|
on Transport Economics |
| By: | Hoogland, Kelly PhD; Hardman, Scott PhD |
| Abstract: | Plug-in electric vehicles (PEVs), including both battery-electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs) are crucial forreducing emissions and meeting sustainability targets, yet their adoption has been limited primarily to higher-income and new car buyers, leaving most low-income households without access. To help inform policies that will accelerate access to used BEVs in particular, this study explored car buying behavior, costs, and usage within and between groups defined by vehicle condition (new vs. used), fuel type(battery-electric vehicles [BEVs] vs. internal combustion engine vehicles [ICEVs], and income level. BEV owning, new-car buying, andhaving higher incomewere each associated with one another. On average the proportion of total income spent on vehicle-relatedexpenses is at least six times higher for householdswith incomes less than $75, 000 than householdswith incomes of $250, 000 or more. While BEVs offer savings in maintenance and fuel cost compared to ICEVs, the initial price for both new and used BEVs may need to be subsidized to alleviate cost burden for lower-income households. Used car buyers, ICEV owners, and lower-income householdspredominantly do not purchase or maintain their vehicles at automaker dealerships and tend to buy older vehicles withmore mileagethan would be covered by BEV warranties. These findings have implications for the current structure of financial incentives being limited to automaker dealerships. Other possible barriers to BEV uptake for lower-income households and used car buyers, include reliability concerns and limited home charging access. BEV adoption across all income groups could be increased by broadening eligibility for incentives, enhancing battery warranties, offering battery replacement rebates, and expanding home charging infrastructure. |
| Keywords: | Engineering, Plug-in hybrid vehicles, Electric vehicles, Automobile ownership, Operating costs, Subsidies, Electric vehicle charging |
| Date: | 2025–05–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsdav:qt5nn570fd |
| By: | Dennis Gaus; Heike Link |
| Abstract: | The Deutschlandticket, introduced in May 2023, offers unlimited travel on all regional public transport in Germany for 49€ per month. This paper provides an overview of how the intro-duction of the ticket influenced travel behaviour and mode choice based on the GIM Traces panel, a nationwide representative dataset combining GPS tracking data and survey re-sponses. The data, consisting of almost 4 million trips and 3, 000 participants between April and December 2023, reveal that the impact of the Deutschlandticket on public transport usage is small, if existent at all. Certain groups of participants, such as those travelling in urban envi-ronments, and types of trips, such as those with a distance below 30km, show minor increases in public transport usage with the introduction of the ticket. In addition, the data show that the ticket’s lower price point compared to previous monthly tickets makes it attractive for a large share of regular public transport users. Overall, the analysis finds that seasonal fluctua-tions as well as availability and reliability of public transport have at least as much of an impact on public transport usage as the introduction of the Deutschlandticket. |
| Keywords: | Public transport fares, Travel behaviour, Travel surveys, GPS tracking |
| JEL: | C55 C81 R41 |
| Date: | 2025 |
| URL: | https://d.repec.org/n?u=RePEc:diw:diwwpp:dp2122 |
| By: | Fabianek, Paul (E.ON Energy Research Center, Future Energy Consumer Needs and Behavior (FCN)); Atasoy, Ayse Tugba (E.ON Energy Research Center, Future Energy Consumer Needs and Behavior (FCN)); Madlener, Reinhard (E.ON Energy Research Center, Future Energy Consumer Needs and Behavior (FCN)) |
| Abstract: | Congestion at charging stations during peak hours limits their optimal utilization hindering the adoption of e vehicles by restricting user mobility. This study examines how dynamic pricing schemes can incentivize users to modify their charging behavior and alleviate charging station congestion. Through a survey-based experiment, we quantified users’ willingness to pay across different pricing schemes with variations in time, location, and duration. Results demonstrate that average price reductions required for demand shifting were: 23.9% to change charging time (day to night), 24.1% to change location (by 1 km), and 29.7% to accept a prolongation of charging duration (by 100%). Responsiveness to dynamic pricing varied based on e-vehicle driving experience, mobility patterns, and socio-demographic characteristics. Our findings indicate that sufficient financial incentives can effectively reduce charging station congestion. We recommend policymakers to establish regulatory frameworks for dynamic pricing for electric vehicle charging and further investigate the effectiveness of various pricing schemes. |
| Keywords: | Dynamic Electricity Pricing; Demand Response; Charging Infrastructure; Flexible Charging; Consumer Preferences; Sustainable Mobility; Germany |
| JEL: | C99 D12 |
| Date: | 2025–01–01 |
| URL: | https://d.repec.org/n?u=RePEc:ris:fcnwpa:2025_001 |
| By: | Shuhei NISHITATENO |
| Abstract: | Contrary to expectations in business and policy circles, progress in the adoption of fuel cell electric vehicles (FCEVs) and the expansion of hydrogen charging stations (HCSs) has been slow in developed countries, raising concerns about the viability of hydrogen mobility. To address this challenge, this study examines the indirect network effects in Japan’s FCEV market. We estimate the impact of HCS deployment on FCEV adoption using vehicle registration data from 2013 to 2020 and a staggered difference-in-differences research design. Additionally, we assess the effect of FCEV stock on HCS deployment using a system generalized method of moments estimator in a dynamic panel model. The results indicate positive and statistically significant indirect network effects on both sides of the market; however, the size of the network effects remains insufficient to generate positive feedback loops. Weak indirect network effects are also reflected in event-study results, demonstrating that the effect of HCS deployment on FCEV adoption diminishes over time. Our study suggests that developing HCS networks at an early stage is financially unsustainable without strong demand-side growth. This study broadens the understanding of zero-emission vehicle markets by providing the first evidence on indirect network effects in the FCEV market, while highlighting key distinctions from the battery electric vehicle market. |
| Date: | 2025–05 |
| URL: | https://d.repec.org/n?u=RePEc:eti:dpaper:25045 |
| By: | Luttmann, Alexander; Gaggero, Alberto A |
| Abstract: | When faced with capacity constraints, firms may moderate demand by increasing prices when demand is known to be high ex-ante (i.e., systematic peak-load pricing). In this article, we examine the extent and duration of systematic peak-load pricing in the days surrounding public holidays in the U.S. airline industry. Applying two-stage least squares techniques to a unique panel of over 18 million fares, we estimate travel premiums ranging from 4.3% to 83.1% in the days surrounding national holidays and from 2.7% to 34.7% in the days surrounding federal holidays. We also find that the duration of the peak-travel period is longer for national holidays and shorter for federal holidays. Examining heterogeneity in holiday peak-load pricing, we find some evidence that travel premiums during national holidays are larger on longer-distance routes, on routes to or from slot-controlled airports, on routes to leisure destinations, and on ultra-low-cost carriers. |
| Keywords: | advance-purchase discounts, airline pricing, price discrimination, systematic peak-load pricing |
| JEL: | D40 L11 L13 L93 R49 |
| Date: | 2024–12–24 |
| URL: | https://d.repec.org/n?u=RePEc:pra:mprapa:124818 |
| By: | Arusei, Edgar |
| Abstract: | This study investigates first- and last-mile connectivity to existing segments of the San Francisco Bay Trail (SFBT) in historically underserved Bay Area communities, with a detailed case study in Richmond, California. Although 70 percent of the 350-mile trail network is complete, physical barriers, freeways, freight rail lines, industrial zones, and insufficient pedestrian and bicycle infrastructure prevent low-income and minority neighborhoods from accessing the trail safely and directly. Employing a mixed-methods framework, a comprehensive literature review was first conducted to synthesize evidence on greenway benefits and equity frameworks. A regional GIS analysis was then performed to identify spatial disconnects between trail alignments and MTC Equity Priority Communities and BCDC Communities of Concern. Stakeholder interviews and community feedback from the MTC’s Bay Trail Equity Strategy Initiative were also synthesized. Six connector corridors in Richmond were subsequently selected for standardized field audits, which scored sidewalk continuity, bicycle facilities, crossing conditions, signage, lighting, and land-use context at both segment and intersection scales.Findings reveal pervasive “hostile edge” conditions, high-speed traffic without buffers, missing or narrow sidewalks, under-designed crossings, blank industrial frontages, fragmented bike lanes, and absent wayfinding, that disproportionately impact low-resource areas. Based on these insights, a phased toolkit of interventions was developed, spanning immediate low-cost measures, mid-term infrastructure upgrades, and long-term investments, to guide agencies in advancing equitable trail access across the Bay Area. |
| Keywords: | Social and Behavioral Sciences, Bikeways, Pedestrian areas, Greenways, Accessibility, Underserved communities, Built environment |
| Date: | 2025–05–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt3cs7n1fg |
| By: | Cunneen-Franco, Morgan |
| Abstract: | In an era of urgent climate action and housing crises across California, parking policy has emerged as a powerful lever for transforming cities. While pricing parking is widely recognized by transportation experts as an effective tool for managing urban space and reducing vehicle emissions, implementing such policies remains politically challenging. The stakes of resolving parking policy deadlocks extend far beyond local politics. Unpriced on-street parking in high demand areas creates a cascade of significant negative externalities: drivers waste time circling, traffic and pollution increases, and drivers are disincentivized from shifting travel modes. My research uses a combination of both primary data (interview) and secondary data (archival text) to investigate a revealing case study: the protracted seven-year debate over a 2013 proposal to implement paid downtown parking in Davis, California. Why did Davis’s paid parking initiative fail despite strong evidence supporting its benefits? And what policy design and political strategy lessons can we learn from this case to make paid parking policy implementation more feasible in other medium-sized cities? This study yields actionable recommendations for other cities seeking to implement paid on-street parking, including: the importance of capitalizing on momentum once paid parking is proposed, the need for elected officials to demonstrate political courage, the value of having multiple champions both inside and outside of government, the beneficial role of public education, and the impact of strong policy implementation. My research findings provide a roadmap for local governments to increase the efficiency of their transportation systems and advance California’s broader climate objectives while navigating the complex dynamics that often derail initiatives to price parking. |
| Keywords: | Social and Behavioral Sciences, Pay parking, Travel demand management, Case studies, Policy analysis |
| Date: | 2025–05–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt0h6018f6 |
| By: | Yuhei MIYAUCHI; Kentaro NAKAJIMA; Stephen J. REDDING |
| Abstract: | We develop a tractable quantitative framework for modelling the rich patterns of spatial mobility observed in smartphone data. We show that travel is frequently undertaken as part of a travel itinerary, defined as a journey starting and ending at home that can include more than one intermediate stop on a given day. We show that these travel itineraries provide microfoundations for consumption externalities and generate rich patterns of complementarity and substitutability between locations. We show that the consumption externalities implied by travel itineraries are central to matching quasi-experimental evidence from the shift to WFH. We find that these consumption externalities are key drivers of the agglomeration of economic activity in central cities and shape the relative welfare gains from alternative transport improvements in favor of investments in central cities. |
| Date: | 2025–05 |
| URL: | https://d.repec.org/n?u=RePEc:eti:dpaper:25048 |
| By: | Ballal, Shikha; Tripathi, Sabyasachi |
| Abstract: | Transit networks significantly influence city evolution, with mass rapid transit systems enhancing access to jobs, housing, and infrastructure. Indian Government is promoting metro rail projects to strengthen public transport, and many cities are developing their metro rail corridors, making understanding their impact crucial in the Indian context. This study investigates the impact of the mass rapid transit system (Namma Metro) on residential property values in Bengaluru, India. It investigates the impact of recently operational and existing metro lines on property values in different neighborhoods across Bengaluru. The research uses a mixed-methods approach, combining quantitative data analysis with hedonic price regression based on household surveys. The regression results show that proximity to metro stations and higher income levels lead to significant housing value increases. The dense areas and longer metro operation years contribute to higher property values, while the distance from the city centre and higher metro connection costs negatively impact property values. The findings have significant implications for urban planning and policy decisions. It helps understand how building metro stations leads to real estate development and value creation in the vicinity of the metro corridor and how transit-oriented development policies around metro stations can support land value capture. |
| Keywords: | Metro rail, transport systems, distance, housing value, Bengaluru, India |
| JEL: | L90 R21 R32 |
| Date: | 2025–05–03 |
| URL: | https://d.repec.org/n?u=RePEc:pra:mprapa:124686 |
| By: | Park, Byungyul (Korea Institute for Industrial Economics and Trade) |
| Abstract: | Escalating tensions between the United States and China and the prolonged conflict between Russia and Ukraine in Eastern Europe have pushed supply chain stability to the top of the agenda for South Korean automakers. In August 2022, during the administration of former US President Joe Biden, the US Congress passed two landmark pieces of legislation: the CHIPS and Science Act and the Inflation Reduction Act (IRA). These laws were designed to contain China’s expanding influence by reorganizing critical supply chains in semiconductors, batteries, and electric vehicles (EVs) around the US. The IRA offers consumers large federal tax credits on purchases of EVs, but only for vehicles assembled in North America. Moreover, it excludes batteries, parts, and materials produced in so-called “foreign entities of concern, ” principally China, from eligibility for subsidies. This has necessitated a significant realignment of the EV and auto parts supply chains. After the IRA became law, many cars made by automakers instantly became ineligible for subsidies, squeezing Korean EVs’ share of the American market. To mitigate this, Hyundai Motor expedited the construction of its EV plant in the US to ensure that its EVs would qualify for tax benefits. China responded to US sanctions with export controls on key materials critical in the automotive industry. In August 2023, it restricted the export of gallium and germanium, which are important materials used in the manufacture of semiconductors, and in October 2023, Beijing extended these restrictions to include graphite, a core component of lithium-ion batteries. These retaliatory measures have had both direct and indirect consequences on Korea’s automotive supply chains. As the geopolitical rivalry between the US and China heats up, the supply chains around these two superpowers are likely to ossify into two distinct blocs. This exposes Korean automakers to significant risk, given their dependence on China for auto parts and reliance on the US as a destination market for their exports. In this paper, we propose a diversification strategy for Korean automakers that leverages the country’s strong relationship with India in the automotive sector. We argue that such a strategy is required to safeguard the country’s automotive industry, a key strategic sector. |
| Keywords: | supply chains; batteries; electric vehicles; EVs; subsidies; battery industry; manufacturing; China; automotive industry; Hyundai; Kia; South Korea; Korea Institute for Industrial Economics and Trade; KIET |
| JEL: | L62 |
| Date: | 2025–04–30 |
| URL: | https://d.repec.org/n?u=RePEc:ris:kieter:2025_009 |
| By: | Bosker, M.; Haasbroek, M. |
| Abstract: | We use detailed historical data on India’s domestic infrastructure to show how its high domestic transport costs have conditioned the local labour market consequences of its drastic import tariff liberalization in the early 1990s. We find that districts located farther away from the country’s main international gateways are better shielded from the resulting increased foreign import competition: their non-agricultural employment falls less than in otherwise similarly exposed districts located closer to India’s major ports. At the same time, they also benefit less from improved access to foreign intermediates: non-agricultural employment increases less than in districts with a similar input-output structure but located closer to the country’s main ports. These employment responses also vary across firms of different sizes: employment in small to medium sized firms is hit hardest by increased import competition, whereas employment in medium to large firms benefits most from better access to foreign intermediates. This difference between small and large firms is also most pronounced in districts best-connected to India’s major ports. |
| Keywords: | Words Gains from Trade, Domestic Infrastructure, Local Labour Demand, India |
| JEL: | F14 F15 R11 |
| Date: | 2025–04–29 |
| URL: | https://d.repec.org/n?u=RePEc:cam:camjip:2512 |
| By: | Balaganesan, Balaji |
| Abstract: | This report assesses underutilized land parcels in the San Francisco Bay Area to identify opportunities for housing development aligned with California’s climate, transportation, and equity goals. The research focuses specifically on parcels situated within areas that are characterized by reduced automobile dependency due to proximity to transit, jobs, and amenities. Using geographic information systems (GIS), historical housing data, parcel valuation metrics, zoning analysis, and scenario modelling, the report categorizes parcels into three forms of underutilization: vacant parcels, parcels with low improvement-to-land value ratios, and parcels with minimal built coverage (below 25%). It also evaluates the effectiveness of current zoning regulations and examines housing allocation patterns in the Regional Housing Needs Allocation (RHNA) process. There is substantial theoretical capacity for housing production in low-VMT zones; constraints such as regulatory complexities, redevelopment costs, methodological inconsistencies in defining low-VMT areas, and fragmented parcel ownership significantly limit development potential. The report shows stark trade-offs between strict environmental and equity-based criteria and feasible housing outcomes. There is a critical need for targeted zoning reforms, standardized VMT measurement methodologies, streamlined regulatory frameworks, and proactive investment strategies to unlock the latent potential of underutilized parcels. |
| Keywords: | Social and Behavioral Sciences, Housing, Sustainable development, Regional development, Regulations, Zoning, Travel demand |
| Date: | 2025–05–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt48n332nc |
| By: | Dejkam, Rahil (E.ON Energy Research Center, Future Energy Consumer Needs and Behavior (FCN)); Madlener, Reinhard (E.ON Energy Research Center, Future Energy Consumer Needs and Behavior (FCN)) |
| Abstract: | This study is about a techno-economic assessment of stand-alone, battery-buffered e-vehicle charging stations incorporating solar photovoltaic (PV) and wind turbine (WT) energy systems in four major German cities: Berlin, Cologne, Hamburg, and Munich. Using modeling and simulation techniques, the study evaluates optimal configurations to meet daily charging demands while considering urban environments and spatial heterogeneity in meteorological conditions. Results indicate that hybrid PV/WT/battery systems are the preferred choice for renewable energy charging stations in Berlin, Hamburg, and Munich as they are able to minimize net present cost (NPC) and levelized cost of electricity (LCOE) while meeting daily charging demand and environmental targets. In Cologne, in contrast, due to higher wind availability, WT/battery systems emerge as the most cost-effective option. Sensitivity analysis shows the impact of load and storage capacity on economic metrics such as NPC and LCOE, with NPC values ranging from €524, 836 to €1, 640, 000 across various load scenarios considered. The findings demonstrate the potential for enhancing economic feasibility via solar tracking systems, increased wind turbine hub heights, and offshore wind deployment. This study provides actionable insights for integrating renewable energy into EV charging infrastructure, thus contributing to Germany’s decarbonization and energy transition efforts. |
| Keywords: | Electric Vehicle; Stand-Alone Hybrid Charging Station; Hybrid Renewable Energy; Green Mobility; Techno-Economic Feasibility |
| JEL: | Q20 Q21 Q49 Q50 |
| Date: | 2023–10–01 |
| URL: | https://d.repec.org/n?u=RePEc:ris:fcnwpa:2023_013 |
| By: | Hey, Florian; Zombek, Max |
| Abstract: | The automotive industry is undergoing a fundamental transformation driven by digitization, enabling original equipment manufacturers (OEMs) to exert increasing control over vehicle functions, data, and - consequently - aftersales markets. Despite high relevance for consumers, regulatory scrutiny remains limited. This paper examines whether these developments constitute digital gatekeeping in a functional sense, and whether they justify increased regulatory attention. We show that OEMs' digital strategiesreinforce their dominance in secondary markets, particularly repair and maintenance. We assess the current European regulatory framework, focusing on the European Motor Vehicle Block Exemption Regulation (MVBER), and argue that it has not kept pace with the realities of software-defined vehicles. The planned MVBER review provides an opportunity to reassess legacy privileges and adapt competition rules to the digital age. We discuss potential reforms, including improved data access, stronger interoperability standards, and a broader definition of aftermarket components. We also examine supplementary measures such as a Right to Repair regime and self-regulation. Our analysis concludes that OEMs increasingly act as digital gatekeepers and that existing frameworks inadequately address the resulting risks. Regulatory recalibration is needed to safeguard innovation, consumer welfare, and long-term market openness. |
| Keywords: | aftermarket, antitrust, car data, competition policy, connected car, data governance, digital ecosystems, Digital Markets Act (DMA), extended vehicle, gatekeeping, interoperability, Motor Vehicle Block Exemption Regulation (MVBER), non-discriminatory terms, Original Equipment Manufacturer (OEM), rent seeking, Right to Repair, software defined vehicle |
| JEL: | D72 K21 L40 L42 L50 L51 L62 |
| Date: | 2025 |
| URL: | https://d.repec.org/n?u=RePEc:zbw:formwp:318332 |
| By: | Bastian Wei{\ss}enburger; Lukas Karkossa; Annegret Stephan; Russell McKenna |
| Abstract: | Transporting hydrogen using pipelines is becoming increasingly relevant in the energy system, yet current cost estimates typically rely on simplistic approaches that overlook region-specific characteristics, leading to potential underestimations of costs. This paper examines hydrogen pipeline costs by incorporating regional geographical factors, such as land use, topography and existing infrastructure, together with political-economic factors represented through country-specific weighted average costs of capital. Using a GIS-based model, we demonstrate that the regional levelized cost of transportation can vary by up to a factor of three. Comparing our approach with conventional ones based on uniform detour factors in an existing European energy system analysis framework shows substantial deviations in trade flows and highlights the relevance of this work. We provide cost and route data for 4, 900 potential global pipeline routes. Our findings yield valuable insights for further research and stakeholders when assessing the economic viability of hydrogen as a competitive energy carrier. |
| Date: | 2025–05 |
| URL: | https://d.repec.org/n?u=RePEc:arx:papers:2505.01124 |
| By: | Slichter, Erin |
| Abstract: | This report presents lessons learned and tools for engaging youth in transportation planning in Oakland, California. Youth are disenfranchised from the transportation planning process, although their mobility is more affected than adults’ mobility by the quality of transportation networks, and, as a result, they have unique expertise that is valuable to transportation planning. In addition to giving planners access to youth expertise, engaging with youth presents an opportunity for the Oakland Department of Transportation (OakDOT) to build mutually beneficial relationships, civic capacity, and trust between city government and the next generation. The report is in three parts. First, I analyze observations of an in-person community design workshop and several online engagement methods for a transportation planning project in a disinvested neighborhood. I find that the methods observed, when employed on their own, are incongruous with OakDOT’s goals to build trust and a shared mobility agenda among Oakland’s communities because they don’t foster an impactful dialogue about transportation and related neighborhood concerns. Second, I distill key findings from seven semi-structured interviews with practitioners of youth civic engagement and two focus groups with a youth transportation advisory board and a civic youth commission. I summarize 12 key findings in four categories: universally applicable learnings, engaging youth in school curriculum, working with community partners, and youth advisory boards and commissions. Third, I develop two youth engagement tools to be incorporated into OakDOT’s standard operating procedure for community outreach: a matrix of 12 youth engagement strategies, and a template for planning youth engagement strategies. |
| Keywords: | Social and Behavioral Sciences, Transportation planning, Planning methods, Public participation, Youth |
| Date: | 2025–05–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt5bv9h1nm |
| By: | Arundati, Yorangga Citra |
| Abstract: | As Berkeley's population ages-with those aged 60+ projected to comprise nearly 20% of residents by 203O-there is an opportunity to design public spaces that foster meaningful connections across generations. This study examines how parks and sidewalks can be an integrated public-space network that supports interactions between elders and other generations. Guided by the main research question: What features of public space support intergenerational interaction? And three guiding questions: How do elders currently use public space? What are the best practices of public space design for fostering intergenerational interactions? How can public space be enhanced to better support intergenerational interactions? The research employs a mixed-methods approach. Primary data includes systematic observations at three parks (Ohlone, Grove, Strawberry Creek) across varied times and days; intercept interviews with elders in the parks; and six wallking interviews. These were complemented by precedent case studies of real projects and design toolkits. Findings reveal that elders use Berkeley's parks steadily throughout the day and week, while children and working-age adults appear in sharper peaks. Meaningful cross-age encounters are most likely when older adults linger-something encouraged by safe, well-paved approaches, places to sit, varied and sensory environments, dog-friendly areas, and play or fitness amenities that invite joint participation. Physical barriers on sidewalks, lack of pause points, and traffic noise suppress those encounters. Based on these insights, eight design elements are proposed-Rhythms, Safety, Pause Nodes, Age-Neutral Spaces, Sensory Experience, Shared Play, Health & Fitness, and Social Activation-each illustrated with targeted strategies and case studies. These recommendations aim to guide planners, designers, and community organization in creating built environments that invite intergenerational interaction for everyone. |
| Keywords: | Social and Behavioral Sciences, Public spaces, Parks, Aged, Children, City planning, Urban design |
| Date: | 2025–05–01 |
| URL: | https://d.repec.org/n?u=RePEc:cdl:itsrrp:qt3qv1s55m |