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Location identifier

A location identifier is an assigned alphanumeric code used to simplify the identification of facilities such as areas, navigational aids, stations, and locations. These codes serve as symbolic representations that enable efficient communication among pilots, air traffic controllers, and operational personnel worldwide. The most prominent types of location identifiers include the four-letter codes established by the (ICAO), which designate aerodromes, heliports, and other aviation entities globally for purposes like and international coordination. In parallel, the (IATA) assigns three-letter codes to airports and intermodal locations such as bus, ferry, or train stations, primarily supporting commercial operations including ticketing, baggage handling, and reservations. Within the United States, the (FAA) issues Location Identifiers (LIDs), typically three to five characters long, tailored for domestic use in charts, flight plans, and NOTAMs, with assignments managed to avoid conflicts and ensure uniqueness. These systems are governed by specific standards: ICAO's codes follow rules in Doc 7910, the Location Indicators Manual, which bases assignments on geographic locations; IATA's are cataloged in the ; and FAA LIDs are detailed in JO 7350.9, emphasizing permanence unless operational changes necessitate revisions. While distinct, these identifiers often align for major airports (e.g., ICAO KJFK corresponds to IATA JFK and FAA JFK), promoting across aviation domains.

International Aviation Identifiers

ICAO Location Indicators

ICAO Location Indicators are unique four-letter alphanumeric codes assigned to designate aerodromes, airports, heliports, and other aviation-related geographical locations worldwide. Established by the (ICAO), these indicators serve as standardized identifiers within the international aeronautical telecommunication service, facilitating precise communication and coordination among aviation stakeholders. They are compiled and published in ICAO Document 7910, Location Indicators, which also includes corresponding three-letter (IATA) codes where applicable, along with addresses for (FIR) and upper flight information region (UIR) centers. The structure of ICAO Location Indicators follows a systematic four-letter format designed for global organization. The first one or two letters indicate the country or geographical region, while the remaining letters identify the specific location. For example, codes for the typically begin with 'K' followed by a three-letter identifier, such as KJFK for in . This hierarchical design ensures no duplication and supports efficient international referencing. Assignment of these indicators is coordinated through ICAO's nine regional offices, which oversee the process to maintain uniqueness and alignment with global standards. National authorities typically propose codes for new or modified facilities, submitting requests that include details on the location's aeronautical significance, such as its role in air traffic services or meteorological reporting. The regional office reviews and approves the proposal, incorporating it into subsequent editions of Doc 7910, which is updated quarterly to reflect changes. This decentralized yet supervised approach allows for adaptability while upholding ICAO's standardization principles. In operations, ICAO Location Indicators are essential for seamless across key systems and procedures. They appear in Item 16 of ICAO forms to denote departure and destination aerodromes, enabling accurate routing and clearance issuance by (ATC). Similarly, they form the location identifier in Notices to Air Missions (NOTAMs), alerting pilots to temporary changes like runway closures or airspace restrictions, and are used in ATC for unambiguous communication. Beyond airports, the codes extend to other sites like meteorological offices and communication stations, supporting the (AFTN). Historically, their evolution traces to the post-World War II era, with standardization formalized under the 1944 Chicago Convention that birthed ICAO in 1947; this framework addressed the chaos of disparate national systems by promoting uniform codes for enhanced safety and efficiency in burgeoning . Following ICAO amendments adopted in to Annexes 2 (Rules of the Air) and 10 () for integrating remotely piloted aircraft systems (RPAS) within unmanned aircraft systems (UAS), Doc 7910 has seen expansions to accommodate emerging facilities. These updates enable the assignment of location indicators to vertiports and UAS operational sites, supporting digital aviation ecosystems for beyond-visual-line-of-sight (BVLOS) operations and infrastructure.

IATA Airport Codes

IATA airport codes, formally known as location identifiers, are unique three-letter alphanumeric codes assigned by the (IATA) to airports, cities, and other transport hubs involved in and intermodal travel. These codes serve as concise identifiers essential for streamlining operations, including flight scheduling, passenger ticketing, baggage handling, and reservations processing. As outlined in the IATA Standard Schedules Information Manual (SSIM), they standardize the exchange of scheduling data among airlines, airports, and global distribution systems (GDS), enabling efficient coordination of commercial services worldwide. The structure of IATA codes consists of three uppercase letters, typically derived from the name of the airport or city for mnemonic ease, such as for Los Angeles International Airport or SYD for Sydney Kingsford Smith Airport. This design prioritizes brevity and recognizability for passengers and airline staff, while ensuring no overlap with the four-letter ICAO location indicators used for and operational purposes. Assignments follow strict guidelines to maintain global uniqueness, with one code often serving single-airport cities and separate metropolitan codes for multi-airport regions, like WAS encompassing Washington, D.C. airports. The assignment process is governed by IATA Resolution 763, which requires requests from or computer reservation systems (CRSs) to initiate allocation, incorporating input from relevant airports and carriers to reflect operational needs. IATA's headquarters in administers this, publishing updates in the Airline Coding Directory three times annually; codes are generally permanent, with changes only in cases of mergers, closures, or safety concerns, such as reallocations post-airport renaming. As of 2025, over 11,300 codes are active, with approximately 40 to 50 new ones issued each year to accommodate expanding commercial networks. Periodic reviews ensure codes remain relevant amid industry evolution. In practice, IATA codes are integral to aviation ecosystems, appearing on tickets, boarding passes, and baggage tags to facilitate seamless passenger journeys. They underpin GDS platforms like Sabre for real-time reservations and itinerary management, while supporting mobile travel apps for flight tracking and bookings. For instance, entering LAX or SYD in a booking system instantly retrieves relevant airport details, enhancing efficiency in global travel. Post-COVID-19 recovery has seen air travel demand reach 99% of 2019 levels by late 2023, reactivating services at numerous airports and boosting the operational use of dormant codes as routes resume.

National Aviation Identifiers

FAA Location Identifiers

The (FAA) assigns location identifiers, commonly known as FAA Location Identifiers or LIDs, to simplify the identification of facilities within the , including airports, heliports, bases, and other landing areas. These three-letter alphanumeric codes serve as standardized references for , aeronautical charting, , and regulatory purposes, as outlined in FAA Order JO 7350.9GG. Unlike international ICAO indicators, which use four letters, FAA LIDs are primarily domestic and prefixed with "K" (e.g., KORD) when aligned with ICAO for global flights. They are essential for ensuring clear communication in and are authorized under FAA policy to support safe and efficient operations in the (NAS). The structure of FAA Location Identifiers follows specific patterns to promote clarity and minimize confusion. Most are three-letter codes, selected for phonetic distinctiveness and ease of pronunciation, with provisions to avoid duplication within the same facility type—such as limiting one three-letter code per unless separated by at least 200 nautical miles. Assignment prioritizes facility names or geographic proximity, often incorporating initials or abbreviations that reflect , like "ORD" for Chicago O'Hare International Airport or "LAX" for , though the FAA does not mandate strict regional prefixes. For private-use airports or certain weather stations, four-character codes (e.g., two letters followed by two numbers) may be used, while five-letter pronounceable codes apply to airspace fixes. Temporary "Q-" prefixed identifiers can be assigned for construction sites, testing, or contingencies by the U.S. or FAA as needed. These patterns ensure compatibility with voice communications and reduce errors in high-traffic environments. The assignment process is managed by the FAA's Mission Support Services, Aeronautical Information Services (AIS) group, which evaluates requests to prevent conflicts and maintain consistency across the . Facility owners or operators must submit written requests at least 120 days in advance to AIS in , including details on the facility's location, type, and intended use; AIS then assigns a permanent identifier unless operational changes warrant revocation. Once approved, identifiers are published in official FAA resources, such as the National Flight Data Digest (NFDD) and the electronic Resources (eNASR) database, which serve as the authoritative lists for professionals. This centralized process supports ongoing updates to accommodate new facilities, with the most recent comprehensive revision to the assignment guidelines occurring in January 2024 via Order JO 7350.9GG. In practice, FAA Location Identifiers are integral to (VFR) and (IFR) operations, appearing on sectional aeronautical charts, en route charts, and in tools like the FAA's Chart Supplement. Pilots use them for filing flight plans, requesting clearances, and navigating via databases such as the Airport/Facility Directory; for instance, "JFK" designates in New York. Air traffic controllers employ these codes for radio communications and radar identification, enhancing . As part of the FAA's NextGen modernization efforts, location identifiers are increasingly integrated into digital systems for automated flight data processing and trajectory-based operations, improving efficiency in the evolving . Recent developments in 2024, including Engineering Brief 105A on vertiport design, extend this framework to support (AAM) infrastructure like vertiports, which are assigned identifiers akin to heliports to enable safe integration of (eVTOL) operations.

Transport Canada Identifiers

Transport Canada identifiers are four-letter alphanumeric codes assigned to airports, aerodromes, and other aviation facilities across , serving as standardized symbols for , regulation, and operational coordination. These identifiers facilitate precise communication in , , and aeronautical information services while ensuring compatibility with international standards for North American integration. Managed under the oversight of 's branch, they support , incident reporting, and enhanced in diverse environments, including remote and northern regions. The structure of Transport Canada identifiers adheres to ICAO conventions outlined in Doc 7910, beginning with the national prefix "C" for followed by three additional characters that denote the specific location or facility. For instance, CYYZ designates , while CYVR identifies ; this format distinguishes Canadian sites globally and avoids overlap with other regions. Unlike purely domestic systems, the prefix ensures harmonization for international flights, with the trailing three letters often aligning with IATA codes for commercial use. Assignment of these identifiers is handled by Transport Canada's Aeronautical Information Management (AIM) group in collaboration with , the designated , following ICAO guidelines and national regulatory needs. Requests for new codes or modifications are evaluated based on facility certification, operational requirements, and geographic uniqueness, with final approvals ensuring no conflicts with existing assignments. Updates, including additions for emerging sites, are disseminated through the (CFS), a key aeronautical publication that lists approximately 2,000 certified and registered Canadian facilities, encompassing remote northern aerodromes critical for search-and-rescue and resource extraction. In practice, identifiers appear in official aeronautical charts, NOTAMs (Notices to Air Missions), and clearances within , as well as on plans for cross-border operations. They enable efficient data exchange in systems like the Automated Flight Service Station (AFSS) and promote interoperability with adjacent U.S. , where FAA location identifiers coordinate with the trailing three letters of Canadian codes for seamless transboundary flights—such as YYZ aligning with CYYZ for approaches. Representative examples include CYYC for , underscoring their role in supporting both major hubs and isolated sites vital to Canada's vast geography.

ANAC Brazil Identifiers

The ANAC Identifiers refer to the ICAO location indicators assigned to airports, aerodromes, and heliports by the National Civil Aviation Agency (ANAC), 's regulatory body for . These codes are essential for maintaining regulatory compliance with international standards, enabling precise flight operations, and facilitating coordination within South American airspace as governed by the (ICAO). By standardizing references, they support safe navigation, , and interoperability across regional borders. These identifiers adhere to the ICAO's four-letter alphanumeric format, beginning with the prefix "SB" to designate within the South American region, followed by two additional letters or numbers unique to the specific site. For instance, SBRJ identifies Rio de Janeiro/Santos Dumont Airport, while SBGR denotes . This structure ensures global uniqueness and aligns with ICAO Doc 7910 for reference codes. Assignment of ANAC Brazil Identifiers occurs as part of ANAC's rigorous process under the Brazilian Air Code (Law No. 7,565/1986) and RBAC 155 regulations, where operators submit applications for , including infrastructure assessments for safety and operational viability. ANAC coordinates with ICAO to secure the final code allocation, prioritizing coverage in underserved areas such as the region to bolster logistical connectivity amid environmental and geographical challenges. Once approved, the codes are officially published in Brazil's (AIP), issued by the Department of Air Space Control (DECEA), serving as the authoritative reference for aviation stakeholders. In practice, these identifiers are integral to via systems like the Integrated Aeronautical (SIAR), issuance of Notices to Air Missions (NOTAMs), conduct of safety audits, and collaboration in regional frameworks such as the Southern Common Market () for harmonized air services. For example, SBFI designates , aiding efficient border operations with and . Additionally, they underpin specialized applications, including transport to remote sites. Recent developments under ANAC include 2023 legislative advancements toward the National Sustainable Aviation Fuel Program (ProBioQAV, via Bill 4516/2023), which promotes production and distribution at designated hubs to reduce carbon emissions, potentially necessitating updated or new for enhanced sustainable infrastructure. Furthermore, ANAC has expanded coding to offshore heliports, assigning ICAO-compliant to support energy sector logistics on the Brazilian , such as those for facilities certified under RBAC 175 for helideck operations.

AFAC Mexico Identifiers

The AFAC Mexico Identifiers are the ICAO-compliant four-letter location indicators assigned to airports, heliports, and other aviation facilities across , under the oversight of the Agencia Federal de Aviación Civil (AFAC), 's civil aviation regulatory authority. These identifiers serve a critical role in by enabling precise , , and meteorological reporting within 's complex terrain and busy . They also underpin the expansion of tourism-driven , supporting over 50 major that handle millions of passengers annually to destinations like and Los Cabos, while promoting integration with North American partners through the United States--Canada Agreement (USMCA) by standardizing cross-border flight data exchange. Structurally, all AFAC-managed identifiers follow the ICAO format with the regional prefix "MM" for , followed by two additional letters denoting the specific location, such as MMMX for (). This prefix distinguishes Mexican facilities from those in the United States (K-) or (C-), ensuring unambiguous global identification in accordance with ICAO Doc 7910. The system accommodates diverse sites, including high-altitude airports like Mexico City's at over 2,200 meters elevation, which require specialized performance considerations for aircraft operations. AFAC assigns and maintains these identifiers through the national (AIP Mexico), published in collaboration with the Mexican Navigation Services (SENEAM), which lists codes for public-use airports, private airstrips, and specialized facilities. The process involves ICAO coordination for new assignments, with updates issued via AIRAC cycles to reflect changes, such as expansions near Gulf Coast oil fields exemplified by International Airport (MMCE), which supports offshore energy logistics. This ensures codes are integrated into NOTAMs and flight documentation for safe operations. In practice, AFAC identifiers are employed in regional flight corridors linking to the U.S. and , facilitating efficient routing for commercial and traffic. They are essential for and procedures at entry points, where codes trigger automated border clearance systems under USMCA protocols. Additionally, the identifiers aid volcanic ash monitoring, particularly around active sites like , by pinpointing affected airports in SIGMETs and rerouting flights to mitigate engine damage risks. A representative example is MMUN for , a primary gateway for with over 25 million annual passengers, where the code coordinates high-volume arrivals and environmental advisories. AFAC's identifiers harmonize with FAA systems to support seamless cross-border flights.

Russian Aviation Identifiers

Russian aviation identifiers consist of four-letter ICAO location indicators prefixed with "U" to designate facilities within the Federation, serving civil, military, and joint-use airports across its expansive Eurasian territory. These codes facilitate , , and , while incorporating national security protocols managed by the (Rosaviatsia), which oversees operations and ensures compliance with standards. They extend to closed military bases, where identifiers may remain allocated for restricted or contingency purposes, reflecting Russia's dual civil-military framework. The structure follows ICAO guidelines, with the "U" prefix followed by three alphanumeric characters denoting regional or specific site details, such as major hubs in populated areas or remote outposts in and the . For instance, codes like those for Moscow's primary airports and Novosibirsk's Tolmachevo exemplify this system, enabling precise identification amid over 200 active sites. Rosaviatsia assigns these identifiers in coordination with ICAO, proposing codes based on operational needs and submitting them for global to avoid conflicts. The process involves evaluation for uniqueness and relevance, with final publication occurring in Russia's (AIP), maintained by the Information Center and updated via amendments to reflect infrastructure changes or status shifts. Recent AIP amendments, effective as of May 15, 2025, have incorporated procedural adjustments without major code alterations. These identifiers support critical applications, including trans-Siberian passenger and cargo routes, Eurasian international links, and for maritime operations and projects, despite operational disruptions from Western sanctions. In 2025, amid ongoing conflict effects, southern facilities like Airport (reopened after wartime closure) have resumed using their established codes to enhance regional access, while Siberian sites near the Power of Siberia 2 pipeline corridor—such as those in and regions—continue aiding infrastructure without new identifier assignments. Frequent geopolitical updates ensure adaptability, with Rosaviatsia prioritizing stability in flight scheduling post-restrictions.

Meteorological Identifiers

WMO Station Identifiers

The traditional WMO station identifiers are five-digit numerical codes assigned by the World Meteorological Organization (WMO) to uniquely identify global surface and upper-air observing stations for the collection and international exchange of synoptic meteorological observations and climate data. These identifiers facilitate standardized reporting in coded formats, such as SYNOP messages, as outlined in the WMO Manual on Codes (WMO-No. 306). They support the World Weather Watch (WWW) program by enabling consistent data sharing among 193 Member States and Territories. Since 2016, the WMO has transitioned to the WIGOS Station Identifier (WSI) as the global standard for all observing facilities. WSIs consist of a four-block alphanumeric structure—WIGOS ID series (e.g., 0-20000 for surface), issuing body number, issue number (for changes), and station type/designation—providing unique identification and supporting metadata in the OSCAR/Surface database. Legacy five-digit codes continue to be used in reporting and are mapped to WSIs for stations established before July 2016. The structure of these traditional identifiers divides the five digits into a two-digit block followed by a three-digit station number. The block (first two digits) denotes a geographic area, with ranges allocated as follows: 00–29 for , 30–59 for (including parts of the former ), 60–68 for , 69 for special applications, 70–79 for North and and the , 80–89 for (with 89 reserved for ), and 90–99 for the Southwest Pacific and oceanic islands. The final three digits provide a sequential identifier for the specific station within that block, often assigned to increase from west to east and north to south within sub-regions. For example, the identifier 72386 corresponds to in , , falling within the 72 block for the western . Marine stations use a modified format with three or four digits prefixed by a region code, while upper-air stations typically share the same identifier as co-located surface stations. Assignment of these identifiers is coordinated by the WMO Secretariat in collaboration with National Meteorological or Hydrological Services (NMHSs) of Member States, ensuring uniqueness and alignment with geographic and operational needs. Historically documented in WMO Publication No. 9, Volume A (Observing Stations), the process transitioned to the OSCAR/Surface database in , where NMHSs submit updates via national focal points or automated interfaces from systems like GAWSIS for upper-air stations. This includes provisions for marine platforms through JCOMMOPS. The system accommodates both fixed land stations and mobile or temporary sites, with blocks 89 and 90–99 supporting specialized observations in and remote islands. These identifiers are integral to the Global Telecommunication System (GTS), where they prefix observational data, numerical weather predictions, and forecasts disseminated in real-time for global analysis and disaster response coordination. They enable seamless integration across WMO's Integrated Global Observing System (WIGOS), supporting applications from aviation meteorological reports—where airport stations use the same codes in formats like METAR—to climate monitoring archives. In 2024, WMO launched the Polar Coupled Analysis and Prediction for Services (PCAPS) project to enhance weather, water, ice, and climate observing and prediction systems in polar and high-mountain regions, addressing gaps in observations for climate change monitoring.

United States Weather Identifiers

United States weather identifiers are alphanumeric codes employed by the and the to designate observation sites for meteorological data collection, including those issuing (Meteorological Aerodrome Report) observations from Automated Surface Observing Systems () and Automated Weather Observing Systems (AWOS). These identifiers enable standardized reporting of conditions such as temperature, wind, visibility, and precipitation, supporting , public warnings, and under NOAA operational guidelines. Primarily aligned with standards, they ensure interoperability for domestic and cross-border data sharing. The structure of these identifiers typically consists of four letters, prefixed with "K" for stations in the contiguous 48 states, as in KORD for the weather observations at Chicago O'Hare International Airport. Variations include "PA," "PF," "PO," or "PP" prefixes for , "PH" for and Pacific territories, "TJ" for , and "TIST/TISX" for the , maintaining the four-letter format for ICAO compatibility. For certain radar installations, such as the Next Generation Weather Radar () network, three-letter codes are used (e.g., ABR for ), often extended to four letters like KABR in contexts. These codes are distinct from purely numerical WMO identifiers but are cross-referenced for global reporting. Assignment of these identifiers is managed by the (FAA) in close coordination with NWS and NOAA, particularly for sites co-located with airports to align weather data with navigation facilities. Requests for new or modified identifiers are submitted through FAA's processes, with approvals based on operational needs like proximity to existing sites and avoidance of conflicts. Assignments are documented in FAA Order JO 7350.9 and published in the for transparency, as well as in periodic supplements and the National Flight Data Center digests. These identifiers play a critical role in weather briefs provided by the Aviation Weather Center, where data from sites like KJAX () informs pilot decision-making and . In hurricane tracking, the relies on them to integrate station observations with satellite and model data for real-time storm analysis and forecasts. For climate archives, NOAA's National Centers for Environmental Information (NCEI) uses these codes to catalog historical ASOS/AWOS records, enabling long-term trend analysis in and datasets. In 2025, NOAA expanded its observation networks to incorporate additional sensors for detection and monitoring, funded through post-2023 climate initiatives including the of 2022 and the Bipartisan Infrastructure Law, with new alphanumeric identifiers assigned to integrate these sites into the national system. This enhancement includes experimental tools like the Fire Weather Testbed for hourly hazard predictions and improved post- sensing using mobile radars, bolstering resilience against extreme events.

Special and Historical Cases

Transplanted Identifiers

Transplanted identifiers refer to the reassignment of location codes from defunct or closed aviation facilities to new or relocated sites, serving to maintain operational continuity and prevent confusion in systems. This practice is most commonly applied to IATA three-letter codes, which prioritize city or regional representation over precise site details, allowing codes to follow infrastructure changes without disrupting commercial ticketing and scheduling. The primary purpose is to preserve database integrity, limit the expansion of the limited pool of available codes, and ensure seamless transitions for airlines and passengers during airport closures or upgrades. Such reassignments are coordinated by the relevant issuing authorities—IATA for its location codes and ICAO for four-letter location indicators—with strict guidelines emphasizing rarity to uphold in and navigation aids. These changes typically occur in scenarios involving permanent closures, mergers of facilities, or significant relocations, requiring approval after thorough review to avoid conflicts with existing assignments. For ICAO codes, which are inherently tied to specific geographic coordinates, reassignments are even less frequent, as alterations demand updates to charts and systems. Representative examples include the IATA code BKK, which was reassigned from the former to the newly opened in , , in 2006, following Don Mueang's shift to domestic operations only. Another case is the IATA code HKG, transferred from the closed to the replacement at in 1998, where the ICAO code VHHH was also reused to support uninterrupted . These instances demonstrate how transplants facilitate major infrastructural evolutions while minimizing systemic disruptions. The implications of transplanted identifiers encompass logistical challenges, such as migrating historical flight data from the original site to the new one, which can complicate accident investigations, weather records, and statistical analyses. Pilots and operators may require updated training materials to link the code to the revised , potentially affecting route planning and familiarity. ICAO provides documentation on these procedures through its operational safety guidelines to guide states and organizations in managing such transitions effectively. Recent global events have underscored the relevance of transplants in crisis contexts. The 2022 resulted in the prolonged closure of multiple airports, including International (), prompting temporary relocations of operations to neighboring countries and discussions on code management for potential post-conflict reopenings or shifts. Similarly, sea-level rise poses risks to airports in Pacific island nations, including several in the , where adaptation options may include relocation of facilities, potentially involving reassignment of existing codes to sustain vital air links amid environmental changes. These developments highlight the adaptive role of identifier management in addressing conflict and climate-induced changes.

Deprecated or Replaced Systems

Deprecated location identifier systems refer to historical coding schemes predating the (ICAO) or national variants that were superseded to enable uniform global standards in and meteorological communications. These systems emerged in the early , primarily for telegraphic brevity in weather reporting and nascent , but proved inadequate for the post-World War II expansion of international . A prominent example is the pre-1947 U.S. two-letter telegraphic codes, assigned by the Department of Commerce and based on conventions, such as "LA" for or "PD" for . These facilitated efficient transmissions but limited uniqueness as airport numbers grew. Similarly, early (IATA) phases utilized two-letter airport designations in the 1930s and early 1940s, like "PD" for , before evolving to three letters to address scalability. In the , prior to formal ICAO adherence in 1970, aviation sites employed internal alphanumeric codes often starting with "U" for domestic operations, independent of Western standards and focused on centralized state control. The transition from these deprecated systems was driven by ICAO's international agreements, with the four-letter location indicator framework developed in 1946 and officially recommended for adoption on March 24, 1959, entering force on October 1, 1959, to ensure across borders. This process required and of codes in national registries, affecting archival records, historical flight logs, and early digital simulations that replicate pre-ICAO operations. Although no longer in operational use after the widespread ICAO implementation by the late , these systems retain value in historiography, legacy tools for research databases, and flight simulation platforms that model historical routes and communications.

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