Routes 201 through 208
Click here for a key to the symbols used. "LRN" refers to the Pre-1964 Legislative Route Number. "US" refers to a US Shield signed route. "I" refers to an Eisenhower Interstate signed route. "Route" usually indicates a state shield signed route, but said route may be signed as US or I. Previous Federal Aid (pre-1992) categories: Federal Aid Interstate (FAI); Federal Aid Primary (FAP); Federal Aid Urban (FAU); and Federal Aid Secondary (FAS). Current Functional Classifications (used for aid purposes): Principal Arterial (PA); Minor Arterial (MA); Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
201 · 202 · 203 · 204 · 205 · 206 · 207 · 208
From Route 99 near Kingsburg easterly to Route 63.
This segment remains as defined in 1963.
In 2009, SB 532 (Chapter 189, 10/11/2009) authorized the relinquishment of the portion within the City of Kingsburg by adding:
(b) Upon a determination by the commission that it is in the best interests of the state to do so, the commission may, upon terms and conditions approved by it, relinquish to the City of Kingsburg the portion of Route 201 that is located within the city limits of that city if the city agrees to accept it. The following conditions shall apply upon relinquishment:
(1) The relinquishment shall become effective on the date following the county recorder's recordation of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment.
(2) On and after the effective date of the relinquishment, the relinquished portion of Route 201 shall cease to be a state highway.
(3) The portion of Route 201 relinquished under this subdivision shall be ineligible for future adoption under Section 81.
(4) For the portion of Route 201 that is relinquished under this subdivision, the City of Kingsburg shall install and maintain within the jurisdiction of the city signs directing motorists to the continuation of Route 201.
This route was LRN 131, defined in 1933. It runs along Conejo Avenue and Avenue 384.
There are four reassurance signs as of 2017, with nary a directional
reassurance sign tag to be found.
(Source: Max R on AARoads, January 2017)
In May 2015, the CTC approved for future consideration of funding a project in Tulare County that will widen the bridges and replace the railings at Sand Creek Bridge on Route 201 near Cutler, the Friant-Kern Canal Bridge on Route 201 near Seville, and the Kaweah River Bridge on Route 216 near Lemon Grove. The project is programmed in the 2014 State Highway Operation and Protection Program. The estimated cost is $15,298,000 for capital and support. Construction is estimated to begin in Fiscal Year 2016-17. The scope, as described for the preferred alternative, is consistent with the project scope programmed by the Commission in the 2014 State Highway Operation and Protection Program.
From Route 63 easterly to Route 245.
This route was LRN 131, defined in 1933. It runs along Conejo Avenue and Avenue 384.
Route 201 was created out of LRN 131 with only a small stub east of it
becoming Route 216 past Route 245. There are four reassurance signs as of 2017,
with nary a directional reassurance sign tag to be found.
(Source: Max R on AARoads, January 2017)
In May 2015, the CTC approved for future consideration of funding a project in Tulare County that will widen the bridges and replace the railings at Sand Creek Bridge on Route 201 near Cutler, the Friant-Kern Canal Bridge on Route 201 near Seville (PM TUL 21.21), and the Kaweah River Bridge on Route 216 near Lemon Grove (see above).
Overall statistics for Route 201:
In 1933, Chapter 767 defined the routes "From a point on [LRN 26] approximately 2 mi W of Brawley to a point on said [LRN 26] approximately 2½ mi SW of Brawley" and "Calipatria to Brawley-Holtville Road" as part of the highway system. In 1935, these routes were added to the highway code as LRN 201, with the definition:
This definition remained unchanged until the 1963 renumbering. It was signed as follows:
From California Correctional Institution at Tehachapi to Route 58 near Tehachapi.
This routing remains as defined in 1963.
In 1999, a routing from Commings Valley Blvd to W. Tehachapi Blvd along Tucker Road was adopted.
In May 2003, the CTC considered a proposal to vacate the segment from PM 8.9 to PM 9.9 in the City of Tehachapi.
This route was LRN 144, defined in 1933.
Overall statistics for Route 202:
In 1933, Chapter 767 defined the routes from "[LRN 12] near Seeley to [LRN 26] near Calexico" and "[LRN 26] near Calexico to [LRN 27] near Midway Wells" as part of the highway system. In 1935, these routes were added to the highway code with the definition:
From the Mono county line near Minaret Summit to Route 395.
As defined in 1963, this route ran from "Mammoth Lakes to Route 395."
In 1967, Chapter 1323 extended the route from the Mono County Line to
Mammoth Lakes: "the Mono county line near Minaret Summit
Lakes to Route 395."
Between US 395 and Mammoth Lakes, an "Old State Highway" parallels Route 203, taking a much more winding course along Mammoth Creek and running through Mammoth Creek Park. It reconnects with Route 203 at Sawmill Road, just west of the current interchange with the US 395 expressway. (This road is named "Old State Highway" in Compass's map and in Mapquest, but is named "Mammoth Creek Road" in MSN's mapping service.)
Note that the road actually does not end at Minaret Summit. Starting at US 395, the road is open all year round to the town of Mammoth Lakes at about 7,800 feet and to Mammoth Mountain Ski Area Main Lodge and Mammoth Mountain Inn at about 8,950 elevation. In the winter, the road is not plowed past that point. It opens to the public around mid June depending on the snow. It continues up to Minaret Summit, and then it goes down into The San Joaquin River Middle Fork valley (although past Minaret Summit, the road is not longer part of the state highway system, although it may be maintained by the park service). While in the valley there is a turn off for Devil’s Postpile. This turn off goes right to the river. During most of the summer there is a shuttle bus from Mammoth Mountain Inn to the San Joaquin River Middle Fork valley, Devil’s Postpile, and the 2 stables in the valley. From about 7:00 am to 7:00 pm most car traffic is not allowed and you have to take the shuttle bus. There is not enough parking in the valley. The road from the Inn to the summit is great. From the summit the road goes diagonally down a slope. This part of the road is narrow and sometimes downhill vehicles have to back up hill to allow uphill vehicles to pass. Usually if the vehicles are not too wide and drivers plan ahead only slowing down is needed. When the road gets to the valley it makes almost a complete U turn. It then goes down the valley a few miles. This part of the road is again wide enough for 2 way traffic. There are multiple bus stops in the valley. More information is available at www.nps.com for Devil’s Postpile. Fishing and camping are also possible in the valley. The John Muir Trail and Pacific Crest Trail are also down there.
There was once a proposal to extend Route 203/LRN 112 across the Sierras. At
the time, in the throes of the Cold War and on the heels of World War II, where
Eisenhower saw how the German war machine benefitted from the autobahns, the
nation’s defense was one of the principal reasons forwarded for building
the road. As Madera County Supervisor Carl W. McCollister said: “The road
was necessary to give people in the San Joaquin Valley their rightful highway
outlet to the east should coastal cities become targets of nuclear
attack.” Ultimately, however, opponents of the road argued that the road
was impractical and made zero business sense. Genny Smith, ringleader,
organizer, activist, scribe who fought the road over nearly three decades,
commented, “it was businessmen like Bob [Schotz] who made the difference.
This road was a business proposition from the get-go and a poor one at that. He
and his colleagues knew it and were willing to stand up and say so.” It
was finally stopped during the Reagan Administration (as in, when he was
(Source: The Sheet, 8/2/2014, via AARoads)
This was LRN 112, defined in 1933. It was not signed before 1964.
In June 2016, the CTC authorized relinquishment of right of way in the Town of Mammoth Lakes along Route 203 between Mountain Boulevard and Minaret Road, consisting of a frontage road. The Town, by relinquishment agreement dated May 13, 2016, agreed to waive the 90-day notice requirement and accept title upon relinquishment by the State.
[SHC 263.1] Entire route.
[SHC 164.19] Entire route.
Overall statistics for Route 203:
In 1935, Chapter 429 added the route “...from [LRN 26] near Oasis N-ly to Avenue 66 via Pierce Street.” with no number. In 1937, Chapter 841 deleted the 1935 definition and recreated it as LRN 203, with the same definition. This definition then remained unchanged until the 1963 renumbering.
Upon a determination by the commission that it is in the best interests of the state to do so, the commission may, upon terms and conditions approved by it, relinquish to the City of Bakersfield the portion of Route 204 that is located within the city limits of that city if the city agrees to accept it. The following conditions shall apply upon relinquishment: (1) The relinquishment shall become effective on the date following the county recorder's recordation of the relinquishment resolution containing the commission's approval of the terms and conditions of the relinquishment. (2) On and after the effective date of the relinquishment, the relinquished portion of Route 204 shall cease to be a state highway. (3) The portion of Route 204 relinquished under this subdivision shall be ineligible for future adoption under Section 81. Added by AB 1858, Chapter 315, September 18, 2006.
In 1963, this route was defined as "(a) Route 99 to Route 58 near Bakersfield via Brundage Lane and Oak Street. (b) Route 58 northerly to Route 99 near Beardsley School." Later in 1963, Chapter 1698 swapped a portion with Route 99, making this "Route 99 to Route 99 near Bakersfield via Brundage Lane, Union Avenue and Golden State Avenue."
This was part of the original routing of US 99. Before 1964, US 99 ran along Union Ave and Golden State Avenue in Bakersfield. After 1964, Route 99 was shifted westward, and the 1964 definition of Route 204 was applied to the old surface routing. Both were LRN 4, defined in 1909. Portions of this ran on the routing that was LRN 141.
In April 2017, an update was provided on the Hageman Flyover. This project
connects Hageman Road to Golden State Highway/Route 204 with roadway across
Route 99 (~ 204 KER 6.596). The Design Phase is 95 percent complete; but
right-of-way acquisition has not started. Caltrans is finalizing draft plans.
The city is working with San Joaquin Valley Railroad on a construction and
maintenance agreement and a California Public Utilities Commission permit
application. Right-of-way appraisals and acquisition will not begin until
design has progressed to 100 percent.
(Source: Bakersfield.Com, 4/20/2017)
The portion of Route 204 between Q Street and F Street in the City of
Bakersfield (~ KER 4.278 to KER 5.143) is named the "Vernon P. Valenzuela
Memorial Highway". It was named in memory of Vernon P. Valenzuela, who was
born in 1949. He was raised in Bakersfield, California, the youngest of five
siblings. In 1966 Mr. Valenzuela quit high school to join the United States
Army and volunteered to serve in Vietnam, serving from October 1967 to May
1968, when he was wounded in battle. After his honorable discharge in 1969, he
returned to Bakersfield and obtained his high school diploma by attending night
school. The following September, Mr. Valenzuela became the first member of his
family to attend college. Mr. Valenzuela discovered the large Associated
Veterans Students Club at Bakersfield College, and his association with the
organization began his life as a leader and veterans advocate. Mr. Valenzuela
became an active student and held positions as President of both the Associated
Veterans Students Club and the Bakersfield College Student Body. After
graduating with an associate of arts degree in 1973, Mr. Valenzuela continued
his education at California State University, Bakersfield (CSUB), where he was
a charter member of the first student council and began working in the Veterans
Cost of Instruction Program (VCIP). While still attending CSUB, Mr. Valenzuela
was hired to be Assistant Director of the Bakersfield College VCIP. Mr.
Valenzuela obtained his bachelor’s degree in June 1975 and began
counseling students at Bakersfield College, many of whom were veterans. He
touched so many people’s lives during his college years that for the rest
of his life he would run into people he knew while at college, who remembered
him, who were helped by him, or whose children thanked him. Mr. Valenzuela
received his masters degree in counseling in 1977 and earned his license in
marriage and family therapy in 1979, specializing in treating post-traumatic
stress disorder (PTSD). Mr. Valenzuela began his private practice shortly after
his marriage in 1981, focusing on veterans with PTSD. He worked as a contract
counselor with the Sepulveda Vet Center from 1981 to 1989, inclusive. During
the 1990s, Mr. Valenzuela traveled to the Vietnam Veterans Memorial in
Washington D.C. and joined the Vietnam Veterans of America (VVA). He became the
President of the charter chapter of Bakersfield VVA and gradually worked
through local, state, and national levels of the organization. Mr. Valenzuela
served as VVA’s California president in 1993, and went on to serve on
national committees for PTSD, substance abuse, and the Veterans Initiative,
which involved several trips to Vietnam to recover MIA remains. Mr. Valenzuela
presented PTSD seminars throughout the nation, and was called on to work with
Oklahoma City bomb survivors and United Auto Workers members in the New York
area after September 11, 2001. During his involvement with VVA, Mr. Valenzuela
became a leading advocate for the Vet Center program, meeting quarterly in
Washington with Readjustment Counseling Services Director Dr. Alfonso Batres to
discuss issues related to the Vet Center program. In 1997, Mr. Valenzuela made
a conscious decision to bring his efforts to a more local level and was
welcomed into the Kern County Network for Children. His efforts over the last
decade included advocating for children and bridging the gap of community
services for veterans. Throughout the late 1990s, he collaborated with the
network to raise funds for graduating seniors and families in need during the
holiday season within Kern County. In April 2008, Mr. Valenzuela was recruited
to be the first Team Leader for the new Bakersfield Vet Center, helping to
establish a much needed counseling resource for combat veterans throughout Kern
County; as Team Leader of Bakersfield Vet Center, Mr. Valenzuela’s goal
was to meet all needs of the veterans, and make the vet center a safe haven, a
place where veterans could come for any help or need. He wanted the vet center
in Bakersfield to be a model for all other vet centers, knowing that the people
of Bakersfield are truly unique in their giving capacity and collaborative
efforts. In addition to providing counseling and overseeing the operation of
the vet center, Mr. Valenzuela was instrumental in beginning the Veterans
Justice Program in Kern County and, along with other veterans and community
resources, created and chaired the newly formed Kern County Veterans
Collaborative. Mr. Valenzuela’s goal was not just to provide counseling
services, but also to provide any service or answer any question a veteran may
have. Mr. Valenzuela passed away at 63 years of age on Monday, March 26, 2012,
overlooking the ocean and surrounded by his family. Named by Senate Concurrent
Resolution 4, August 15, 2013. Resolution Chapter
The interchange between Route 99, Route 204, and Airport Drive in Bakersfield (~ KER 6.431) is named the "Richard Alan Maxwell Memorial Interchange". State Traffic Officer Richard Alan Maxwell began his career in law enforcement with his appointment to the California Highway Patrol on May 15, 1989, and was killed in the line of duty on July 11, 1994. Named by Senate Concurrent Resolution 60, Chapter 135, in 1994, and Assembly Concurrent Resolution No. 119, Chapter 147, in 1994.
Constructed to freeway standards from North of Bakersfield to Route 99. This is likely a business loop for Route 99. Some of the original routing near PM 6.5 has been submitted for relinquishment in December 2000.
Overall statistics for Route 204:
In 1935, the route defined as “a new route or portion of route from Mecca to [LRN 26] via Avenue 66 and...” was added to the state highway system. In 1937, Chapter 841 repealed that definition, and added the same route ("[LRN 26] to Mecca via Avenue 66") as LRN 204. This routing remained unchanged until the 1963 renumbering.
This route remains as defined in 1963.
Max R. on the Sure Why Not? Blog noted the following: There is a hell of
backstory with the alignment history. The original alignment that became I-205
first ran on what is now the I-205 Business Loop on 11th Street which was part
of the first US 48. US 48 was one of the original US Routes and ran through
Tracy until 1935 when it was replaced by an extended US 50. The shift can be
seen on the 1934 and 1936 California State Highway Maps. I-205 was completed by
1970 and US 50 was shifted off of 11th street to multiplex it. US 50 was cut
back to Sacramento by 1972 which left the I-205 designation alone. I-205 can be
seen appearing between the 1969 and 1970 state highway maps.
(Source: SWN I-205 11/2017)
In May 2016, the CTC approved $60,464,000 for a project near Livermore, on I-580 from the San Joaquin County line to the Greenville Overhead (PM0.1/R8.0); also on I-205 from Midway Road to the San Joaquin County line (PM L0.0/0.4); also near Castro Valley on Route 580 from Eden Canyon Road to Strobridge Avenue (PM R26.1/30.3); also in San Joaquin County near Tracy on Route 580 from Patterson Pass Road to the Alameda County line (PM 13.5/15.3). Outcome/Output: Improve safety and ride quality by rehabilitating 54.6 lane miles of distressed mainline and ramp pavement and install signs, lighting, and vehicle pullouts. Also, install ramp metering at 12 locations.
TCRP Project #107 will widen the segment of this route from Tracy to I-5 to six lanes. This project was originally delayed due to past transportation funding shortfalls, when it was programmed to Fiscal Year 2006-07. However, in September 2005, the San Joaquin Council of Governments proposed to replace the STIP funds with Measure K funds via an AB 3090 to advance this project to construction in Fiscal Year 2005-06. The Measure K funds along with the TCRP funds will fully fund construction. There was also a declaration of no environmental impact in September 2005. With this, the project is scheduled to complete Phase 4 in August 2009. In July 2008, truck bypass lanes opened on I-580 in the area as part of the widening process. The additional lanes opened in late May 2009.
The 2018 STIP, approved at the CTC March 2018 meeting, appears to allocate funds for PPNO 3260, Tracy HOV & Lane Widening Phase 1. These allocations include $7.765M in FY19-20 for Environmental and Planning; $7.915M in FY22-23 for PS&E; and $4.594M in Advance Project Development Element (APDE) funding in FY19-20 for Env. and Planning.
In 2007, the CTC recommended using the Corridor Mobility Improvement Account (CMIA) to fund auxiliary lanes at 4 locations in Tracy ($25M).
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:
High Priority Project #1778: Conduct study and construct I-205/Chrisman Road Interchange Project, Tracy, CA. $800,000. (~ SJ R9.033)
The portion of I-205 from I-5 to I-580 is named the "Robert T. Monagan
Freeway". It was named by Assembly Concurrent Resolution No. 75, Chapter
128, in 1985. Prior to being elected city councilman and mayor of Tracy,
California, in 1958, he served as Secretary Manager of the Tracy Chamber of
Commerce and then went on to become an administrative assistant to our
Congressman Leroy Johnson. During this period, he found time to manage the
Eisenhower–Nixon campaign in San Joaquin County, California. In 1960, he was
elected to California's 12th Assembly District and served as an Assemblyman
until 1973. Assemblyman Monagan was elected to the position of Minority Leader
by his Republican colleagues in 1965 and was reelected to that post each
succeeding year, except for the years he served as Speaker of the Assembly
(from January 6, 1969, until January 4, 1971). While he was in the California
State Assembly, he also served as President of the National Conference of State
Legislative Leaders and on the Executive Board of both the Council of State
Governments and the National Legislative Conference. In 1973, he was appointed
by President Nixon as Assistant Secretary for Congressional and
Intergovernmental Affairs in the United States Department of Transportation. He
then served as Chairman of the California State World Trade Commission, a
member of the Board of Directors of the Independent Colleges of Northern
California, a member of the President's Advisory Council on Private Sector
Initiatives (appointed by then President Ronald Reagan), and as a member of the
Board of Directors of the California Journal. He also has served as President
of the California Manufactures Association from 1974 until he took office as
President of the California Economic Development Corporation in 1984.
[Excerpted from a biography from the Stockton Masonic Lodge]
The following segments are designated as Classified Landscaped Freeway:
|County||Route||Starting PM||Ending PM|
Approved as chargeable interstate in 11/57. Freeway.
It appears that this route was originally proposed in April 1958 with the designation I-112. By August 1958, it was being proposed as I-205, which was the number accepted.
[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
[SHC 164.19] Entire route.
Overall statistics for I-205:
In 1935, Chapter 426 added the route “from [LRN 165] near Los Angeles River in Los Angeles to [LRN 161] in Pasadena at Broadway Avenue” to the highway system with no number. This route was achieved through a compromise; the mileage for the route was transferred from LRN 186.
In 1937, Chapter 841 deleted the route and readded it as LRN 205 with the same routing.
This route ran from LRN 165 (US 6/US 99 and US 6/US 66 junction; present-day I-5/Route 110 junction) near the Los Angeles River in Los Angeles to LRN 161 (US 66; present-day I-210) in Pasadena. This was the "Arroyo Seco" Parkway, also known as the "Pasadena" Freeway. It was signed as US 66; later as Route 11, and is present-day Route 110.
No current routing.
The 1964-1991 definition of Route 206 was LRN 191. It ran along Kendall Drive and E Street.
In 1935, the route From [LRN 69] to [LRN 75] via Ashby Avenue was added to the highway system by Chapter 630, with no number. In 1937, Chapter 841 deleted that definition, and redefined the route as:
"[LRN 69], the East Shore Highway, to [LRN 75] via Ashby Avenue, including that portion of the San Francisco-Oakland Bay Bridge approaches (on the Alameda County end) not included in [LRN 5] and [LRN 69]"
This route ran from proposed Route 61 near Emeryville to Route 24 near Lake Temescal. This is part of present-day Route 13, but the portion between I-80 (former US 40) and Route 24 was originally signed as Route 24.
From Route 4 near Lake Alpine to the Mt. Reba Ski Area.
In 1963, Route 207 was defined as the route "Route 152 west of Los Banos to Route 33." That segment was signed as Route 33 before the 1964 renumbering, but was renumbered to be Route 207 when Route 33 was moved 10 mi W. to start at a different point in Route 152.
In 1972, Chapter 1216 transferred this routing back to Route 33.
In 1979, Chapter 572 redefined Route 207 as "Route 4, 1.35 miles west of Lake Alpine, to the Mt. Reba Ski Area."
In 1984, Chapter 409 relaxed the definition to "Route 4
west of near Lake Alpine to the Mt. Reba Ski Area."
The 1964-1972 routing of Route 207 was part of LRN 121, defined in 1933.
The post-1979 routing of Route 207 was not a part of the state highway system before 1964. The route is Mt. Reba Road.
Route 207 is signed in advance and at the exit from Route 4, as well as having reassurance shields.
[SHC 164.19] Entire route.
Overall statistics for Route 207:
In 1937, Chapter 15 added the route from “[LRN 190] near Highland northeasterly to [LRN 43]; also from a point on said [LRN 43] near where it crosses Deep Creek, thence northeasterly to and connecting with Forest Service North Side Road in Green Valley”. This was added because the existing road into Big Bear was inadequate for the traffic. It also noted there would be a Federal Grant for the road. The map to the right (from 1944) shows how LRN 207 branched from LRN 190 (Route 30/Route 38 junction).
In 1939, Chapter 473 deleted and recreated the route as [LRN 207].
In 1941, Chapter 142 removed the northern branch.
In 1949, Chapter 1467 added the route that would become LRN 232 as LRN 207: “[LRN 207] is from Sacramento to Marysville; provided, however, that Section 600 of the Streets and Highways Code shall be applicable to the route added to the State Highway System by this section the same as if said route had been added by the Collier-Burns Highway Act of 1947, and the Department of Public Works shall not be required to maintain any portion of said route until the same has been laid out and constructed as a state highway” In 1951, Chapter 1562 renumbered this duplicate [LRN 207] as [LRN 232].
By 1963, this route ran from Route 30 near Highland northeasterly to Route 18. This was signed as Route 30, and ran from the present Route 30/Route 330 junction to Route 18. It is present-day Route 330.
No current routing.
In 1984, Chapter 409 transferred this routing to Route 1. This was part of the whole creation of the "Lost Coast", where the unconstructed Route 1 between Leggett and Ferndale was renumbered as Route 211, and Route 208 became Route 1, reflecting (a) the fact that construction of a major state highway through the pristine "Lost Coast" was likely never to happen, and (b) as it would never happen, it was important that Route 1 returned to US 101 at its northern end..
In 1921, Chapter 841 authorized the Department of Engineering ...to make an investigation and submit a preliminary report upon a proposed state road with the necessary bridges connecting the city of Vallejo with a point on the state highway near Sears Point in Sonoma County... Beginning at the intersection of Butte and Tennessee Streets in Vallejo, and running thence N-ly along Wilson Avenue to the limits of said city, thence continuing along the paved county roads through the Bay terrace district to a point in the vicinity of the lands formerly owned by Vallejo Brick and Tile Company, thence leaving the mainland and running W-ly across the Napa river to island number one: situated on the immediate W bank of the Napa river and immediately N of Marc island and adjacent to the E short of San Pablo bay; thence NW-ly along said San Pablo shore levee to a point near the mouth of Sonoma creek and running W-ly across Tubbs island and across Tolay creek to a junction with the state highway in the vicinity of Sears point. It appears that this highway was not added to the state highway system at this time.
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