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A front windshield defroster (left) and A rear window defroster (right) symbol.

A defogger, demister, or defroster is a system to clear condensation and thaw frost from the windshield, backglass, or side windows of a motor vehicle. The rear window defroster was invented by German automobile engineer Heinz Kunert.[1]

Types

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Side window defogger wires of Rolls-Royce Phantom (2003).

Primary defogger

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For primary defogging, heat is generally provided by the vehicle's engine coolant via the heater core; fresh air is blown through the heater core and then ducted to and distributed over the interior surface of the windshield by a blower. This air is in many cases first cooled down and dehumidified by passing it through the vehicle's operating air conditioning evaporator. Such dehumidification, when followed by a reheating, makes the defogging more effective and faster, for the dry warm air has a greater capacity of absorbing water from the glass at which it is directed (with respect to the moist warm air provided by the heater alone, and the dry cold air provided by the air conditioning system alone). However, whenever the vehicle is equipped with an air conditioning system, care must be taken to keep it in an operational state for the primary defogger to operate optimally. Also, at very low ambient temperatures, the air conditioning system might not turn on, in order to prevent possible compressor damage. In modern vehicles, running this type of defogger often automatically switches the air conditioning system on, without further action required.

Secondary defogger

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Secondary defoggers, such as those used on a vehicle's backglass and/or side view mirrors, often consist of a series of parallel linear resistive conductors in or on the glass. When power is applied, these conductors heat up, thawing ice and evaporating condensation from the glass. These conductors may be composed of a silver-ceramic material printed and baked onto the interior surface of the glass, or may be a series of very fine wires embedded within the glass. The surface-printed variety is prone to damage by abrasion, but can be repaired easily with a conductive paint material.

Various terms are applied to secondary defoggers, such as "electric window defogger" (EWD), "rear window defogger" (RWD), etc.

Automation

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Resistive-heat defoggers are usually equipped with an automatic timer to operate for a set time period of 10 to 15 minutes before switching off. This is because most defogging is achieved within that timeframe, after which the vehicle's heater has usually brought the interior of the vehicle to a warm enough temperature that the fog does not recur. However, if this is not the case, the driver may activate the system again once it has timed out. There is usually a telltale on the vehicle dashboard, often on the defogger switch, to let the driver know.

See also

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References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Defogger

View on Grokipedia
from Grokipedia
A defogger, also known as a defroster or demister, is a safety feature in automobiles designed to remove , , , or from the vehicle's windows, ensuring clear for the driver in adverse conditions. These systems are essential for preventing obscured vision caused by moisture buildup on glass surfaces, which can occur due to temperature differences between the interior and exterior of the vehicle. There are two primary types of defoggers: front (or primary) defoggers and rear (or secondary) defoggers. The front defogger utilizes the vehicle's (HVAC) system to blow warm, dry air directly onto the and sometimes the side windows, evaporating moisture through . In contrast, the rear defogger employs an electrical grid of thin resistive heating wires embedded in the glass, which generates heat to melt frost or evaporate fog when activated. Some advanced systems integrate automatic controls that activate based on sensors or changes to maintain optimal without manual intervention. The development of defoggers evolved alongside automotive heating systems, with early innovations in the early focusing on general cabin warmth before specialized window clearing. By the , prototypes like outside-air defrosters were patented for use in vehicles such as models, directing heated external air to the . Rear window defoggers gained popularity in the and as optional or standard equipment across most passenger cars, driven by consumer demand and improvements in electrical systems, though they remain unregulated by federal standards in the United States. In contrast, front defoggers are required by the U.S. Federal Motor Vehicle Safety Standard 103, effective January 1, 1968. Most modern cars are equipped with both front and rear defoggers, often integrated into climate control systems.

Overview

Definition

A defogger is a in motor vehicles designed to clear , , and from the interior surfaces of windows, particularly the and rear , by applying or directing to evaporate and restore . This functionality is essential for safe driving in humid, cold, or rainy conditions where moisture buildup can obscure the driver's view. Key components of a defogger typically include heating elements such as resistive wires embedded in surfaces, fans for circulating air, and ducts that channel warm or dry air from the vehicle's (HVAC) system or electrical grid. These elements are integrated into the overall vehicle climate control or electrical infrastructure to target window surfaces specifically, rather than broadly heating the cabin interior. Unlike general cabin heaters, which primarily warm the compartment for comfort, defoggers prioritize rapid clearing of to maintain outward and do not focus on overall . Terminology for these systems varies by region: "defogger" is commonly used , "demister" in the , and "defroster" as a more general term applicable worldwide.

Purpose and Safety Benefits

The primary purpose of a defogger in vehicles is to clear , , frost, or from windows and windshields, thereby maintaining clear for the driver during adverse or environmental conditions. This function is essential in humid, rainy, or cold , where accumulation can rapidly obscure views, making it difficult to see the road, pedestrians, or other vehicles. Condensation on typically arises from environmental triggers such as differentials between the warmer interior and colder exterior surfaces, human breath adding , or introducing . In cold conditions, forms similarly due to freezing on chilled , while high exacerbates fogging by saturating the air inside the cabin. These factors can reduce within seconds, posing immediate hazards during driving. Defoggers contribute to road safety by mitigating the risks associated with obscured views, allowing drivers to react promptly to traffic conditions and potential obstacles. , Federal Motor Vehicle Safety Standard (FMVSS) No. 103 has mandated defrosting and defogging systems in passenger cars, multipurpose passenger vehicles, trucks, and buses since January 1, 1968, to ensure compliance with visibility performance requirements during testing that simulates foggy conditions. Although a NHTSA evaluation found no statistically significant reduction in specific crash types like backing or lane changes attributable to rear window defoggers, the systems support overall safety by upholding clear sightlines, which are fundamental to accident prevention. Beyond safety, defoggers enhance passenger comfort by regulating cabin humidity and temperature, preventing discomfort from foggy or frosted interiors. They also ensure adherence to regulatory visibility standards, such as those in FMVSS 103, which require effective clearing of designated areas to maintain operational thresholds.

History

Early Inventions

The origins of defogging technology trace back to early efforts to address cabin comfort and visibility in vehicles, beginning with innovations in heating systems. In 1893, American inventor Margaret A. Wilcox received U.S. Patent No. 509,415 for an automobile heater designed for railway cars but adaptable to early motor vehicles. This system utilized a where engine exhaust gases heated circulating air, which was then directed into the passenger compartment to raise the interior temperature and mitigate on windows. By leveraging from the engine's exhaust, Wilcox's invention laid foundational groundwork for later defogging mechanisms, as warmer cabin air reduced the likelihood of formation on surfaces. Advancements in the 1940s, primarily driven by aviation needs during , introduced electrical heating solutions that influenced automotive defogging. Aircraft engineers developed pyrolytic coatings—thin layers of conductive tin oxide (SnO₂) deposited via on glass—to enable resistive heating for de-icing and defogging. These coatings allowed low-voltage current to generate heat directly on the glass surface, clearing frost and condensation without obstructing pilot visibility in extreme conditions. This technology, first applied in cockpits, demonstrated the feasibility of transparent electrical heating elements and later inspired similar applications in ground vehicles seeking to combat weather-related visibility hazards. A pivotal automotive-specific emerged in the mid-20th century with the rear window defroster, credited to German engineer Heinz Kunert. In the early , Kunert devised a system embedding fine resistive wires between layers of rear glass, powered by the vehicle's electrical system to rapidly heat and evaporate moisture or melt frost. This addressed a common visibility issue in enclosed passenger cars, where rear windows often fogged during humid or cold weather, impairing driver awareness of following traffic. Kunert's design balanced efficiency with minimal visual distortion, marking a shift toward integrated electrical defogging in production vehicles. Early defogging efforts encountered significant hurdles, particularly in pre-1950s automobiles lacking robust enclosed cabins. Open-top or side-curtained designs exposed occupants to direct and temperature swings, leading to persistent visibility impairments from external moisture without reliable internal heating to counteract it. Moreover, rudimentary electrical systems—typically 6-volt with limited amperage—struggled with the high power demands of resistive heating elements, risking battery drain or system overload and delaying widespread adoption until more capable 12-volt architectures emerged. These constraints underscored the need for efficient, low-draw solutions to enhance safety without compromising vehicle performance.

Adoption in Automobiles

The adoption of defoggers in automobiles began in the mid-20th century, initially as optional features in luxury models. In 1948, introduced rear window defoggers as an option, using blower systems to direct warm air onto the rear glass for clearing condensation and improving rear visibility. By the , these systems expanded to other manufacturers, often as dealer-installed accessories, but widespread availability remained limited until the following decade. The electric grid rear window defogger, utilizing embedded resistive heating wires, first appeared in production vehicles in the late , with the 1969 being the first American car to feature this technology. Rear window defoggers became optional or standard equipment in most cars during the and , driven by growing consumer demand for enhanced in adverse weather, with adoption rates rising from about 16% in domestic U.S. cars in 1973 to over 94% by 2001. This standardization was further propelled by state-level regulations, such as New York's 1974 requirement for fixed rear windows in certain vehicles. Regulatory mandates played a pivotal role in accelerating defogger integration, particularly for windshield systems. In the United States, the (NHTSA) implemented Federal Motor Vehicle Safety Standard (FMVSS) No. 103 in 1968, requiring all passenger cars, multipurpose vehicles, trucks, and buses manufactured on or after January 1, 1968, to include windshield defrosting and defogging capabilities to ensure clear visibility. Similar standards emerged in during the 1970s; Council Directive 78/317/EEC, adopted in 1977 and effective from 1978, mandated defrosting and demisting systems for category M1 vehicles, specifying performance criteria such as clearing 80% of the windscreen area within 20 minutes at temperatures as low as -18°C. These regulations emphasized safety benefits, reducing accident risks from obscured vision, and indirectly boosted rear defogger uptake as part of comprehensive visibility solutions. Technological advancements facilitated broader adoption by improving efficiency and integration. Early defoggers operated as standalone manual systems, but from the 1960s onward, they shifted toward incorporation into (HVAC) frameworks, leveraging engine coolant for consistent performance without separate power draws. Energy efficiency gains came through innovations like thinner heating wires, which reduced electrical consumption while maintaining rapid clearing times, addressing concerns over vehicle battery and impacts in an era of rising environmental standards. Global adoption varied significantly by climate, with faster integration in colder regions prioritizing visibility enhancements. In and , where harsh winters prevail, defoggers became near-universal by the late , supported by stringent regulations and high consumer expectations for winter-ready vehicles. In contrast, warmer climates such as the U.S. South and parts of saw delayed and lower adoption rates until the , as milder weather reduced urgency, though global automotive standardization and exports have since increased penetration even in these areas.

Types

Rear Window Defogger

The rear window defogger serves as the primary system for clearing , , and condensation from the rear glass in automobiles, featuring thin resistive wires or printed conductive circuits embedded directly into the . These elements form a heating grid that conducts to generate localized , effectively evaporating moisture without relying on . In operation, an electrical current passes through , raising the of the wires to approximately 30–40°C (85–105°F) to facilitate rapid of and of light accumulations. The system typically consumes 100–250 watts of power, drawn from the vehicle's 12-volt electrical system via a high-amperage circuit protected by a 20–30 amp fuse. Full clearing of the usually occurs within 5–10 minutes, depending on ambient conditions and initial levels. Key components include a grid pattern of multiple horizontal resistive lines (typically 15–25, varying by vehicle), spaced evenly across the glass and connected by vertical bus bars at the edges for uniform current distribution; a relay switch that activates the high-current circuit upon dashboard button press; and an indicator light on the dashboard to confirm operation. This design offers advantages such as quick activation and effective performance in cold or humid environments, making it a standard feature in most sedans and SUVs for improved rear visibility and safety.

Windshield Defroster

The windshield defroster functions as the secondary defogging system for the front windshield in automobiles, primarily employing hot, dry air from the () system that is channeled through dedicated vents positioned at the base of the windshield to remove , , or . This air-based approach contrasts with direct electrical heating methods used elsewhere, focusing instead on convective to warm the glass surface above the and prevent moisture buildup. In operation, the defroster mode redirects the HVAC blower to maximize toward the , typically delivering 150–300 cubic feet per minute (CFM) of heated air at temperatures between 40°C and 50°C, depending on ambient conditions and system capacity. To enhance dehumidification, especially in humid environments, the is frequently activated automatically, reducing relative in the cabin air before it reaches the vents and accelerating from the glass. Core components include the defrost vents integrated into the for targeted air distribution, blend doors in the HVAC assembly that modulate the proportion of hot air from the heater core and cooler air from the to achieve the desired temperature blend, and, in select configurations, thin embedded resistive wires within the laminate for supplemental electrical heating—available in various models, including mainstream vehicles from Ford, , and others, especially in cold-climate regions. Heated are more common in due to regulations and have evolved to include wire-free metal-coated technologies in 2025 models from brands like Genesis. Despite its effectiveness, the defroster exhibits limitations in extreme cold weather, where it may take 10-15 minutes or longer to fully clear heavy accumulation, as the system's heating capacity depends on the engine's reaching operational temperature to supply warmth to the heater core. This dependency can delay safe visibility in sub-zero conditions until sufficient engine heat is generated.

Mirror and Side Window Systems

Heated side mirrors utilize thin-film heaters or etched foil coils integrated into the mirror glass to eliminate fog, frost, and ice buildup, ensuring clear visibility during adverse weather conditions. These heating elements are typically constructed from conductive materials like polyimide films or metallic traces, providing uniform heat distribution across the mirror surface. Power consumption for each mirror generally ranges from 5 to 10 watts, allowing efficient operation without significant strain on the vehicle's electrical system. The system is commonly activated via the same switch as the rear window defogger, synchronizing defrosting across multiple surfaces for driver convenience. The primary purpose of heated side mirrors is to prevent obstruction in blind spots, thereby reducing the risk of lane-change accidents and enhancing overall road safety, particularly in cold or humid environments. This feature became a standard safety option in many passenger vehicles during the as automotive regulations emphasized improved . Some designs incorporate positive temperature coefficient (PTC) elements, which self-regulate heat output by increasing resistance as rises, preventing overheating and promoting energy efficiency. Side window defogging systems primarily rely on directed from HVAC vents positioned near the door panels to circulate warm, dry air and evaporate . In more advanced applications, transparent conductive films, such as (ITO) layers, are applied to the glass for electrical heating, offering rapid and even defogging without relying solely on air circulation. These methods are especially prevalent in modern electric vehicles (EVs) equipped with full-glass roofs, where larger surface areas prone to fogging necessitate integrated solutions to maintain cabin clarity and passenger comfort.

Operational Mechanisms

Electrical Resistance Heating

Electrical resistance heating in defoggers relies on the principle of Joule heating, in which an electric current flows through a resistive material, generating heat proportional to the square of the current and the resistance of the material, as described by the formula P=I2RP = I^2 R. Here, PP represents the power dissipated as heat, II is the current, and RR is the electrical resistance of the heating element. This process directly warms the surface of glass or mirrors to evaporate moisture or melt frost without relying on ambient air circulation. The resistive materials are chosen for their ability to produce sufficient heat at automotive voltages (typically 12-14 V) while maintaining durability and minimal visual obstruction. Key materials for these heating elements include silver-based printed circuits, often silk-screened onto as a conductive ink mixed with ceramic for adhesion, and (ITO) films for transparent applications like windshields. wires are used in some mirror systems for their high and fine gauge, allowing embedding without significant visibility impact. The overall resistance of a typical grid ranges from 0.5 to 2 ohms, enabling current draws of 10-20 A at 12-14 V to achieve heating rates that clear in minutes. These materials ensure uniform heat distribution across the surface while withstanding thermal cycling and vibration in vehicular environments. The efficiency of approaches 100%, as nearly all is converted directly into via resistive dissipation, with minimal losses in modern designs. Defogging cycles typically last 10-20 minutes, sufficient to restore under most conditions. For , built-in timers automatically deactivate the after 10-20 minutes to prevent overheating, potential glass damage, or excessive battery drain. This mechanism is particularly prominent in rear window defoggers, where the grid lines provide targeted heating.

Forced Air Circulation

Forced air circulation defogging systems operate on thermodynamic principles where heated air is used to lower the relative within the vehicle cabin and raise the temperature of surfaces, thereby preventing by maintaining the surface above the air's . Hot air is generally more effective than cold air for clearing condensation on vehicle windows, as it can hold more moisture and warms the glass surface above the dew point, absorbing water from the glass and preventing further condensation. In contrast, cold air can cool the glass further below the dew point, exacerbating the condensation. Note that in hot and humid conditions, air conditioning with cold air may be used to dry the air effectively. This process leverages to transfer heat to the glass and dehumidification to reduce moisture content, as illustrated by psychrometric charts that map relationships between , relative humidity, and dew point; for instance, heating air from 40°F to 65°F can drop relative humidity from 80% to 32%, minimizing fog formation. Key components include the blower motor, which drives air circulation; the heater core, a utilizing at 190°F–205°F (88–96°C) to warm incoming air in vehicles, while electric vehicles use positive temperature coefficient (PTC) heaters instead; ducts that channel the conditioned airflow precisely to the and other areas; and the AC , which facilitates removal by compressing to cool air over the , condensing that drains away. These elements work synergistically: the dehumidifies the air, the heater core or PTC adds warmth, the blower propels the dry, hot mixture, and ducts ensure targeted delivery to enhance on fogged surfaces. In operation, ambient or cabin air is drawn in, dehumidified if needed, heated to approximately 40–50°C, and blown toward the at rates of 50–150 cubic feet per minute (CFM), promoting rapid through increased and transfer; higher initial flow rates, such as 118 CFM, prove most effective for transient defogging, achieving over 90% clearance in critical areas within 10 minutes. Effectiveness hinges on balancing and , as dominates early defogging while both factors influence steady-state performance and occupant comfort. Efficiency is enhanced in recirculation mode, which reuses cabin air to accelerate defogging by 20–30% when interior is lower than outside, though intake is often preferred for introducing drier external conditions; in non-electric vehicles, this system imposes a minor penalty of 0.5–1% increased consumption due to blower operation and engine load, comparable to auxiliary .

Automation and Controls

Manual Operation

Manual operation of automobile defoggers relies on driver-initiated controls integrated into the vehicle's or HVAC panel, allowing selective activation based on immediate visibility needs. The defogger is typically engaged via a dedicated or toggle switch, often marked with a rectangular featuring wavy lines to represent heating elements, which turns on electrical filaments embedded in the to clear , , or . For the front defroster, drivers manually select the defrost mode using knobs or buttons on the HVAC controls, redirecting warm air from the heater core toward the and side windows. In practice, drivers assess visibility impairment—such as during cold weather or high —and activate the appropriate while the is running to ensure sufficient power and generation. The rear defogger switch commonly illuminates a dedicated indicator on the instrument panel to signal operation, providing visual confirmation without integration to other warning systems. Activation is straightforward and immediate, but users must monitor and deactivate manually to avoid unnecessary energy use, as most systems include a built-in that automatically shuts off after 10 to 20 minutes. These manual controls, including variable fan speed settings and adjustment dials for the front system, became standard features in vehicles during the as regulations emphasized clear visibility. Prior to widespread adoption, such switches were optional or absent in many models, but federal standards like FMVSS 103 mandated effective defrosting capabilities, promoting their integration into everyday . A key limitation of manual defoggers is their dependence on driver vigilance; without sensors or automation, effectiveness hinges on timely activation, potentially delaying response in rapidly changing conditions like sudden fogging. This user-reliant approach, while simple and cost-effective, does not adapt dynamically to humidity, temperature, or airflow variations.

Sensor-Driven Automation

Sensor-driven automation in vehicle defogging systems employs specialized sensors to detect conditions conducive to fogging, enabling proactive activation of defogging mechanisms without manual input. These systems typically integrate capacitive humidity sensors, which measure relative humidity by detecting changes in capacitance due to moisture absorption on a dielectric material, thermistors for monitoring ambient and glass surface temperatures, and in some cases, optical sensors that identify fog formation through infrared light scattering on the glass interior. The sensors are strategically placed on the interior surface of the windshield, often near the rearview mirror base or in HVAC sensor clusters, to capture localized environmental data accurately. The (ECU) processes sensor data in real-time to predict and prevent fogging by calculating the —the temperature at which occurs—and comparing it to the surface temperature. If relative exceeds thresholds such as 70%, or if the temperature approaches the (for example, below 5°C in humid conditions), the ECU automatically switches the HVAC system to defrost mode, adjusting blower speed, air from dry exterior sources, and activating the air conditioner as needed. This phased response escalates based on severity, such as fully opening defrost vents and maximizing blower output for levels above 85%. Integration with the vehicle's allows seamless communication between the defogging sensors, ECU, and HVAC components, enabling coordinated responses across systems. Such automated features became common in passenger vehicles during the 2000s, with implementations like Hyundai's phased defogging control introduced around 2010 and similar systems in premium models from manufacturers like incorporating humidity and temperature sensing for proactive climate adjustments. By anticipating fogging conditions, these systems reduce the need for driver intervention, enhancing and comfort while optimizing use through targeted HVAC activation rather than continuous operation. Predictive defogging can improve overall efficiency by minimizing unnecessary power draw, particularly in electric vehicles where it helps extend range by avoiding reactive, high-energy responses.

Maintenance and Troubleshooting

Common Issues

One of the most frequent problems with rear window defoggers is the breakage of the thin heating grid lines embedded in the , often caused by physical impact from rear wipers (in equipped vehicles), ice scrapers, or shifting cargo during improper scraping or loading. Over time, age-related degradation can also lead to wire failures due to thermal cycling and material fatigue. For front defrosters, which rely on forced hot air circulation, common issues include clogged air vents from accumulated , , or leaves, restricting airflow and reducing defogging efficiency. In systems integrated with for dehumidification, low levels prevent the from engaging properly, impairing the removal of moisture from the air and causing persistent fogging. Electrical faults are prevalent across both rear and front defogging systems, including blown fuses that interrupt , often due to overloads or short circuits, and corroded relays or connectors that result in no heat output or intermittent operation. Symptoms typically manifest as the defogger failing to activate or producing uneven heating, stemming from wiring damage or poor connections exposed to moisture. In regions with heavy salt use, environmental exposure accelerates on defogger electrical components, such as terminals and wiring harnesses, hastening failures by promoting oxidative degradation.

Repair Procedures

Diagnosing defogger issues begins with a of the grid for visible breaks or damage in the heating lines, which are common failures such as broken wires. To confirm electrical continuity, use a set to the continuity or ohms (Ω) function; attach the probes to each end of an individual grid line and test for continuity—a functioning line will show low resistance (or beep in continuity mode), while infinite resistance indicates a break. For the entire grid, overall resistance typically measures 0.5-4 ohms when tested across the power tabs. If voltage is present at the tabs (around 12-14 VDC) but no heating occurs, the issue lies in the grid itself. For rear window defogger repairs, observe the following precautions to ensure safety and effectiveness: work in a warm environment above 50°F (10°C) for optimal curing of repair materials; turn off the defroster and disconnect the vehicle battery before starting to prevent electrical hazards; handle the glass gently to avoid further scratches or cracking, and avoid using soldering irons; allow the repair material to cure fully for 24 hours before testing or using the defogger; wear gloves and eye protection; and work in a well-ventilated area. Start by cleaning the damaged area thoroughly with to remove debris and ensure adhesion. Apply a conductive or silver-filled from a repair kit, such as Permatex or Chemtronics products, bridging the break with a thin, even layer using the provided ; allow it to cure for 24 hours before testing. If multiple lines are broken or the damage is extensive, replacement of the rear glass may be necessary, as partial repairs can compromise overall performance. Front defroster issues, which rely on circulation, often stem from HVAC blockages; begin by accessing and or replacing the cabin air filter, as a clogged filter reduces to the defrost vents. If air output is weak or misdirected, inspect and realign the HVAC ducts or blend doors for obstructions or misalignment, which can be done by removing the glove box or under-dash panels. For systems using AC-assisted defogging, low levels can impair performance—recharge the AC following manufacturer specifications to restore dehumidified air flow. While many defogger repairs are suitable for DIY with basic tools and kits costing $15-30, electrical grid issues or complex HVAC realignments often require due to the need for specialized equipment. for defogger inspections and repairs typically range from $50 to $300, including parts and labor, depending on the extent of damage and vehicle model.

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