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variety of long-stapled cotton, raised from seeds brought from Dongola and Senaar, growing in the garden of Mahè Bey at Cairo. Jumel having represented its superiority to the Pacha, its cultivation was undertaken on a large scale on account of the latter; and has succeeded so well. that Mahè or Makko cotton has been for a lengthened period by far the principal article of export from Egypt. At a later period seeds of the Sea-Island cotton were introduced; and for a while it also answered remarkably well; its produce, which in Egypt was called Senaar, and in England" Egyptian Sea-island," ranking next in the estimation of the manufacturers to genuine "sea-island." Unfortunately, however, this variety was found to degenerate, and its culture, which was never very extensive, as well as that of the old shortstapled variety, has, we believe, been wholly abandoned. We subjoin

An Account of the Exports of Cotton from Egypt from 1831 to 1840, both inclusive.

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N. B. The gross weight of a bale of Egyptian cotton at Alexandria averages 230 rottoli or 228-07 lbs; and allowing 12 rottoli as tare for sacking and cordage, the nett weight of the bale will be about 219 lbs. The cantar of cotton was fixed in 1836 at 100 rottoli. Exclusive of the cotton shipped from Egypt, about 30,000 cantars a year are supposed to have been annually wrought up in the Pacha's cotton factories at an average of the 10 years ending with 1838; but, owing to the failure of most of these establishments, the quantity is now much less. (See the valuable Tract of George R. Gliddon, Esq. on the Cotton of Egypt.)

We doubt, however, whether the encouragement given to the culture of cotton has not been really injurious to Egypt.

At all events, we apprehend that the cotton of that country
will have great difficulty in finding a profitable vent in the
European markets in competition with American cotton, con-
sidering the extreme low price at which the latter can be sad.
We have alluded to the degeneracy of the Sea-island cotton in
Egypt, and it is alleged that the Mahe is also d generating
We need not, therefore, be surprised shou'd it be found neces-
sary to abandon the culture of cotton in Egypt. But in the
culture of wheat, beans, barley, and rice, Egypt has nothing
to fear from any rivalry. In this department of industry she
is, if not superior to every other country, interior to none.
We subjoin some accounts illustrative of the trade and navi-
gation of Alexandria in 1819.

Account of the Quantities and Values of the different Articles exported from Alexandria in 1849.

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Shipping. The arrivals of Vessels of all Nations in this Port during 1849 were,

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Account of the Arrivals and Departures of Shipping at Alexandria in the under-mentioned Years, showing the Number of English Vessels:

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Constantinople and the islands of the Archipelago are the great markets for the wheat and other grain exported from Egypt. The supplies are, however, extremely uncertain. Every thing in Egypt depends on the Nile; and when it does not rise to the usual height, the crops are very much below an average. Beans are extensively cultivated, and have sometimes been brought to England, but rarely, if ever, with advantage to the importers. They are inferior to Eng ish beans, and are peculiarly subject to the worm. No oats are raised in Egypt, the hors being entirely fed upon barley. Silk is grown to rome extent. The date-palm thrives in every part of gypt, and the fruit is largely exported. It is singular, that notwithstanding the luxuriance of many of its vegetable productions, Egypt should be entirely destitute of timber.

Money. Accounts are kept at Alexandria, as at Cairo, in current piastres, each piastre being equal to 40 paras, or medini, and each medino to 30 aspers. The medino is also divided into 8 borbi, or 6 forli. A purse contains 25,000 medini. At the close of 1842 the exchange with England was 93-08 current pastres per 1.; but in general calculations 100 pastres are supposed to equal 11. Payments, in transactions of any Importance, are generally made in Spanish dollars.

Weights and Measures. The yard, or pik, = 26-8 English Inches: Gence 100 piks=74°438 English yards. The mea ures for corn are the rhebebe, and the quillet or kisloz; the former 1364 Eng'ish bushels, the latter 4.729 ditto. The cantaro or quatal 100 roft, but the rottolo has different names and weights: 1 rottelo forforo = 9317 lb. avoirdupcis; 1 rottolo Didino = 1.335 lb. ditto; I rottolo zauro or zaru = 2-07 lbs. ditto; 1 rott to mina 167 lb. ditto.-(Manuel Universel de Nelkenbrecher.)

Dutics. With the exception of the arbitrary principles on which the Pacha fixes the prices of commodities, there is no thing objectionable in his policy as to commerce. The duties on imports are only 3 per cent. We believe, however, that a amall increase of the customs duty would compensate the Pacha for the abolition clother oppressive charges, and there can be little doubt that his subjects would be materially bene. fited by the change.

Pilotage. The pilotage paid by ships of war, for being brought into the W. harbour Is 5 dollais, and 4 dollars for being taken out of do. Merchant-vesse's pay 3 dollars both on entering and clearing. The pilot-service, though not exempted from defects, is tolerably well conducted. It would be conve nient were pilots stationed nearer the entrance of the port, at Marabout Island for example, or at the watering place.

Quarantine. Merchant-vessels coming with foul bills of health perform 15 days' quarantine, whether with or without cargo. When the bills are "suspected," the quarantine is 15 days, if with cargo, and 10 days if in ballast. But a vessel may be admitted to free-pratique 10 days after the total discharge of her cargo. The period of quarantine for goods is 20 days. Ships of war, bringing foul bills, perform 12 days; with "suspected" bills, 7 days.

The Quarantine Charges are

For 2 guards, 10 past. each per diem, and board.
For guard-boat, 15 piast. per diem.

For disintecting goods, 1 to 15 plast. per bale, according

to size.

For dues, 8 to 35 piast. per diem, according to tonnage.
For the interrogatory, from 2 to 20 piast, according to ton-

Lage.

Bil of health for vessels bound to the Levant, 1 to 24 piast, according to size of vessel.

Travellers in Lazzaretto pay for the guard 10 piast. per day, and 15 piast. for the whole term, as rent of room, and price of fumigations.

Usages of the Port. The general usage of the port in loading and unloading vessels, when no clause of the charterparty exists to the contrary, is that Inward cargoes are landed into the Custom House, at the ship's expense. As regards Outward cargoes, cotton is taken from the Shoona (warehouse) at the cost of the merchant, and is delivered to the ship-master on the quay. The charges for porterage, marking, sacking and commission, come to 14 piast. per bale The ship's subsequent outlay for pressing, lighterage, stowage, &c. is 74 or 8 plast. per bale.

Corn, seeds, &c. are shipped at the charge of the merchant, at the cost of 27 paras per ardeb.

Flax is delivered by the merchant on the quay, and bis outlay is much the same as or cotton. This article is not pressed, and the ship's expenses for lighterage and stowage are about 2 piast. per bale.

The charge of lighters is 9 or 10 piast, per diem. Arabs working on board in stowing, &c. are paid 6 plast, per do.

It often occurs that lighters left in the charge of vessels whilst loading meet with injury. In that case the Arab owners apply against the master, and recover.

Most cargoes of corn,&c. are taken from the Pacha's Shoona, and a clause in the charterparties generally obliges the ship to conform to its distribution. That is effected by the re ceivers being classed and drawing lots for priority.

There is a fine claimed against vessels that discharge their ballast into the harbour, instead of causing it to be taken on to a place appointed.

Charges on business at Alexandria, are as follow.

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House and Street Brokerage
Commission on furchasing
Commission on Drafts
Brokerage 1 per mil. on ditto.

Warehouse Kent never incurred on Government
Produce, which is shipped from the Shoona.
When other Produce is stored, the Remt depends
on the time and on the bulk of the Goods.
Shipping Charges : —

On Government Cotton, Piast. I per Bate.
Private ditto, 1 piast. 30 paras, do.
Government Corn, 27 paras per Ardeb.
Private ditto, piast. 2, per Ardeb.
Government Flax, piast. 14, per Cant.
Private ditto, piast. 2, per Cant.
Gume, Barrels, 18 to 19 piast.

Other Charges 4 plast. 20 paras.

Per Cent.

2 to 3

5

12 to t

Policy of Mehemet Ali.—It is much to be regretted that Mehemet Ali, who was in many respects one of the most extraordinary men of his age, should have had no just conception of the principles by the adoption of which his plans of improvement might have been perpetuated, and industry established on a solid foundation. He interfered with every thing, and left as little as possible to the discretion and enterprise of individuals. He may, indeed, be said to have been the sole proprietor, manufacturer, farmer-general, and wholesale merchant in his dominions. It was, no doubt, stipulated in the treaty concluded between this country and the Turkish government in 1838, the provisions of which extend to Egypt, that the monopolies which previously existed in the different parts of the Turkish empire should all be abolished, and that, in future, all parties should be at liberty to buy and sell all descriptions of produce at such prices and in such a way as they thought fit. This stipulation has, however, been of little consequence in Egypt; for, as the largest and best portion of the land has become the property of the Pacha or his dependents, and the taxes are mostly all paid in produce, the government continues, in effect, in possession of its old monopoly of the produce of the country, and has power to determine the price at which it shall be sold. A system of this sort is injurious alike to the interests of the producers and merchants; inasmuch as they are both liable to have their plans and speculations deranged by the caprices and regulations of those in authority. It is difficult, however, to suggest any means by which this inconvenience might be avoided; and it is much to be regretted that, when the European powers dictated the terms on which the Pacha and his family should hold the country, they did not make some stipulations in favour of the rights of the population; which, had they been properly devised, would have been as much for the advantage of the Pachas as of their subjects.

Ancient Trade of Alexandria. — As already remarked, Alexandria was, for a long series of years, first under the Greek successors of Alexander, and subsequently under the Romans, the principal entrepôt of the ancient world. Most part of the traffic be

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tween Asia and Europe that had at a more early period centered at Tyre, was gradually diverted to this new emporium. An intercourse between the ports on the eastern coast of Egypt, and those on the opposite coast of Arabia, had subsisted from a very early period. That between Egypt and India was more recent. It was at first carried on by ships, which having sailed down the Red Sea from Myos Hormos and Berenice, coasted along the Arabian shores till they reached Cape Rasselgate, whence a short course brought them to India near the mouth of the river Indus. This was the course followed during the dynasty of the Ptolemies: but about 80 years after Egypt had been annexed to the Roman empire, Hippalus, the commander of an Egyptian ship trading to India, having observed the regular shifting of the trade winds, ventured to sail with the western monsoon from the Straits of Babelmandeb right across the Arabian Ocean; and was fortunate enough, after a prosperous voyage, to arrive at Musiris, in that part of India now known by the name of the Malabar coast. Having taken on board a cargo of Indian produce, Hippalus returned in safety with the eastern monsoon to Egypt. This discovery was deemed of so much importance, that the name of the discoverer was given to the wind which had carried him across the ocean to India: and how trifling soever this voyage may now appear, those who consider that Hippalus had no compass by which to direct his course, and that owing to this circumstance, and the otherwise imperfect state of the art of navigation, the ancients seldom ventured out of sight of land, even in seas with which they were well acquainted, will be forward to admit that his enterprise and daring were nowise inferior to his success; and that he was well entitled to the gratitude of his contemporaries, and the respect of posterity.

From the epoch of this discovery, fleets traded periodically from Egypt to Musiris, conveying the products of Europe to India, and conversely. The Indian goods having been landed at Myos Hormos and Berenice were thence conveyed by caravans to Coptos (the modern Kenné), on the Nile, where they were put on board lighters and sent to Alexandria, whence they were distributed all over the western world. The goods sent to India were conveyed to Myos Hormos and Berenice by the same route. Myos Hormos was situated on the shore of the Arabian gulf, about a degree to the north of the modern port of Cosseir. The distance from it to Coptos, in a straight line, is about 70 English miles. Berenice was situated a good way further south, being nearly under the tropic. It was built by Ptolemy Philadelphus. Its distance from Coptos is stated by Pliny at 258 Roman miles; the different resting. places on the road were determined by the wells, and the journey occupied about 12 days. Ptolemy secms to have preferred this station to Myos Hormos, though the land carriage to Coptos was so much further, from its greater proximity to the Straits of Babelmandeb, and its lessening the voyage up the Red Sea.

Pliny says that the cost of the Indian commodities brought to Rome through Alexandria was increased a hundred fold (centuplicato vencant) by the expense of carriage, &c. We suspect, however, that this is a rhetorical exaggeration, meaning merely that their price was very materially enhanced. If the increase was anything like that mentioned, it must have been owing to the imposition of oppressive tolls and duties, for it could not possibly have been occasioned by the mere expenses of conveyance. (Plin. Hist. Nat. lib. vi. cap. 23.; Ameilhon, Commerce des Egyptiens, pp. 161 — 176, &c.; Robertson's Ancient India, note 20, &c.)

Besides this important traffic, which supplied Rome and the western world with the silks, spices, precious stones, and other products of Arabia and India, a great trade in corn was carried on from Alexandria to Rome. Egypt, for a lengthened period, constituted the granary from which Rome, and afterwards Constantinople, drew the principal part of their supplies; and its possession was, on that account, reckoned of the utmost consequence. Augustus employed merchantmen of a larger size than any that had previously traded in the Mediterranean to convey the corn of Egypt to Ostia. They were escorted by ships of war. The fleet received the names of sacra and feliz embole; and enjoyed several peculiar privileges. The ships belonging to it were the only ones authorised to hoist the small sail called supparum, when they drew near the coasts of Italy. Some of the fast-sailing vessels attached to the fleet were sent on before, to give notice of its approach; and a deputation of senators went down to Ostia to receive the ships, which anchored amid the acclamations of an immense number of spectators. The captains were obliged to make oath that the corn on board their ships was that which had been delivered to them in Egypt, and that the cargoes were entire as shipped.—(Huet, Commerce et Navigation des Anciens, cap. xlviii.; Seneca Epist. cap. Ixxvii. &c.)

Intercourse with India through Alexandria.-These few details will, perhaps, serve to give a faint idea of the importance of Alexandria in the commerce of antiquity. It is impossible, indeed, for any one to glance at a map of the world, or of the ancient hemisphere, and not to perceive that Egypt is the natural entrepôt of the commerce between Europe, and all the vast countries stretching E. from Arabia to China. The discovery of the route to India by the Cape of Good Hope, in 1498, must, no doubt, have, under any circumstances, diverted a considerable portion of the trade with the western states of Europe, and in the heavier and bulkier class of articles, into a new channel. It is, however, abundantly certain, that had the same facilities for conducting the trade with the East existed in Egypt in the sixteenth and seventeenth centuries that existed in it in antiquity, she would have continued to be the centre of the trade for all the lighter and more valuable products, and the route of the greater number of the individuals passing between Europe and Asia. But the lawless and arbitrary dominion of the Mamelukes, who loaded all individuals passing through the country with oppressive exactions, at the same time that they treated all foreigners, and especially Christians, with insolence and contempt, put an entire stop to the intercourse so long carried on by this shortest, most direct, and most convenient route. Happily, however, a new era has begun, and Egypt has once more become the grand thoroughfare of the eastern and western worlds. After good order and a regular government had been introduced into Egypt by Mehemet Ali, it was seen that it might be again made the channel of communication with India; and the importance of facilitating the intercourse with that continent forcibly attracted the attention of the British government and the East India Company. We believe, however, that the public are principally

In the 16th century, the cost of Indian commodities brought to Western Europe by way of Alexandria and Aleppo was about three times the cost of those brought by the Cape of Good Hope. - (See post, EAST INDIA COMPANY, History of) But Egypt was then occupied by the Mamelukes and Turks. who threw every sort of obstacle in the way of commerce, and loaded it with the most oppressive exactions.

Indebted to the exertions of Mr. Waghorn for the early and successful opening of what has been called the "over-land route" to India. At all events the establishment of a steam communication between Europe and Southern Asia, by way of Alexandria and Suez, is one of the most striking and important events in recent times. It has shortened the journey to India from England more than a half, and rendered it comparatively safe and expeditious. Steamers ascend the Nile as far as Cairo; and the passengers and mails are thence conveyed across the desert to Suez, and conversely, by horses and carriages, no fewer than 7 inns or khans being established along this road, which is travelled with comfort and expedition! We subjoin the following details:

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The steamers that take the Southampton mail call at Gibraltar, and arrive at Malta about the 30th. The mails from Marseilles leave that part by one of her Majesty's steamers about the 10th and 27th of each month, and arrive at Maita the 14th and 31st. At Malta the mails are transhipped, and conveyed by steamers to Alexandria.

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The contract steamer with the outward mail waits at Alexandria for the homeward mail, and arrives at Malta about the 13th and 24th of every month, where the Marseilles portion is transferred to one of her Majesty's steamers, which carries it to Marseiles, whence it is sent by land to Paris and via Dover to London; the remaining portion is landed at Southampton, and is thence sent by railway to London. Average time to or from Bombay via Marseilles 31 days, and to or from Calcutta via Marseilles about 12 and 48 days, and via Southampton about 47 and 53 days. By ship round the Cape 4 months. The newsgaper proprietors run expresses from Marseilles on the arrival of each mail, and thus are enabled to publish the news some 2 days before the letters arrive in London.

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2nd Route, vis Marseilles. By steamer to Boulogne; railway to Paris and Chalons-sur-Saone; thence to Lyons, Avignon, and to Marseilles. Time occupied 3 days. French government steamers leave Marseilles the 9th, 19th, and 29th of every month, calling at Leghorn, Civita Vecchia, Naples, Malta, and Messina. French government steamers also leave Marseilles on the 6th and 23d of every month for Alexandria and Beyrout direct, calling at Malta on the way. The Peninsular and Oriental Steam Navigation Company have published the following Statements: -

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Rates of Passage, exclusive of Expenses of Transit through Egypt, between England and

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For large families an allowance will be made in the foregoing rates to Ceylon, Madras, and Calcutta.

N. B. In addition to the above-mentioned rates of passage by the Company's steamers, the expenses of transit through Egypt will be charged at the Company's offices, at the time of securing the passage, for account of the Egyptian Government, la conformity with the subjoined Cxtract from the

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The rates of passage include steward's fees and table, wines, &c., for first-class passengers. Belding, linen, and all reghine cabin furniture, is provided in the Company's steamers, together with the attendance of experienced male and female

servants.

Baggage. First-class passengers are allowed, in the Company's steamers only on either side of the Isthmus, 3 cwt. of personal baggage free of freight, and children and servants 14 cwt, each.

All baggage must be shipped on the day previous to sailing, except carpet bags or hat boxes. All other baggage received on board on the day of sailing will be considered as extra baggage, and charged freight as such,

The charge for conveyance of extra baggage, should there be room in the vessel, will be 21. per cwt. between Suez and India, ' and 11. per cwt. between England and Alexandria.

Passengers will have to pay the Egyptian Transit Company in Egypt 168. per cwt. for conveyance of baggage through, should It exceed, for first-class passengers, 2 cwt., and children and servants 1 cwt. No package of baggage should exceed 80 lbs. weight. The best dimensions for a trunk or portmanteau are, length, 2 ft. 3 in. - breadth, 1 ft. 2 in. - depth, 1 ft. 1 in. Passengers taking articles of merchandize in their baggage will incur the risk of seizure by the Customs' authorities, and of detention for freight by the Company's agents.

Canal between the Nile and the Red Sea. We are assured, that were it not for the hostilities in which the Pacha has been almost always engaged, he would have attempted to reopen the famous canal that formerly connected the Red Sea and the Nile. According to Herodotus, this canal was commenced by Nechos, king of Egypt, and finished by Darius (lib. ii. §. 158. iv. 39.). Under the Ptolemies, by whom, according to some authorities, it was completed, this canal became an important channel of communication. It joined the E., or Pelusiac branch of the Nile at Bubastis the ruins of which still remain; it thence proceeded E. to the bitter or natron lakes of Temrah and Cheik- Aneded, whence it followed a nearly S. direction to its junction with the Red Sea at Arsinoe, either at or near where Suez now stands. It is said by Strabo (lib. xvii. p. 805.) to have been 1000 stadia (122 m.) in length; but if we measure it on the best modern maps, it could hardly have exceeded from 85 to 95 miles. Herodotus says that it was wide enough to admit two triremes sailing abreast. This great work having fallen into decay after the downfal of the Ptolemaic dynasty, was renovated either by Trajan or Adrian; and it was finally renewed by Amrou, the general of the caliph Omar, the conqueror of Egypt, anno 639 (Herodote, par Larcher, iii. 450.). The French engineers traced the remains of this great work for a considerable distance, and it would be of singular advantage to Egypt and the commerce of the world were it reopened.

Marshal Marmont states that the ground has been carefully examined by M. Lepère, an able engineer, and that it presents no sort of difficulty that may not easily be overcome. This, indeed, might have been inferred from the fact of its former construction; for the ancients being unacquainted with the use of locks had to encounter difficulties in the construction and working of canals which are now obviated with the utmost facility. According to M. Lepère, the cost of constructing a navigable canal from the Nile to the Red Sea would not exceed 17,000,000 francs, or less than 700,000l. (Marmont, iv. 161.) The completion of this work need not, therefore, he despaired of The opening of the Mahmoudieh canal from Alexandria to Atfeh shows what the present government is able to achieve; and an enterprise like that now under consideration, though more difficult, would be of still greater importance to Egypt as well as to Europe and Asia. Marshal Marmont appears to think that the ground between Suez and Cairo is quite unsuitable for a railway, to which project the Pacha is, however, understood to be most favourable. In fact, a portion of the iron rails for this undertaking have been ordered from England, and are now in Egypt; but the attention of the Pacha having been diverted to other matters, the project has been, for the present, abandoned.

W.

ALICANT, a sea-port town of Spain, in Valencia, lat. 38° 20′ 41′′ N., long. 0° 30′ Population about 14,000, and declining.

The port is an open and spacious bay, between Cape de la Huerta on the north-east, and Isla Plana on the south, distant from each other S. W. and N. E. about 10 miles. Ships may enter on any course between these points, steering direct for the castle, which stands on an eminence about 400 feet high. Those of considerable burden moor N. and S., distant from 4 to 1 mile from shore, in from 4 to 8 fathoms water; they are exposed to all winds. from E. N. E. to S. by W.; but the holding ground is good, and there is no instance during the last twenty years of a ship having been driven from her moorings. Small craft lie alongside the mole, which is already 320 yards in length, and is continuing to be projected still further into the sea. There are no pilots. The trade of Alicant, though still con siderable, has declined much within the last few years; a consequence partly of the emancipation of America from the Spanish yoke, but more of the oppressive duties laid on the importation of most articles of foreign produce into Spain (see CADIZ), and the extensive smuggling carried on from Gibraltar, Algiers, &c.

Raisins form the principal article of export; and their produce, which amounts to nearly 200,000 cwt., has increased rapidly of late years. They are principally taken off by England, the shipments thither, in 1842, having been 146,496 cwt. But with this single exception all the other articles of export have declined. The principal are silk, wool, barilla, almonds, wine, salt, oil, lead, mats, saffron, brandy, anise, saffron, &c. The exportation of barilla, which formerly amounted to from 50,000 to 100,000 cwt., has declined, partly from its having been largely adulterated, but principally from its being to a great extent superseded by soude factice (artificial soda), to little more than 20,000 cwt. The imports consist principally of sugar, coffee, cocoa, and other colonial products; cotton, and linen stuffs, and other manu. factured goods, from England and France; salted fish, tobacco, iron and hardware, deals and tar, &c.; but it is impossible to form any estimate of the imports from official or other returns, as by far the largest portion are supplied clandestinely. Indeed, the whole population of this part of Spain are clothed in prohibited articles, which are sold as openly in the towns as if they were of Spanish manufacture! (Consul's Report for 1841.) An Associacion Britanica has recently been formed in this port for smelting and refining the rich argentiferous load ores of Almagrera and other parts of the province of Murcia.

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