He added that the system currently works so that as PSC inspectors become more highly trained, their reports gain more credibility.

However, SIRE’s aims are shifting, Captain Price said, and VIQ7 is more focused toward crew competence, which is, in his view, the appropriate area to focus on in the future. He said priority should be given to training and competence of seafarers and demonstration of operational knowledge on board and that paperwork should be reduced.

Only 14% of inspection observations concerned crew competence according to a poll of attendees, with machinery maintenance, cosmetic and navigation issues making up 31% and the majority concerned with safety management practices, at 65%.

Panellists encouraged vessel owners and operators to make the most out of SIRE inspections by training staff with the VIQ and how to engage with inspectors. As Captain Price said “Very often I find that the vessel staff are not aware of what the inspector requires and often they are quite distracted from the inspection itself and have no real interest in the process.”

In response to a question that different SIRE inspectors come to different outcomes when vetting the same vessel, Captain Price said this may indicate a lack of understanding on the part of the inspectors but that vessel staff may also give differing responses to questions as “different personnel may understand questions in a different way”. From the inspection side, inspectors are offered a refresher course as part of their training to help interpret new legislation.

While a self-assessment by the vessel staff can provide a useful benchmark for the inspector, Captain Price said the physical inspection is indispensable and that the remote SIRE inspection programme “must be used as a temporary measure” as a result of the Covid-19 pandemic.

By a slim margin, webinar attendees agreed with this view, with 51% of them backing remote inspections exclusively where physical inspection is impossible.

You can view this webinar and all of the webinars from Riviera’s Tanker Shipping & Trade Webinar Week, in full, in our webinar library.

News: rivieramm


In August, the Tahlequah Main Street Association began accepting submissions for the Big Idea, which will provide a grant up to $5,000 for the best project idea to enhance Tahlequah.

The Big Idea is a microgrant funded by TMSA’s reinvestment funds. The Big Idea consists of three phases: gathering Big Idea submissions, selecting a winner from chosen finalists, and implementing the winning idea.

“It’s to aid in the revitalization and beautify our downtown area,” said TMSA director Jamie Hale. “Submissions have begun, but anyone with an idea for our downtown can enter it by the Sept. 4 deadline with our online tool on our website.”

According to TMSA, to complete the application, one needs a detailed description of the Big Idea; an estimated cost with supporting documentation; and an estimated timeline to complete the project. If a Big Idea is chosen, the applicant must see that the project is completed.

Finalists will be narrowed to three to five individuals, who will be notified in September that they’ve been selected. Upon selection, finalists will meet with a TMSA representative to review the work plan for their Big Idea and TMSA will assist each submission in creating a video showcasing the project.

“We are very excited to announce that this year’s event will be held virtually. Attendees will watch each finalist’s video and vote online for their most favorite idea for downtown Tahlequah,” said Hale. “Once all the votes are cast, we will determine the 2020 Big Idea winner.”

Eligible projects must align with the TMSA mission to revitalize downtown Tahlequah and strengthen it as the heart of the city. Projects must be able to be completed by June 2021.

Past Big Idea winners have included building facade rehabilitation and the addition of murals throughout the corridor.

“We applied for the Big Idea 2020 because we thought we could help make a difference with the beautification of downtown. Murals can help to bring people in,” said ALL Designs owner and 2020 Big Idea winner Amanda Lamberson. “Maybe they will visit a new store for the first time after taking a picture. Maybe a picture they post will entice a friend to come visit a new store, or maybe it’s simply grandparents in another state will have a new picture of their grandkid to see.”

The three murals were placed on the buildings of Lift Coffee Bar, the Phoenix Professional Building, and Sand Tech.

“We participated in the event as a new business to help promote our brand. We also presented our idea to add to the growing street art scene in Tahlequah,” said Lift co-owner Justin Guile. “Our investment in the building and the art has transformed the corner of Muskogee and Downing. We appreciate all those who voted for us to win the Big Idea and voted us Best Coffee Shop in our first year in business.”

Grant Lloyd, local attorney and owner of Phoenix Professional building, said the murals added a “unique vibrancy to downtown Tahlequah.”

“We wanted to offer a snapshot of the heart of our town on one of our buildings,” said Lloyd.

Addie Wyont with Sand Tech said interactive art helps to draw people into the community to take pictures, shop, and help all downtown businesses with foot traffic.

“We love our mural, and so many people from in town and outside of Tahlequah have come to take pictures,” Wyont said. “The Big Idea is so helpful to our small businesses that would like to upgrade their facade, ideas or more. The $5,000 grant can go a very long way.”

Applications can be submitted by community organizations, business owners, building owners, or individual community members.

For more information on this event and others provided to Tahlequah by TMSA, visit www.tahlequahmainstreet.com. To submit an idea, go to https://form.jotform.com/202086696340053.


On 26 August, the company informed that two crew members on board the 8,600 TEU containership Sofia Express tested positive for COVID-19 while the vessel was at anchor at the Port of Vancouver, Canada.

“Local authorities were duly notified and the mariners were immediately isolated and brought to a quarantine facility ashore. We are hoping for a speedy recovery,” the company said in a statement.

“All other crew members on the vessel are being monitored and tested as deemed appropriate by the authorities.”

The Post-Panamax boxship is deployed in Hapag-Lloyd’s Pacific North Loop 4 (PN4) service connecting Kobe, Xiamen, Kaohsiung, Nagoya, Tokyo, Tacoma and Vancouver.

The vessel’s berthing in Vancouver was already delayed due to terminal congestion but both loading and discharging operations have been finalised. The situation involving the crew has further changed the ship’s schedule and Sofia Express is expected to continue its voyage shortly towards Pusan, according to the company.

Previously, Hapag-Lloyd reported coronavirus cases on its two US-flagged ships, Philadelphia Express and St. Louis Express, as well as on Montpellier, a containership deployed on the company’s Middle East India Africa Express (MIAX) service.

Source: offshore-energ

British Marine has secured a welcome win for the holiday hire boat sector as HMRC reverse their decision on the applicability of the VAT rate reduction. HMRC have now confirmed that the temporary reduction to 5% for holiday accommodation does apply to those hiring out boats (inland and coastal) which are to be used for overnight accommodation.

On 14 July, confirmation was received from HMRC that the reduction of VAT to 5% for holiday accommodation would not apply to those businesses hiring recreational craft with overnight accommodation. British Marine immediately mobilised to challenge this position taken by HMRC with the belief that by not including the leisure marine industry within the scope of holiday accommodation for VAT purposes, HMRC would be supporting anti-competitive activity by favouring other industries in the tourism sector.

An emergency meeting hosted by British Marine along with representatives of the trade formed the basis for lobbying HMRC to ensure a level playing field for all holiday accommodation providers.

HMRC have now officially published official confirmation in VAT Notice 709/3, specifically under section 5.1, which says:

“The hire of a boat will qualify for the temporary reduced rate provided that it is suitable for holiday accommodation and is being held out in this way. Boats being hired for a day to enjoy the activity of sailing for example will not qualify for the temporary reduced rate as they are not being used for holiday accommodation.”

British Marine and HMRC continue to work together to develop further leisure marine industry guidance to ensure that other parts of our industry, such as mooring providers, are not treated unfairly and are aligned with other sectors, such as caravan parks.

Source: britishmarine


The International Chamber of Shipping (ICS) together with the International Maritime Health Association (IMHA) and tanker owners’ body Intertanko have drawn up new protocols designed to mitigate the risk of Covid-19 cases on board ships.

ICS describes the protocols as “an effective tool” that aims to safeguard the health of seafarers, passengers and the general public alike, and ensure the safe operation of maritime trade.

The new measures build on previous health guidance issued by the shipowners’ body in May, an update deemed necessary because of “concerns over Covid-19 infections on board ships, due to a small minority failing to adhere to industry guidance,” says the ICS.

The latest protocols advise on how seafarers can embark and disembark ships safely, even in the event of there being cases on infection aboard, and contain what are described as two useful instruments for ship operators:

– a flowchart to help identify the process to follow when managing a larger number of suspected cases on vessels; and

–  a PCR testing procedures matrix to help identify what to do and when prior to boarding and if a suspect case is identified on ships.

The new protocols are designed to reassure governments that “crew change and seaborne trade pose limited health risks,” concludes the ICS – a matter of some urgency given the current “humanitarian crisis” where it points out “over a quarter of a million seafarers are stranded at sea, awaiting repatriation.”


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