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All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Simple Acceptance Decisions and Acceptance Risk

Acceptance risk may be estimated using cumulative probability distribution functions applied to populations of measurands and test measurement values. “Simple acceptance” is a decision rule that sets the acceptance range of a test result equal to the tolerance range specification. While acceptance risk is comprised of both consumer risk and producer risk, this paper compares the effects of simple acceptance decision rules and guardbanding decision rules on consumer risk. Consumer risk is also known as the probability of false acceptance. The terms describe the risk of accepting test results as passing when the actual values exceed specification limits. False acceptance is only possible when the true value of a measurand is out of tolerance and the test result indicates that the measurand is within tolerance. Metrologists generally have some information about the test uncertainty regarding a specific acceptance test result. Along with a general lack of knowledge regarding the measurand population parameters, the complicated interplay between risk, dispersion, and central values generally prevents calibration laboratories from fully characterizing acceptance probabilities. Organizations that model the measurand populations can reduce consumer risk by avoiding certification of items whose measurand populations are not well centered. The models in this paper present a recurring trend: guardbanding reduces nonnegligible risks of false acceptance when compared to simple acceptance. However, guardbanding is not the most effective means of acceptance risk mitigation. Systematic characterization of measurand populations can provide the information a calibration laboratory needs to reliably control acceptance risk.

42 ENGINEERING↗
DOE OSTI2024

Pathways to IEC Standards for Heliostat Design Qualification and Site Acceptance in Central Receiver CSP Applications

This paper surveys the existing landscape of standards relevant to heliostats, identifies their gaps, and proposes a path forward to a comprehensive set of heliostat guidelines, technical specifications, and standards under the framework of International Electrotechnical Commission (IEC) TC 117. Gaps in existing guidelines and standards are surveyed using a three-tiered taxonomy: component-level, heliostat-level, and field-level. At each level, the gap analysis is followed by a proposal for a coordinated path forward on the development of standards. At the component level, advances in the understanding of wind loading should inform a technical specification for drives and structures. Reflectors require consolidation of measurement guidelines into existing standards documents. Communications & controls require technical standards to inform their selection and secure implementation. At the heliostat level, IEC 62817 (solar trackers) adequately characterizes drive systems, structures, and electronics, but requires adaptation to heliostats' use patterns, operating modes, and expected life cycles. IEC 62817 does not address heliostat beam quality and pointing accuracy, but the process for determining both is elaborated in the SolarPACES Guideline for Heliostat Performance Testing. This SolarPACES document requires two main modifications: adaptation to IEC language and inclusion of testing after heliostats which have undergone accelerated weathering and mechanical cycling (to understand performance degradation). At the field level, IEC 62862-4-2 addresses the function and control of heliostat fields but does not cover the statistically rigorous testing of heliostat groups, or field performance factors like security and soiling. The addition of documents under IEC-62862-4 is proposed to address this gap.

beam↗
DOE OSTI2025

User Acceptance of Shared Autonomous Vehicles

A dissertation is proposed to explore user acceptance of shared autonomous vehicles (SAVs). SAVs are facing limited user acceptance. To systematically tackle the user acceptance barriers of SAVs, the main problem can be disintegrated into two sub-problems of user acceptance of autonomous vehicles (AVs) and ridesharing. The comfort of the ride experience in AVs is a determinant of user acceptance. Understanding the influential factors and developing methodologies to quantify human comfort in AVs are essential to facilitating future research to improve human comfort in AVs. The current pooled rideshare (PR) service closely resembles the anticipated future of SAVs. Understanding why users prefer or refuse to use PR at the current stage prepares SAVs for broader acceptance in the future. Until now, a series of peer-reviewed publications have been published to achieve the technical goals. Two simulator-based user studies were conducted to instrument the research on human comfort in AVs. Statistical analysis was performed to identify the crucial vehicular behavioral factors of human comfort in AVs. The influential factors of human comfort in AVs and methodologies to quantify and detect human comfort in AVs were investigated. Two survey-based studies were deployed to facilitate the investigation of user acceptance of rideshare services. The influential factors of users' willingness to consider PR were explored and identified, and the choice behaviors in ridesharing services were comprehensively modeled and analyzed. The proposed research answers a series of fundamental questions regarding the user acceptance of SAVs. For the branch of user acceptance of AVs, the research generated guidelines for improving passenger comfort in AVs by identifying a series of autonomous driving factors of passenger comfort. The research also provides fundamental tools to estimate human comfort levels for future research and in-AV applications. For the branch of user acceptance of PR, the research provided user acceptance-aware vehicle, service, and policy design insights that can promote the usage of PR.

Su, Haotian↗
DOE OSTI2020

Improved Fireset Acceptance Using Established Evaluation Measurements

As new insight is gained into the relationship between firesets and detonators, tighter control of the circuit parameters is desired to maintain consistent and optimum system performance. An analysis of the established acceptance method reveals that it has insufficient precision to guarantee a uniform population of units. While the production has been historically very uniform, the uniformity has been primarily due to the quality and consistency of the manufacturing process rather than to the stringency of the acceptance criteria. The established method of evaluating and accepting firesets for the stockpile has been to discharge the units into a representative load and to record the output current waveform. Three characteristics of the output waveform (Peak Current, Rise Time, and Pulse Width) are then analyzed and an acceptance window is applied directly to these measurements. The purpose of this paper is to introduce a new approach that incorporates these same established measurements. However, instead of applying acceptance criteria to the three measurements directly, rather these measurements are used to evaluate the circuit values of capacitance, inductance and resistance to provide a more stringent and uniform acceptance criteria.

42 ENGINEERING↗
DOE OSTI2020

Evaluation of Risk Acceptance Criteria for Transporting Hazardous Materials

This report reviews and offers recommendations from Sandia National transportation of hazardous materials in the U.S. The risk criteria should be used with the results of a quantitative risk assessment (QRA) in risk acceptance decision-making. The QRA for transportation is fundamentally the same as a fixed facility. However, there are differences in calculations of both the probabilities of occurrence and location of hazards. Involuntary individual fatality risk is recommended to be acceptable for annual probabilities of less than 3 x 10 -7 for any population, including vulnerable populations, and may be considered acceptable at the regulators discretion for non-sensitive/non-vulnerable populations if less than 5 x 10 -5 and demonstrated to be as low as reasonably practicable (ALARP). Societal risk is recommended to be acceptable if the annual frequency of events that would result in N or more fatalities is less than 10 -5 /N events per year and may be considered acceptable at the regulators discretion if less than 10 -3 /N events per year and demonstrated to be ALARP. These criteria should be applied to the societal risk over the entire transportation route, not normalized per-distance. These values are adapted from the National Fire Protection Association (NFPA) 59A, a U.S. and international standard for liquefied natural gas (LNG) facility siting.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2022

PACT Module Design Acceptance Criteria (Industry)

For the PACT center to both develop testing protocols and provide service to the metal halide perovskite (MHP) PV community, PACT will seek modules (mini and full-sized) for testing purposes. To ensure both safety and high-quality samples PACT publishes acceptance criteria to define the minimum characteristics of modules the center will accept for testing. These criteria help to ensure we are accepting technologies that are compatible with our technical facilities and testing equipment and can transition to large scale commercial manufacturing. This module design acceptance criteria document is for industry partners and is different from the acceptance criteria for research partners (academia, national laboratories) partners.

14 SOLAR ENERGY↗
DOE OSTI2022

PACT Module Design Acceptance Criteria (Research)

For the PACT center to both develop testing protocols and provide service to the metal halide perovskite (MHP) PV community, PACT will seek modules (mini and full-sized) for testing purposes. To ensure both safety and high-quality samples PACT publishes acceptance criteria to define the minimum characteristics of modules the center will accept for testing. These criteria help to ensure we are accepting technologies that are compatible with our technical facilities and testing equipment and can transition to large scale commercial manufacturing. This module design acceptance criteria document is for research partners (academia, national laboratories) and is different from the acceptance criteria for industry partners.

36 MATERIALS SCIENCE↗
DOE OSTI2021

Evaluation of Guardbanding Methods for Calibration and Product Acceptance

The Primary Standards Lab employs guardbanding methods to reduce risk of false acceptance in calibration when test uncertainty ratios are low. Similarly, production agencies guardband their requirements to reduce false accept rates in product acceptance. The root-sum-square guardbanding method is recommended by PSL, but many other guardbanding methods have been proposed in literature or implemented in commercial software. This report analyzes the false accept and reject rates resulting from the most common guardbanding methods. It is shown that the root-sum-square method and the Dobbert Managed Guardband strategy are similar and both are suitable for calibration and product acceptance work in the NSE.

42 ENGINEERING↗
DOE OSTI2020

Towards Acceptance Testing at the Exascale Frontier

At the 2007 Cray User Group meeting, the Oak Ridge Leadership Computing Facility (OLCF) introduced the OLCF Test Harness (OTH), a framework[1] used for acceptance testing of the Jaguar supercomputer[2]. Since then, the OTH framework has evolved to version 2.0 which adds new features and streamlines usability. The OTH is the key piece of software used to orchestrate acceptance testing for all OLCF computational resources before they are deployed for production use, including our leadership class high performance computing (HPC) systems. The OTH framework is written in Python and is publicly available[3].In this paper, we first describe the requirements, design, and structure of the OTH. Then, we present specific improvements developed to support acceptance testing of the OLCF’s Summit system[4]. We will also showcase new OTH features that have been added to streamline the acceptance test process as well as the motivation behind those changes. As part of this work, we also evaluated different workflow tools in order to determine whether these tools could complement the OTH in two key areas: automation and reporting. The advantages and disadvantages identified with each tool will be discussed. Lastly, we summarize the challenges and lessons learned collected from using the OTH for the acceptance of the last three flagship systems at the OLCF. These may be useful for other HPC centers developing their own testing frameworks or those interested in using the OTH.

Melesse Vergara, Veronica↗
DOE OSTI2023

The Development of the Pooled Rideshare Acceptance Model (PRAM)

Due to the advancements in real-time information communication technologies and sharing economies, rideshare services have gained significant momentum by offering dynamic and/or on-demand services. Rideshare service companies evolved from personal rideshare, where riders traveled solo or with known individuals, into pooled rideshare (PR), where riders can travel with one to multiple unknown riders. Similar to other shared economy services, pooled rideshare is beneficial as it efficiently utilizes resources, resulting in reduced energy usage, as well as reduced costs for the riders. However, previous research has demonstrated that riders have concerns about using pooled rideshare, especially regarding personal safety. A U.S. national survey with 5385 participants was used to understand human factor-related barriers and user preferences to develop a novel Pooled Rideshare Acceptance Model (PRAM). This model used a covariance-based structural equation model (CB-SEM) to identify the relationships between willingness to consider PR factors (time/cost, privacy, safety, service experience, and traffic/environment) and optimizing one’s experience of PR factors (vehicle technology/accessibility, convenience, comfort/ease of use, and passenger safety), resulting in the higher-order factor trust service. We examined the factors’ relative contribution to one’s willingness/attitude towards PR and user acceptance of PR. Privacy, safety, trust service, and convenience were statistically significant factors in the model, as were the comfort/ease of use factor and the service experience, traffic/environment, and passenger safety factors. The only two non-significant factors in the model were time/cost and vehicle technology/accessibility; it is only when a rider feels safe that individuals then consider the additional non-significant variables of time, cost, technology, and accessibility. Privacy, safety, and service experience were factors that discouraged the use of PR, whereas the convenience factor greatly encouraged the acceptance of PR. Despite the time/cost factor’s lack of significance, individual items related to time and cost were crucial when viewed within the context of convenience. This highlights that while user perceptions of privacy and safety are paramount to their attitude towards PR, once safety concerns are addressed, and services are deemed convenient, time and cost elements significantly enhance their trust in pooled rideshare services. This study provides a comprehensive understanding of user acceptance of PR services and offers actionable insights for policymakers and rideshare companies to improve their services and increase user adoption.

dynamic rideshare system↗
DOE OSTI2023

A step towards the final frontier: Lessons learned from acceptance testing of the first HPE/Cray EX 3000 system at ORNL

Summary In this article, we summarize the deployment of the Air Force Weather (AFW) HPC11 system at Oak Ridge National Laboratory (ORNL) including the process followed to successfully complete acceptance testing of the system. HPC11 is the first HPE/Cray EX 3000 system that has been successfully released to its user community in a federal facility. HPC11 consists of two identical 800‐node supercomputers, Fawbush and Miller, with access to two independent and identical lustre parallel file systems. HPC11 is equipped with Slingshot 10 interconnect technology and relies on the HPE Performance Cluster Manager software for system configuration. ORNL has a clearly defined acceptance testing process used to ensure that every new system deployed can provide the necessary capabilities to support user workloads. We worked closely with HPE and AFW to develop a set of tests that used the United Kingdom's Meteorological Office's Unified Model and 4‐dimensional variational data assimilation. We also included benchmarks and applications from the Oak Ridge Leadership Computing Facility portfolio to fully exercise the HPE/Cray programming environment and evaluate the functionality and performance of the system. Acceptance testing of HPC11 required parallel execution of each element on Fawbush and Miller. In addition, careful coordination was needed to ensure successful acceptance of the newly deployed lustre file systems alongside the compute resources. In this work, we present test results from specific system components and provide an overview of the issues identified, challenges encountered, and the lessons learned along the way.

Melesse Vergara, Verónica G.↗
DOE OSTI2020

Acceptance Calculation and Study of Fault Scenarios in the PIP-II Linac

The Proton Improvement Plan (PIP)-II is a proposed high intensity proton facility being developed at the Fermilab. The PIP-II is primarily based on construction of a new superconducting radio frequency (SRF) linear accelerator (linac) that would deliver an average beam current of 2mA with output energy up to 800 MeV. The acceptance of an accelerator outlines its sensitivity against deviations from its nominal design parameters. Consequently, a higher acceptance minimizes possibility of the beam loss. This paper presents longitudinal and transverse acceptance of the PIP-II SRF linac. Furthermore, paper also discusses implications of fault scenarios, such as the cavity failure, on the beam optics and acceptances.

43 PARTICLE ACCELERATORS↗
DOE OSTI2022

Measurement Acceptance Region (MAR) Assessment Results Based On Sludge Batch 10 Projections from December 2021, February 2022 and August 2022

The Defense Waste Processing Facility (DWPF) is currently preparing to initiate processing of Sludge Batch 10 (SB10), which is comprised of material from Tanks 11H, 13H, 15H, and 26F, Alternate Feed Stock-2 and Sodium Reactor Experiment material from H-Canyon. Frit 473 (8B 2 O 3 -8Li 2 O-5Na 2 O-79SiO 2 , in weight percent) was recommended for sludge-only (SO) and coupled processing with the Salt Waste Processing Facility (SWPF) based on previous assessments of SB10 projections with the DWPF Product Composition Control System (PCCS) glass property models and their associated Measurement Acceptance Region (MAR) constraints. Due to the lower processing rate of Sludge Batch 9 (SB9), the heel in Tank 40 is anticipated to be greater than 40 inches at the projected start of SB10 processing to meet the upcoming Accelerated Basin Deinventory addition dates in Tank 51 for Sludge Batch 11. In December 2021 and February 2022, Savannah River Remediation System Planning provided updated SB10 Tank 40 blend projections based on heels of 74 inches, 84 inches, 94 inches and 103.4 inches. Savannah River Mission Completion (SRMC) subsequently pursued Wash Cycle Y to further reduce the total sulfur in the sludge batch and increase processing flexibility at DWPF. In August 2022, SRMC System Planning provided an updated SB10 Tank 40 blend projection with a 76 inch-heel representing Decant Y2 and 60 kilogallons of bearing water inleakage that is anticipated during the Tank 51 to Tank 40 transfer. The objectives of this task were to: • Determine the impact on the operating windows for SO and coupled processing • Determine whether any composition gaps exist between the already completed SB10 variability study and the reprojected SB10 glass composition region • Compare the SB10 reprojected glass composition region to the DWPF PCCS model development and validation ranges to ensure that compositional gaps do not exist between the data sets. This report documents the results of these evaluations. Calculation-based frit assessments were performed using the DWPF PCCS glass property models and their associated MAR constraints. Evaluated parameters for coupled processing included the following transfer volumes per Sludge Receipt and Adjustment Tank batch: 5700 gallons of Tank 40 sludge, 2400-4500 gallons of the SWPF monosodium titanate (MST) and sludge solids stream, and 15,000 gallons of strip effluent. Based on these MAR assessment results, Frit 473 remains viable for SB10 processing. A target waste loading (WL) of 36% is possible for SO operation and single strike (0.4 g/L MST) coupled processing up to 600 mg/L of SB9 insoluble sludge solids at a nominal transfer volume of ~2800 gallons. Increasing the single strike transfer volume to 4500 gallons may reduce the maximum WL below 40%. Operating windows are 12 percentage points for SO processing and 14-16 percentage points for coupled processing. Frit 625 allows for a target WL of 36% and is acceptable for use during the SB9 to SB10 transition to deplete remaining inventory as needed. Operating windows are 8 percentage points for SO processing and 12-14 percentage points for coupled processing. Predictive PCCS evaluations performed at DWPF will provide insight into batch-specific acceptability at desired WLs for compositions having expected oxide ratios during processing versus the extreme vertices (corner points) evaluated in this study. The reprojected SB10 glass composition region generally overlaps the previously evaluated SB10 variability study composition region. Thus, the minor composition shift of these updated SB10 projections indicates that no additional glasses are necessary to demonstrate acceptability relative to the chemical durability of the Environmental Assessment benchmark glass and predictability using the current PCCS models for durability. Based on a comparison of the PCCS model development and validation data to the reprojected SB10 glass composition region, the viscosity and liquidus temperature models will reliably predict SB10 compositions. No additional glasses are necessary to demonstrate predictability of these models.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2023

SAS4A/SASSYS-1 Verification Testing for Sodium Fast Reactor Applications: Acceptance Testing Report

SAS4A/SASSYS-1 (SAS) is a simulation tool used to perform deterministic analyses of anticipated events as well as design basis and beyond design basis accidents for advanced liquid-metal-cooled nuclear reactors. With its origin as SAS1A in the late 1960s, the SAS series of codes has been under continuous use and development for over forty-five years and represents a critical investment in safety analysis capabilities for the U.S. Department of Energy. To support demonstration of software pedigree and confirm key functional requirements, this report has been generated to provide detailed verification of the software. Although SAS was developed to support the analysis of any liquid-metal-cooled nuclear reactor, the acceptance testing described in this document focuses on the verification of SAS capabilities as they relate to pool-type Sodium Fast Reactors (SFRs). This report includes documentation of the test problem definition, analytical solution(s), computational solution(s), acceptance criteria, comparisons of analytical/computational solutions, and determination of acceptance of the computational solution(s). Deviations from acceptance criteria are noted.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
DOE OSTI2024

SAS4A/SASSYS-1 Verification Testing for Sodium Fast Reactor Applications (Acceptance Testing Report)

SAS4A/SASSYS-1 (SAS) is a simulation tool used to perform deterministic analyses of anticipated events as well as design basis and beyond design basis accidents for advanced liquid-metal- cooled nuclear reactors. With its origin as SAS1A in the late 1960s, the SAS series of codes has been under continuous use and development for over fifty years and represents a critical investment in safety analysis capabilities for the U.S. Department of Energy. To support demonstration of software pedigree and confirm key functional requirements, this report has been generated to provide detailed verification of the software. Although SAS was developed to support the analysis of any liquid-metal-cooled nuclear reactor, the acceptance testing described in this document focuses on the verification of SAS capabilities as they relate to pool-type Sodium Fast Reactors (SFRs). This report includes documentation of the test problem definition, analytical solution(s), computational solution(s), acceptance criteria, comparisons of analytical/computational solutions, and determination of acceptance of the computational solution(s). Deviations from acceptance criteria are noted.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2026

Human Factors and Technologies Design to Improve User Acceptance of Pooled Rideshare for Increasing Transportation System Energy Efficiency

This multi-year project delivered a comprehensive, human-factors-driven framework to understand, model, and improve pooled rideshare (PR) adoption in the United States. Through three large-scale national survey studies involving more than 16,000 participants across multiple cities and demographic groups, the research established one of the most extensive datasets to date on user perceptions, behavioral barriers, and service expectations related to pooled rideshare. These data revealed key human factors barriers of user acceptance of PR and suggested potential actionable experience optimizations that could lead to increased PR usage. This foundational knowledge guided the development of novel human-factors models and behavioral choice models that quantify how psychological, demographic, and trip-level factors influence willingness to pool. Building on these empirical insights, the project developed advanced behavioral modeling tools, including mixed logit and integrated choice and latent variable models, to capture both observable and latent influences on PR adoption. These models significantly improved the ability to predict riders’ acceptance of pooled trips, explaining choice heterogeneity through latent constructs such as safety, service experience, privacy concerns, time sensitivity, and environmental attitudes. Together, these models provide a robust analytical foundation for designing PR systems that more effectively meet user needs. The project translated human-factors insights and behavioral models into actionable technology innovations by extending POLARIS—an agent-based, activity-based travel simulation platform—into a fully functional pooled rideshare simulation environment. New PR modules, acceptance models, and regional scenarios were implemented for Greenville, SC and Austin, TX, enabling high-fidelity validation of algorithmic strategies under realistic demand and traffic conditions. The simulation platform supported the development and evaluation of adaptive discount-based assignment algorithms, enhanced willingness-to-pay formulations, demographic-aware incentive mechanisms, and a proactive joint assignment and repositioning strategy. Simulation results demonstrated substantial gains in pooling uptake, average vehicle occupancy, energy efficiency, and fleet profitability. In Greenville, pooling adoption more than doubled, while reductions in vehicle-miles traveled and energy consumption were significant. In Austin, pooling improvements were achieved with minimal service-quality trade-offs, and profitability increased across all fleet sizes. Through this research, we developed a comprehensive understanding of the human factors barriers that limit user acceptance of pooled rideshare services. These insights enabled the design of human-factors-aware pooled rideshare technologies that more effectively address user concerns and improve adoption rates. By integrating these models into an advanced agent-based simulation framework, we demonstrated that higher adoption of pooled rideshare can lead to measurable improvements in energy efficiency and system performance. Together, these contributions establish a validated pathway from human-centered analysis to technology development and energy-saving outcomes, supporting national goals for more sustainable and efficient mobility systems.

Jia, Yunyi↗
DOE OSTI2021

A Step Towards the Final Frontier: Lessons Learned from Acceptance Testing of the First HPE/Cray EX 3000 System at ORNL

In this paper, we summarize the deployment of the Air Force Weather (AFW) HPC11 system at Oak Ridge National Laboratory (ORNL) including the process followed to successfully complete acceptance testing of the system. HPC11 is the first HPE/Cray EX 3000 system that has been successfully released to its user community in a federal facility. HPC11 consists of two identical 800-node supercomputers, Fawbush and Miller, with access to two independent and identical Lustre parallel file systems. HPC11 is equipped with Slingshot 10 interconnect technology and relies on the HPE Performance Cluster Manager (HPCM) software for system configuration. ORNL has a clearly defined acceptance testing process used to ensure that every new system deployed can provide the necessary capabilities to support user workloads. We worked closely with HPE and AFW to develop a set of tests that used the United Kingdom’s Meteorological Office’s Unified Model (UM) and 4DVAR. We also included benchmarks and applications from the Oak Ridge Leadership Computing Facility (OLCF) portfolio to fully exercise the HPE/Cray programming environment and evaluate the functionality and performance of the system. Acceptance testing of HPC11 required parallel execution of each element on Fawbush and Miller. In addition, careful coordination was needed to ensure successful acceptance of the newly deployed Lustre file systems alongside the compute resources. In this work, we present test results from specific system components and provide an overview of the issues identified, challenges encountered, and the lessons learned along the way.

Melesse Vergara, Veronica↗
DOE OSTI2021

Examining the Use of the Technology Acceptance Model for Adoption of Advanced Digital Technologies in Nuclear Power Plants

The United States nuclear industry is being economically challenged and needs wide-scale adoption of enabling technology like advanced automation to remain viable. To enable wide-scale adoption of advanced technology, addressing the human-technology integration challenges and factors that influence technology acceptance (i.e., ‘buy in’) is pertinent. This work examines the Technology Acceptance Model as a framework for characterizing the factors influencing technology adoption in the nuclear industry. An outcome of this work is to support the development of future tools such as a technology acceptance survey that can be used to assess technology acceptance throughout the lifespan of a modernization program to provide a systematic way of ensuring stakeholder and operations ‘buy in.’

99 GENERAL AND MISCELLANEOUS↗