Commercials : Purpose-built vans/pick-ups

Following the 1952 merger, BMC rationalised its van range by concentrating on the Morris models.

However, in order to keep their separate Austin and Morris dealer chains supplied, they turned again to badge engineering, with certain vans being offered under both marques with just the badges and grilles differentiating them. In August 1968, the fledgling BLMC decided to rebrand the larger Austin- and Morris-badged vans (and light trucks) as BMCs; this policy lasted until 1970, when the J4 and JU vans became “Austin-Morris” products and the Leyland brand was finally applied to their larger stablemates.

When the Sherpa was launched in late 1974, it also carried the Leyland badge. However, a few years later, the decision was taken to sell all vans up to and including the Sherpa under the Morris brand. Then, in 1981, the Sherpa was moved to Land Rover division, under the newly-created Freight Rover brand, and four years later the Morris brand was dead.

Morris J-series

Hailing from the Morris empire prior to the 1952 merger, the J-series vans would form the backbone of BMC’s light commercial range right through to launch of the Sherpa in 1974.

Morris J-type 1949-1957
Morris JB-type1957-1960This forward-control, 10cwt van was clearly the product of pre-war thinking. It was powered by a side-valve engine driving through a three-speed gearbox, but offered little more than the more popular 10cwt car-derived Morris MCV. The JB-type of 1957 gained a more powerful, OHV engine and 4-speed gearbox, but retained the same overall appearance. It was replaced three years later by the J4.
Morris J-Type van
Morris J2 1956-1967
Also sold as Austin J2 and Austin 152The 15cwt J2 was BMC’s first unitary-construction van. It was also produced in pick-up, minibus and chassis-cab forms, with the latter proving popular as the basis for motor caravan conversions. The Morris and Austin versions of the J2 were differentiated by their frontal styling, with the former having a pressed steel interpretation of the “inverted heart” grille seen on the J-Type and LD vans, while the latter made do with a plainer, rectangular affair.Originally powered by the 1489cc B-series engine, the J2 later received the 1622cc version in 1961, when it was redesignated “J2-M16”. Diesel versions were also offered. In 1967, it was comprehensively redesigned and uprated to become the JU (see below). The J2’s core role in the market would pass to the revised J4, whose new payloads effectively straddled that of J2.
Morris J2 van in GPO livery
Austin 152 pick-up
Morris J3: the van that never was…

When the J2 was joined by the smaller J4 (see below) in 1960, the designation J3 was reserved for an entry-level version of the J4, which was to have used the familiar 948cc version of the A-series engine. However, the J3 never materialised, presumably because this diminutive engine, offering no more than 37bhp, would have struggled to power a van of this size.

Morris J4 1960-1974
Also sold as Austin J4 and Austin Morris J4In replacing the ancient JB-type, the J4 must have seemed like a breath of fresh air. Neatly styled, this forward-control, 160 cu ft van soon became a regular part of the British street scene. Many were used by Royal Mail in their distinctive red livery, and by the Police as Black Marias; they were also popular with the newspaper distrubutors. Meanwhile, the inevitable pick-up version proved popular with builders.In 1961, it was redesignated J4-M10, with the suffix reflecting its payload. In 1968, the 10cwt version was replaced by the 180J4 and 200J4, having payloads of 14cwt and 18cwt respectively.

In promoting the van, much was made of the fact that the loadspace represented 60% of the van’s overall length, a figure achieved as a result of its forward-control layout. However, by the 1970s the tide of opinion was turning against forward control, both on grounds of poor crash protection and increased servicing complexity. Thus, in 1974, the J4 was transformed into the Sherpa, although its legacy would live on into the new Millennium…

Austin Morris J4 van
Austin Morris J4 pick-up
BMC 250JU 1967-1970
Renamed Austin Morris 250JU1970-1974The JU was basically a reworked J2, benefitting from updated front-end styling and, more importantly, a wider track which afforded more stable handling. The “U” in the model name stood for “underfloor”, in reference to the relocated engine which now sat at an angle, beneath the seats. Payload was also significantly increased, to 22cwt for the standard model and 24cwt for the deluxe. Coupled with a load capacity of 200 cu ft, increasing to 220 cu ft without the front passenger seat, the JU was clearly intended to mop up the lower-end of the discontinued LD’s market (see below). The J2’s petrol and diesel engines were carried over, but the interior received a makeover, gaining an ADO17-style, slimline metallic dashboard which led some observers to suspect that Issigonis had a hand in its design. The increased body-size and payload meant that the JU made a very effective minibus, while the chassis-cab version found favour for ambulance and motor caravan conversions.
Austin Morris 250JU van
BMC 250JU pick-up

Larger vans

Morris LD series 1952-1968
Also sold as Austin 1-ton and 1½-tonLaunched in July 1952 to replace the pre-war Morris PV, the LD series was initially available as the petrol-engined, 1-ton (20cwt), 235 cu ft LD1 van. One year later, this was joined by the similarly-styled 1½-ton (30cwt), 275 cu ft LD2, which was both longer and taller.In January 1955, the van received new front-end styling, and a diesel engine option was introduced for the 1-ton van, designated LD01. The next significant change came in April 1960, when a four-speed synchromesh gearbox was adopted; this saw the 1-ton models become LD4 (petrol) and LD04 (diesel), and in a similar vein, the 1½-ton models were renamed LD5 and LD05. As part of the cross-range redesignation undertaken in 1961, the models were renamed LD-M20 (1-ton) and LD-M30 (1½-ton), with the new suffixes denoting payload in cwt. Following the launch of the JU range, the LD was reduced to just one model, which was redesignated 260LD in 1968 and replaced by the EA van later that same year.
1952 Morris LD van
1960 Morris LD4 van
BMC 350EA 1968-1970
Renamed Leyland EA1970-1984The EA (easy access) van was introduced to replace the LD series, and as it was launched following the Leyland takeover in 1968, BLMC’s branding policy dictated that it initally wore the BMC badge. With a payload of 1½ tons (30cwt), the van could be ordered with standard or long bodywork (both built on the same wheelbase), offering loadspace capacities of 274 cu ft and 322 cu ft respectively.In 1970 the EA was rebranded as a Leyland vehicle, and the range was also revised. A new, long-wheelbase version was introduced, meaning that the EA now offered a significantly larger loadspace than its predecessor – the LD – had done, being available with capacities of 322 cu ft (short wheelbase) or 390 cu ft (long wheelbase). This was accompanied by an overall increase in payload, which now ranged from 1½ to 2 tons. It could also be ordered in chassis-cab form.

Leyland never made any bones about the EA’s utilitarian nature, promoting it variously as “a box on wheels” or as being “plain, practicable and packed with power”, which incidentally was provided by 2½-litre, OHV petrol (70bhp) and diesel (58bhp) engines. Sadly, much of the goodwill which had been earned by the LD evapotrated, as the EA was beset by build quality and reliabilty issues. It would nevertheless become a familiar sight on Britiain’s roads during the 1970s, and also achieved some sales success in continental Europe. It was eventually replaced in 1984 by the larger versions of the Sherpa.

1968 BMC 350EA van
1978 Leyland EA van
1978 Leyland EA chassis-cab with dropside body

The VA was created specifically to fulfil a contract to supply freight vehicles to the nationalised road haulage company, British Road Services (later rebranded as Roadline). The design was entirely practical, with easy access to the front-mounted engine, good forward visibilty afforded by the deep, flat-paned windscreen and, most important of all, a massive loadspace. Following its demise in the early 1970s, Roadline switched to using Luton-bodied Sherpas and Leyland Boxers, amongst other vehicles.

1972 BMC VA van in Roadline livery


The Sherpa earns its own section on this page due the fact that, while it started out as a replacement for the J4 and JU, it would eventually evolve into a more-than-worthy successor to Leyland’s larger offerings, such as the EA, VA and even the lower end of the FG range.

Leyland van 1974-1975
Renamed Leyland Sherpa 1975-1978
Renamed Morris Sherpa 1978-1981
Renamed Freight Rover Sherpa1981-1982The initial “Sherpa” line-up consisted of vans in 185, 215 and 240 versions (where 185 denotes a GVW of 1.85 tons, and so on); pick-ups in 215 and 240 versions; a 240 crewbus and minibus; and various chassis-cab options in 220 and 250 versions. Payloads were quoted as 13/14cwt for the 185; 18/19cwt for the 215 and 220; and 22/23cwt for the 240 and 250. Loadspace, at 190 cu ft, was considerably higher than that of the J4 and only just short of the 250JU’s.In 1978 the 1.7- and 2.0-litre O-series engines replaced the original 1622cc and 1798cc B-series petrol units, while the 1798cc B-series diesel stayed put. The range was redesignated accordingly:- vans: 200, 230 and 250; pick-ups: 230 and 250; minibus and crewbus: 250 only; chassis-cab: 255 only. A few months later, the Sherpa was rebadged as a Morris. In 1981, BL created the Freight Rover division as part of the Land Rover group, so the Sherpa’s badges were changed again.
1975 Leyland van
1978 Leyland Sherpa pick-up
Freight Rover Sherpa (K2 series) 1982-1984

The short-lived K2 Sherpa had a neater appeareance and much improved side-access to the loadbay. The Sherpa van could now be bought in 200, 230, 250 and 280 versions. The crewbus and minibus continued in 250 form. Loadspace remained at 190 cu ft, but a new “Hi Capacity” walk-thru body was also offered, built on either the 255 or 280 chassis-cab, and offering 330 cu ft of loadspace. An optional Luton body took loadspace up to 460 cu ft, again with a choice of basic chassis-cab GVWs.

The original, integral pick-up had now been dropped in favour of a drop-side pick-up built on the Sherpa chassis-cab. The 255 and 280 chassis-cabs were also available on their own, ready to receive bespoke bodywork. Engine availability continued unaltered, with 1.7 and 2.0-litre O-series petrol units, the 1.8-litre B-series diesel and the option of a Landi-Hartog LPG conversion, first introduced at the launch of Freight Rover the year before. A 4WD Sherpa van was also now offered.

1982 Freight Rover Sherpa K2 van
1982 Freight Rover Sherpa K2 dropside pick-up
Freight Rover Sherpa 200/300 series 1984-1987
Renamed Freight Rover 200/300 series 1987-1989
(No longer part of Austin Rover Group from 1987 onwards)With the next facelift, the Sherpa gained square headlamps, new bumpers and repositioned indicators. Alongside the original bodystyle (now known as the 200 series) there was new wide-bodied variant (300 series) available in a choice of two wheelbase lengths. The 200 series was initially available with a 2-tonne GVW, while the twin-wheeled 300 series vans were designated 285 (swb only), 310 and 350. While capacity for the 200 series remained at 190 cu ft, that of the 300 series ranged from 268 cu ft to 402 cu ft, depending on the combination of wheelbase and roof profile (a high-roof was an option for the lwb 310 and 350 models).For those who needed yet more space, a Luton-style body was offered, built on either the 255 or 350 chassis-cabs, providing capacities of 400 cu ft (with 200 series cab) or 550 cu ft (300 series), and a maximum payload of almost 2 tonnes. The chassis-cab also formed the basis for a standard- and wide-bodied drop-side pick-up, in 255, 280, 285, 310 and 350 versions, again avaialble with either short- or long-wheelbases. Of course, the chassis-cab could also be ordered on its own, again in a choice of widths and lengths, so that bespoke bodywork could be fitted, with the added option of either single or double cabs. The 200 series continued to be offered as minibus or crewbus, but the 300 series was also offered as a minicoach seating up to 18 people.

While the K2 Sherpa’s engined remained available (including the ancient B-series diesel), a 2.5-litre diesel unit was now offered on the 300 series, and following the completion of a special Police contract, the Rover 3.5-litre V8 unit also became available from 1986. However, with the sale of Freight Rover the following year, the Austin Rover Group ceased to be a player in this sector of the light commercial market.

1985 Freight Rover Sherpa 200 van
1985 Freight Rover Sherpa 400 van
1985 Freight Rover Sherpa 400 dropside pick-up

Following the privatisation of Freight Rover in 1987, the Sherpa name was dropped, so the vans became known simply as the Freight Rover 200 and 400 series. With the formation of Leyland-DAF Vans in 1989 (later known as LDV), the 300 series was superseded by the better-built 400 series, which also offered air suspension and a 2.5-litre Peugeot-sourced diesel engine. At this stage, both the 200 and 400 series were given new radiator grilles, bearing the “Leyland DAF” badge. In 1996, the LDV 200 and 400 series were facelifted to become the LDV Pilot and Convoy ranges respectively, and these continue in production at the time of writing.

Merger victims

Austin K8 1948-1954

This 25 cwt van earned the sobriquet “Three-Way” owing to its arrangement of double doors on both the nearside and offside, as well as at the rear, providing excellent access to the loadbay; it is sometimes mistakenly referred to as the “Freeway”. It remained in production for a couple of years following the formation of BMC, but utimately gave way to the more modern Morris LD range (see above).

Austin K8 'Three-Way' van
Standard Atlas/Twenty 1958-1962
Renamed Leyland 15/201962-1968The Standard Atlas van was a competitor to BMC’s J2 and J4 vans in the 1950s and 1960s. Similar in style to the J2, it was initially available in 10cwt and 12cwt payloads, powered by Standard’s 1630cc petrol engine. These models were later joined by 15cwt and 20cwt versions, which used either a 2138cc petrol or 2260cc diesel engine. There was also a Standard Twenty pick-up derivative.When Standard-Triumph was bought by Leyland in 1961, little time was wasted in relaunching these models as the Leyland 15 and 20, in which form they competed with the Morris (and Austin) J2. When Leyland was merged with BMH in 1968, these vans were found to be surplus to requirements. All was not lost, however: the tooling was transferred to Standard Motor Products in India, where production continued throughout the 1970s.
1962 Leyland 15 van
1962 Standard Twenty pick-up
Leyland 2-tonner

Advertised as being “built by Standard-Triumph to Leyland standards”, the 2-tonner was available as a box-van in short- and long-wheelbase versions, but following the 1968 merger, its role was taken by the similarly specced but more capacious EA van (see above).

Leyland long-wheelbase 2-tonner

This page was contributed by Declan Berridge

Keith Adams


  1. Hi
    I own a morris j2 van complete no corrosión sitting for 15 years
    I want to sell but no idea of price can you give me the price that i must sell it
    Car is in mexico


  2. Hi

    I am looking for a Leyland EA series van to restore and use to tow my classic motocross bikes around the South West in the UK. What would one expect to pay for a vehicle which is in daily use but needs TLC? What other vans of the late 50’s to early 70’s would be good. I like the idea of vintage/classic only!



  3. I remember those EA’s from when I was on the post, they were definitely of the bone-shaker school of motoring. Could carry a hell of a lot of posties and their bikes in the back though. The bodies used to come away from the floors at the back end, you could nearly fall through the gap if you lent hard enough.

    • My Dad owned an EA for a couple of years. I loved it when we drove around the whole country in the summer with the sliding doors hooked open while the cool air blasted through the cabin. We didn’t evrn wear seat belts in those days! Damn it was great fun.

  4. Back in the ’80s I used to walk past what were then the Whitbread Brewery headquarters in Cheltenham on the way to school, an ugly brutalist office block that has now thankfully been demolished, along with the nearby Flowers brewery that used to make the entire area smell of Horlicks from all the barley waste that went into the drains.

    The usual postal delivery vehicle to Whitbread’s HQ was a low roof EA, which would duly arrive like clockwork every morning and clear the entrance canopy with inches to spare. One day the postie was given a high roof EA… I wish I had a camera on me, but that was in the 1980s before mobiles where widespread. Wonder how they got it unstuck in the end without causing more damage to the canopy and the van. I think the driver’s face was redder than the van was…

  5. Post Office drivers always the best of the best,Once had the Commer security van park in the parking space I was already occupying in my 1300. We did get 11 posties and 9 bikes in a sherpa with all the mail, you don’t need wear a seat belt whilst you are delivering mail Officer.

  6. Where is the best place to purchase running gear items for my EA 440. I will need full brake cylinders for each wheel and clutch cylinder. Are there any good Leyland-BMC suppliers of NOS or pattern parts out their?

    I have looked for a Leyland EA and Leyland owners club but can not find anything!

    Does anyone know of any such clubs?

    Thanks chaps


    • I own a 1997 LDV Convoy SWB Van and it is very difficult sourcing spares from scrapyards, most of the stock sold by the Leyland and Unipart dealers is of orignal manufacturers specification like Lucas, Girling, Lockheed, borg and Beck etc, very often you could get original manufacturers parts cheaper than those in Leyland or Unipart boxes, i would try the internet for mechanical parts, a lot of the parts are very likely to be still available, i do not know of any clubs for these vehicles.

  7. Can anyone send me some specifications on the Leyland EA petrol engine
    (engine number is 250/339K/534 built in 1971)?

    Is the capacity exactly 2.5 litres. The Austin A70 was only 2199cc and produced 70bhp. What size is the EA and how much bhp please? I presume it is not 2660cc as in the Austin A90 Atlantic and the Austin Healey 100 (produced 90bhp but also had twin 1.5 inch SU’s).

    Is the crank in the EA forged only or was it nitrided as seen in the Austin Healey 100S or was it the same crank as used in the London taxi cabs (petrol or diesel)?

    Many thanks,

  8. My dad bought a J Reg BMC 350EA in 1975 and converted it into a camper van complete with ‘all mod cons’ including a portaloo! He built the cupboards and seats/table himself, had windows put in each side and a sky-light in the roof. My mum made all the soft furnishings like curtains, and seat cushions etc. Me (age 8) and my brother(age 5) slept in hammocks in the roof space. For the next 8 years, during the school summer holidays, we would travel to Europe and go where the mood took us for 3 weeks. We lived in the North West of England at the time, and I remember always breaking down before we even got to Watford on the M1!! One year we took a spare prop-shaft with us :-). The worst incident I remember, was that the radiator is housed in the cab, and one year travelling at night down to Italy, the radiator cap blew off covering my mum and splattering me with scalding water. Apart from that, many, many happy memories of these vans.

  9. Hi I have an austinj4 1962 i am looking for a diesel engine and gearbox.
    If someone can help would appreciate,many thanks

  10. Hey all, While in Turkey I found a scrap yard with what are obviously J2 flat bed vans x3 BUT, they don`t have the rounded panels running down the sides (flat only)or the crease that sits at the top of the rounded (belly)panel that also runs across the bonnet on all others I have seen, is this a detail only used for export vehicles, any ideas ?

  11. Hi all
    from Australia and I have ’66 Morris J van and am looking for some body parts specifically a rear side window surround with the rear section that flips open.
    I am building a hot rod out of it with Jag II front and rear and ford small block V8 for power. Can anyone recommend a site or business that might be able to help with parts
    thanks in advance

  12. im looking for a rear crank seal for my austin morris (1971) EA 350 petrol,can anybody help me.scott

    • Is your petrol EA van fitted with the 6 cylinder c series overhead valve engine? if it is these engines were fitted to MGC’s cars and Wolsley 6 cylinder Landcrab cars, try doing a search on the internet, ther are various people who specialise in supplying oil seals or a engine reconditioning company.

  13. Hi all
    I have complit 100% MorrisJ2 1962 minibus/camper starts and drive in good condition if any one know the value of this vehicol or if any one are interested please contact me by email
    Many thanks

  14. In the 70’s several UK Police Forces owned Austin-Morris J4 vans, many had automatic gearboxes and most had sliding doors, I know this because I owned an ex London Met van (JGY 422K).

    Surely somebody must still have an auto J4, (ex police preferred but NOT a necessity.)

    I am unable to work owing to disability, so haven’t got much money (also limited to automatic).

    Any info, drop me a line.


    Geoff. (Suffolk, UK.)

  15. In the late 60s I used to deliver “open” Chassis from Addeley Park to Rutherglen – these just had a wooden seat(not even Planed!) and that was it. We had to drive over Shap as the M6
    was incomplete at that time – no fun in the winter. Does anyone have pictures of the J1/2 chassis showing the wooden seat ready to leave adderley Park to have the body fitted?
    i also used to deliver open bus chassis from Bristol to Edinburgh – the wooden seats on those sometimes had a bit of paddind -luxury !!



    • I remember working at Addeley park mid 60s upto 1974. and was on the j4 line this van did not have a chassis ,there were other vans being made there such as morris 1000 van also taxi ,i think the chassis with the wooden seat,was off to have the taxi black cab fiited

  16. I’ve heard of buses & small lorries being driven as a rolling chassis, but not something as small as a J series.

    My Dad remembers bodyless buses were a common site around Watford in the 1950-60s.

  17. Hi, i have a Morris J type Van 1954 and i´m restoring but the mechanics lose de headlamps and I need them there are somebody than like to sell me?
    I´m in México city….

    • I have a J owned since 1986, very original, unrestored and on the road. Slightly thinking of selling, excellent price would persuade. Have you found a J yet? Regards, C

  18. Hello there’s a Morris J4 for sale here at a very good price. However it haven;t got an engine. The problem is that the van is in MAuritius Island! There were lots of these J2 & J4 vans here. But they have been scrapped!

  19. Hi John I’m currently restoring a mk2 LD5 and am searching for body parts, namely the windscreen post areas both sided a complete o/s/f wheelarch and a pair of front wings. Do you know where I can get my hands on some??

  20. I am searching for an original silencer box for a 2.2 petrol Morris LD van, in any condition as I intend to use it for a pattern to have a replacement made. Any help/contacts will be happily received. Please reply to this post. Many thanks.

  21. We have recently bought a Austin Morris 250JU (1970) camper conversion. It runs – needs an MOT. Interior is original. We’ve taken the skin off and replaced any rotten wood in the frame. However we cannot find any of these out there, not even photos. Quite a few Paralanians, J2’s but no 250JU Campers. Anyone who has any info on these or has one please get in touch.

    • Hi Bev,

      We have a JU250 Camper also! It is going in for its MOT tomorrow. We have yet to do any real cosmetic work to it. Do you have an email address and I could send you some pictures of ours? Would love to see some pictures of what you are doing with yours as we are deciding how far to go with the refurb inside!

      We were hoping to get the bodywork of ours ready for our wedding in August but after a day on it today that is starting to seem bait unobtainable!

      Be great to hear from you!

      Heidi & Ollie, Bristol

  22. I have recently purchased 2 Atlas/leyland models, 1 is a panel van leyland 15 model
    ex Bakers van, been in a field for 40 years! i am about to bring back to life, and the other is the Door-mobile type which is in pretty rough condition but will def’ be worth saving! I know parts are very rare, but if anyone has any parts at all for the 1963 Panel van, I would be very interested in purchasing.
    Thanks, Graham (Essex) U.K

  23. I have too many commitments and may be selling my Leyland 15 Panel van complete with original sign writing (Bakery van)unfinished project but starts runs and drives, won’t stop as brakes need a new pipe or two and other bits need finishing/repairing, but solid chassis, pair of 2nd hand side skirts come with it,
    still reluctant to sell but my other project comes first.

  24. Hi Graham, Do you still have Atlas / Leyland 15 panel van. If so do you have any pics >

    • Hi Raymond,
      Sorry for the dreadful late reply! After deep thought and a long hard couple of months decision making, I have decided to go ahead and carry on with the van. it will be modified only slightly, and the very few changes can always be taken off without any destruction being caused!
      This is my email, I can send you some pics, and one day i will sell it, and If we stay in touch I will give you the first offer. I have a couple of larger parts removed from the door mobile model that came with it but I was messed about by 2 people in particular for these parts, so if I still have them by the time I do sell it (prob next year) maybe we can do a deal? axle, front suspension, steering column/box front screen and a few other smaller bits and bobs. Again, sorry for the delay in replying,
      regards Graham.

  25. In the House of Parliament , the delivery area for mail vans is very space restricted, a turntable is provided, the posties drive on to the turntable, get out and rotate the van 180 degrees, unload and drive off, or so it was intended, the posties soon figured the technique of driving onto the turntable with the right momentum to make the table self-turn 180 degrees

  26. IIRC the odd one or two EAs had Rover V8s dropped into them when they were used as service vans for the BL rally team in the Dolly Sprint/TR7 era.

  27. Concerning the unbuilt Morris J3 van that was to feature the 948cc A-Series engine, one wonders if it is related to the circa 1961 Innocenti A40 Furgone prototype or entirely separately project conceived at roughly the same time?

  28. The Morris name had a stay of execution when it was used for Metro vans for a year. I don’t know why the Morris name wasn’t kept alive for car derived vans and the Sherpa as the name still carried some respect in commercial vehicle circles.

    • Yes, it was a typical piece of BMC/BL/ARG badge flip-flopping that they initially gave the Metro van a Morris badge, and sold it alongside the Morris Ital van, but when they launched the Maestro van they changed their strategy and decided to badge both as Austins!

  29. Must admit I don’t remember the Morris name used on Metro derived vans. I do remember the Morris LD van series. A mobile fruit & veg shop visited our street every Friday using one of those in the mid/late 60s

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