2004.026

Natale, Mildred Marion "Molly" Pescatore

Gift

Gift of Mildred Marion Pescatore Natale.

Emery, John M./Smith, Harry J., Jr.

first edition thus

Prentice-Hall, Inc.

1931

English

Copy No.: 1

Fair

Display Value: Good Notes: 2004.026.0004 Romance of the Hoboken Ferry. By Harry J. Smith, Jr. Under the personal supervision of John M. Emery, Manager Marine Department Delaware, Lackawanna & Western Railroad Company. NY: Prentice-Hall, Inc., 1931. ==== ==== Frontis: Photo portrait. Caption: J. M. Davis, President of the Delaware, Lackawanna & Western Railroad Company and of the Hoboken Ferry Company, 1931 ==== [page i] Romance of the Hoboken Ferry by Harry J. Smith, Jr. under the personal supervision of John M. Emery Manager Marine Department Delaware, Lackawanna & Western Railroad Company New York PRENTICE-HALL, INC. 1931 ==== [page ii] Copyright, 1931, by JOHN M. EMERY All rights reserved printed in the United States of America by Lenz & Riecker, Inc., New York, N.Y. ==== [page iii] DEDICATED TO WILLIAM HAYNES TRUESDALE PRESIDENT, THE DELAWARE, LACKAWANNA & WESTERN RAILROAD COMPANY, 1899-1925; CHAIRMAN, BOARD OF DIRECTORS, THE DELAWARE, LACKAWANNA & WESTERN RAILROAD COMPANY, 1925- ==== [page iv] blank ==== [page v] Author's Note The Romance of the Hoboken Ferry has been written to bring to the reader the history surrounding one of the oldest ferries in the country, and to picture the evolution of the ferryboat from the rowboat to the fast steamboats of today. Every effort was put forth to make this history as accurate as possible by using as references the books entitled "Hopaghan Hackingh," by Charles H. Winfield, and "John Stevens," by Archibald Douglas Turnbull; also histories of Hoboken and Hudson County. The author wishes to thank the officials of the Marine Department of The Delaware, Lackawanna & Western Railroad Company, and of The Hoboken Land and Improvement Company, and the Librarians of the Public Libraries of Hoboken, New York, Jersey City, Newark, and Morristown; also the Librarians of the Stevens Institute of Technology. It was only through their whole-hearted cooperation that this book was made possible. ==== [page vi] blank ==== [page vii] Contents CHAPTER PAGE Author's Note ..............v I. Short History of the City of Hoboken 3 II. The Beginning of the Hoboken Ferry 11 III. The Introduction of Steam .... 21 IV. The Horse Boat—Opening of Spring Street Ferry.......31 V. The Swartwout Reign and the Murray Street Landing ...... 35 VI. The Hone Management.....39 VII. Reappearance of Steamboats ... 45 VIII. The Hulbert Street and Canal Street Ferries.........51 IX. From 1823 to 1863 ............57 X. Ferry Tariffs, 1825 and 1853 ... 59 XI. The Christopher Street Ferry, and the Hoboken Ferry From 1863 to 1885 ... 65 XII. On the Performance of a Double-Screw Ferryboat........69 XIII. On the Performance of a Double-Screw Ferryboat (Continued) .... 75 XIV. Opening of the Fourteenth Street Ferry..........81 XV. From 1888 to 1893 ....... 83 XVI. Early Ferry Management and the Eldridge Purchase.......85 XVII. The Acquisition of the Ferry by the Delaware, Lackawanna and Western Railroad Company......89 ==== [page viii] CONTENTS CHAPTER PAGE XVIII. The Fires of 1905 ..............95 XIX. From 1905 to 1908 ..............105 XX. The New Delaware, Lackawanna & Western Railroad Terminal at Hoboken ....109 XXI. The Ferries During the Hudson Fulton Celebration........115 XXII. Opening of the Hudson Tubes and the Retirement of Captain Hallock ... 119 XXIII. The Race Between the Ferryboats Lackawanna and Ithaca . . . .123 XXIV. Pensions and Wages of the Ferry Men 127 XXV. The World War and Labor Strikes . . 131 XXVI. From 1918 to 1931 ....... 135 ==== [page 1] Romance of the Hoboken Ferry ==== [page 2] blank === page 3 Chapter I Short History of the City of Hoboken The glowing reports which Henry Hudson gave to the Dutch Government in Holland of the island at which his ship, the "Half Moon," had anchored on his epoch-making voyage up the Hudson River in 1609 undoubtedly whetted the cupidity of Michael Paauw, Burgomeister of Amsterdam. The high cliff behind this fine land, rising from the shores of the river, was described as being white and green "as though it were either copper or silver myne." The wealthy merchants of Holland, on receipt of the news, were not slow to avail themselves of the possession of its shores. In 1614 the United Netherlands Company was formed under the authority of the United Netherlands. When their charter expired in 1618, another association was formed, The Dutch West India Company, and they purchased Manhattan Island from the Indians for sixty guilders, or about twenty-four dollars. In the year 1629, a grant was made by the Assembly of Nineteen to all persons who should plant colonies in New Netherlands, giving to them control of such lands as they might be able to improve. Also, any member of the Com- ==== page 4 pany who should plant a colony of fifty adults was to be entitled to sixteen miles of river front, and the title of "Patroon," or feudal chief, provided the Indians were satisfied for the land taken. Michael Paauw, a director in the Dutch West India Company, had his eyes on the island across the river from Manhattan, where the high cliff was, and he staked a claim and received a grant on this land, now known as Hoboken. Paauw sought copper or silver, or perhaps gold. Though present-day historians may differ as to the grants which were made of the land in New Jersey, the records are quite clear that Paauw's deed to Hoboken was signed in Fort Amsterdam on the Island of Manhattan, by agents of Paauw and three Indians who claimed ownership, on July 12, 1630. In November of that same year deeds were recorded of Paauw's purchase of Pavonia and other sections, including Staten Island. As far as history relates, Paauw never even saw the lands upon which he had secured a claim, but other directors of the Dutch West India Company, jealous at the domain over which Paauw had gained control, tried to have it partitioned, and finally, in 1635, Paauw sold it to the Company for 26,000 florins, or $1,040. With the Company in control of the bouwerie of Hoboken, it was leased to Cornelius Van Vorst in 1639, who in turn leased it to his son, Hendrick, for twenty years, on June 1, 1640. It was stipulated in the lease that rent would be "one-fourth part of the ==== page 5 crops which God may vouchsafe to the soil, either as sheaves on the field or as may be considered best." But Hendrick pined for Holland, and sailed away from the New Netherland and died in his native land. So it was that on January 1, 1642, William Kieft, the third Director General of the New Netherland, leased Hoboken to Aert Teunissen Van Putten, and the latter set about to clear the fields of rocks and trees and to fence in. He built a brew house—the first brewery built in America—on what is now Castle Point. Van Putten was industrious, his crops grew, and he had a prosperous farm, but he did not live to enjoy it. The first Indian war, brought on by the Dutch settlers' harsh treatment of the natives and by the weakness and brutality of Governor Kieft, broke out in 1643. Aert Teunissen was killed while on a trading expedition near Sandy Hook, and the Indians laid waste by fire the crops and buildings in Hoboken, leaving only the brew house. The Indian was again in complete possession of his lands. Susanna Jans, widow of Van Putten, had escaped to Fort Amsterdam, and there she married Sybout Claesen, a carpenter from Amsterdam, and he attempted to take title to the Hoboken bouwerie in the name of his wife, but Governor Kieft refused to allow his claim and leased Hoboken to Dirck Claesen, who came from Bremen. This lessee afterwards abandoned the place, so that at the end of the year 1649, it lay unoccupied. In 1647 Petrus Stuyvesant arrived at New Am- ==== page 6 sterdam to succeed Kieft as governor. Peace had been signed with the Indians, but another uprising occurred in 1654, following the shooting, in New York, of an Indian Chief's daughter, who had been caught stealing from a peach orchard. Hoboken was again sacked by the Indians, but Nicholas Verlett, or Yar-lett, who had come into possession of the bouwerie, escaped to New York, although his home and farm buildings were burned to the ground. In 1656, Yarlett evidently still occupied the bouwerie of Hoboken, for we find him applying to the Council in Fort Amsterdam for permission to remove the frame of a house standing at Hoboken, which he had sold to Michael Jansen for 230 florins, and requesting the aid of the government in getting it across the river. But owing to the unsettled state of affairs, and to the fact that the Indians claimed the frame, the request was refused. On October 14, 1656, being a widower, he married Anna Stuyvesant, the sister of Governor Stuyvesant and widow of Samuel Bayard. From that time Yarlett's career was conspicuous. On February 5, 1663, Nicholas Yarlett obtained from Governor Stuyvesant a patent for the bouwerie of Hoboken. This patent contained about 276 acres and was bounded on the north by the creek that parted Hoboken from Weehawken; the west line ran along the base of Weehawken, now known as West Hoboken Hill; and the southern boundary was the creek that separated Hoboken from the Harsimus meadows. Yarlett's patent was confirmed by Governor Phillip ==== page 7 Carteret on May 12,1668, after the English had taken possession of the colony following the bloodless war against the Dutch. Nicholas Varlett left two children by his first wife, Abraham and Susanna. In the division of his property after his death, Hoboken was apportioned to his daughter. On June 8, 1673, she married Jan de Forest. They had one daughter, also named Susanna, who married Robert Hickman. Hickman and his wife sold the bouwerie of Hoboken to Samuel Bayard, a merchant of New York, for 500 pounds, or about $2,500. On his death it fell to his son, Stephen, who willed it to his son, William. William Bayard was in possession of Hoboken when the Revolutionary War broke out. He was with the cause of the young colonists at first, and had entertained at his mansion in Hoboken, in 1775, the delegates from Massachusetts to the Continental Congress. After the City of New York had fallen into the hands of the English soldiers, and the patriot army had been driven back toward the Delaware, Bayard withdrew his assistance and on May 1, 1777, joined the army of the King, believing that the patriots could never hope to win against the strength of Britain. For his act in joining the King's Army and turning traitor to the cause, Bayard's estates were confiscated and advertised by Commissioner of Forfeited Estates Haring to be sold. They were purchased by Colonel John Stevens of New York on March 16, 1784, for £18,360, or about $90,000. This, however, included much land besides the Island of Hoboken. It was ==== page 8 ten years before this that the Hoboken Ferry was established. Up to this time, Hoboken had not attracted settlers, but gradually the conviction was growing that the shore opposite New York City had a future and that there were fortunes to be made across the river. Colonel Stevens launched an enterprise to build a city, following in the wake of several other pioneers in Jersey real estate. He mapped out part of the land for sale under the name of the "New City of Hoboken." This sale was not successful. During the whole of the first half of the nineteenth century Hoboken was the pleasure resort for New York City. The greatest obstacle to Hoboken was the lack of ferry accommodations. However, owing to Colonel Stevens' inventive genius, he overcame this obstacle, and during the years 1820 to 1850 Hoboken flourished and thereafter began to give way to the transformation of the city into one of the most important industrial and transatlantic shipping sections of the metropolitan area. Hoboken was incorporated as a city on March 28, 1855, and Cornelius Y. Clickener was elected Mayor on April 10 of the same year. In 1881 the new City Hall was completed and in 1891 one million dollars' worth of new buildings were constructed. From 1890 to the outbreak of the World War in 1914, Hoboken's population increased at the rate of one thousand persons a year, so that when the city became an armed camp in 1917, the population was estimated at 70,000. ==== page 9 During the World War Hoboken became the port of embarkation for the United States Government, and orders to other ports along the Atlantic seaboard came through Hoboken. The first convoy carrying combatant troops left Hoboken on June 14, 1917; the total number embarking from there during the war was 1,646,404. The number disembarked at Hoboken from November, 1918, to December 31, 1921, was 1,437,371. In addition, 45,814 dead soldiers and marines were returned to their native soil from France through Hoboken. Hoboken has been slowly getting to its feet since the signing of the Armistice, and with the United States Government finally committed by legislation to selling the piers (which they occupied since the outbreak of hostilities) to private ownership, the city sees the beginning of a new era of progress and the return of Hoboken to its appointed place as the heart of the transatlantic shipping trade in the Port of New York.* ---- * This history was adapted from the Hoboken Tercentenary Edition of the Jersey Observer, dated October 4, 1930, by kind permission of the publishers. ==== [page 10] blank ==== page 12 Chapter II The Beginning of the Hoboken Ferry In April, 1771, William Bayard, residing at Castle Point, was desirous of renting the place then called "Hoebuck," and in order to attract visitors he had to procure for them better accommodations for crossing the river. The only means of transportation at this time between Hoebuck and New York City were privately owned sailboats and rowboats, and until late in the year 1774 these boats were used for his guests. However, early in the year 1775 the demand for a ferry became so great that he petitioned the Common Council of the City of New York, and on February 21, 1775, the following appeared in the minutes of that body: This Board taking into Consideration the Establishment of a ferry from the Dock belonging to this Corporation, at the Bear Market at the North River to Hoboock, and a debate arising thereon, and the question being put, whether a ferry shall be erected there, it was carried in the affirmative; and Harmanus Talman at the same time in Common Council, prayed a lease of said ferry to be made to him for the term of two years, and such rent and covenants as this Board should think reasonable: it was therefore ordered that a Lease be made to the said Harmanus Talman for the same, for the term of two years to commence the first of May next under the rent of fifty pounds per annum, and subject ==== page 12 to the like covenants and conditions as the ferry to Powles Hook was leased to Abraham Mesier. Ordered that the Aldermen and Assistants of the West, South and North Wards, or the major part of them, be a Committee to cause a stair to be made, at the most convenient part of the Corporation Dock at the North River for the convenience of the new ferry to be erected there. City of New York }*ss. At a Common Council held at the City Hall of the said city on Tuesday the 21st of February, 1775. Present—Whitehead Hicks, Esq.—Mayor John Watts, Jr., Esq.-—Recorder Francis Filkin Benj. Blagge And. Gautier John Dikeman Geo. Brewerton David Mathew John Abiel Benj. Huggit Henry Brevoort Theop. Hardenbrook And. Hamersly Peter T. Curtenius Aldermen Assistants On May 8, 1775, the lease was signed and approved by the Mayor, and ordered to be delivered to Talman. Talman must have made some private arrangement with Cornelius Haring, for on May 1, 1775, the latter opened the ferry. The following notice appeared in the New York Journal, dated May 11, 1775: "Cornelius Haring, Presents his most respectful compliments to the Public, and informs them that on ==== inserted plate, illustration: Hoboock Ferry - 1775 ==== page 13 Monday, the first of May, he opened the New Established Ferry from the remarkable, pleasant and convenient situated place of William Bayard, Esq., at Hoebuck from which place all Gentlemen Travelers and others—who have occasion to cross that ferry will be accommodated with the best of boats of every kind suitable to the wind and weather to convey them from thence to New York Market near the new Corporation Pier at the North River opposite Vesey Street at which place a suitable house will be kept for the reception of travelers passing to and from his house and will have his boats in good order and his boats will always be ready to attend to travelers and ladies and gentlemen coming from the City of New York as well as those of the province he lives in at a minute notice and ladies who are going to any part of New Jersey, Philadelphia or the Northern country and choose to have their horse and carriage brought over that night and set out early the next morning or such as are coming from Philadelphia or elsewhere that choose to stay at the inn that night and the next morning go over to the city of New York. He has one of the best wharfs for landing horses and carriages at all time of the tide. The boats are to be distinguished by the name of Hoboock Ferry painted on their stern/' During the War, which shortly followed, this ferry, like its neighbor at Paulus Hook, was subject to the control of the Continental Army, which occupied the City of New York on August 7, 1775. Orders were issued from headquarters in the city that a subaltern ==== page 14 and twenty men should be placed at the Hoboock Ferry to examine the passengers crossing there. This was done to prevent defecting persons passing into New York, also to prevent deserters from the Continental Troops, who at that time were numerous. On September 15, 1776, the British Army occupied New York, Washington having fled with his army to King's Bridge. The British remained in control of New York until November 25, 1783; during this period the City was under military control, and the ferries, if any, were under their supervision. Late in the year 1784, the ferries were reestablished and the following appears in the minutes of the Common Council of the City of New York on September 8 of that year: "On this date John Van Alen exclusively is permitted by the Common Council to occupy the Ferry across the North River from the Corporation Wharf to Hoboock and in acknowledgement of their rights, he is to pay the City twenty shillings per annum." On October 8,1784 the lease was granted. Mr. Alen soon grumbled about the terms, and on Wednesday, August 10, 1785, a petition of John Van Alen, praying to be released from his purchase of the Lease of the Ferry from the Corporation Dock to Hoboock was read and granted by the Common Council of the City of New York: "Ordered that the said ferry be again exposed to sale for the term of three years at Public Auction to the highest bidder on Wednesday the 17th inst. at 3 o'clock in the afternoon at the house of John Van ==== page 15 Alen by the Treasurer under the directions of the Aldermen and Assistants of the West Ward and that the Clerk advertise the same. M.C.C. 1785." On Wednesday, August 31, 1785, Alderman Gilbert reported to the Common Council that he had attended the sale of the ferry to Hoboock and that same was struck off to Sylvanus Lawrence for three years at thirty-seven pounds per annum, and order was issued that the clerk prepare a lease to him accordingly. On May 9, 1787, a petition of Charles F. Wiessenfels and a petition of C. Hurler and James Bogert, concerning the ferries to Hoboock, were respectfully read and referred to Aldermen Gilbert and Van Geldert of the Common Council of the City of New York; and on Wednesday, June 20, 1787, Aldermen Gilbert and Van Geldert reported that they had taken the subject under consideration and were of the opinion that Mr. Lawrence have an abatement on the rent in arrears for the said ferry at the rate of seven pounds a year and that Mr. Wiessenfels (he had purchased the privilege of getting the said ferry of Mr. Lawrence) have a lease of said ferry on the same terms and conditions which were originally granted to Mr. Lawrence, which report was read and granted by the Common Council. On July 9, 1788, the ferry was leased to Charles F. Wiessenfels for three years to commence the 31st of August next at five pounds per annum. This arrangement soon fell through, and on March 19, 1789, the Common Council of the City of New York ordered the clerk ==== page 16 to publish advertisements for receiving proposals in writing, sealed until the seventh of April next, from any persons desirous of the privilege of keeping the ferries from New York to Hoboock for the term of three years from the first of May next. On Wednesday, April 15, 1789, the bids were opened, and John Stevens was the highest bidder. This is the first time the name of Mr. Stevens appears in connection with the ferry, although there can be no doubt that he was the owner of the ferry all the time he held the lease until the 12th of December, 1791. On July 15, 1791, Stevens asked for renewal of his lease. On October 25, 1791, the Common Council received a petition from Isaac Nicoll relative to the ferry, and they ordered the Treasurer to sell the said ferry at public vendue on the first of December next for the term of three years from the first of May next, the purchaser to keep the stairs in repair at his own expense. On December 12, 1791, the Treasurer notified the Common Council that pursuant to the Order of the Board on the 25th of October last he had rented the ferry for the term of three years at the annual rental of ninety-one pounds to Joseph Smith, and orders were given that a lease be prepared accordingly. The ferry was leased to Joseph Smith for two years on May 1, 1795, at ninety-five pounds per annum. On February 22, 1796, the following appeared in the minutes of the Common Council: Ordered that the Aldermen and Assistants of the Fourth and Aldermen and Assistants of the Fifth Wards be a Com- ==== page 17 mittee to report the best mode of disposing of the ferries across the North River. On Monday, April 11, 1796, the Committee reported that they had been leased at public auction to Joseph Smith for three years from the first of May next at the annual rental of one hundred and twenty pounds, to be paid quarterly under the following conditions: The Purchaser to enter into Bond with sufficient securities for the faithful performances of their Contract and the Conditions. Each ferry to be provided with two large boats for the conveyance of horses, cattle, carriages and other heavy articles and two rowboats for the conveyance of passengers. To ferry from sunrise 'till 9 o'clock at night from the first of May to the first of October and not to be excluded from double ferriage after sunset. The stairs at the landing places to be upheld and kept in repairs at the expense of the respective lessees. Meanwhile the ferries were being improved, and the rent was increased. This time Elis Haynes was in charge of the ferry on the New York side and John Town on the Jersey Side. Mr. Town announced that he spared no expense to render the Hoboken House and Ferry accommodations to the Public and that he had the best boats on the river. The boats at this time consisted of two periaugers and two rowboats. The periauger was a sort of two-masted canal boat with leeboards. This was brought into requisition when there was wind enough to make the voyage to Manhattan; when there was a calm the periauger was use- ==== page 18 less. Then the rowboat was brought out and propelled by a stiff "white-ash" breeze. For a long time the crew of one of these periaugers was comprised of a negro and his dog. The ferry house on the Jersey side consisted of three frame shanties, one a waiting room, one a barroom, and one a warehouse, where the farmers deposited their produce to await a favorable opportunity to take it to the market. On Thursday, February 14, 1799, Alderman Bogert and Messrs. Findsay and Carmer were appointed a Committee to inquire into and report the rates which ought to be established for Paulus Hook and Hoboock Ferries previous to the letting of them for a further term. On Monday, March 11, 1799, the Board proceeded to the consideration of the rates of ferriage to be taken as reported at the last meeting, Monday, March 4, 1799, which were approved and established as follows: A passenger................................£0.0.9 A coach, chariot, or covered wagon............. 0.8.6 A phaeton ................................. 0.5.6 A chaise or top chair......................... 0.3.6 A chair.................................... 0.2.6 A sleigh ................................... 0.3.6 Horse and cattle............................. 0.1.9 A sheep, calf, or hog......................... 0.0.6 A large trunk or chest........................ 0.1.3 A small do do ........................ 0.0.9 A bushel of salt.............................. 0.0.2 1/2 A hogshead of wine or molasses................. 0.8.0 A barrel of do do ................. 0.1.0 A barrel of beef, flour, or fish................... 0.1.3 Planks of every kind.......................... 0.0.2 ==== page 19 Boards of every kind. ...............................................0.0.1 Aside of sole leather..................................................0.0.2 A side of upper leather..................................0.0.1 A raw hide............................................0.0.3 Iron, steel per cwt......................................................0.0.6 A desk.............................................0.3.0 A large table..............................................................0.1.0 A small table ..............................................................0.0.6 A basket of fruit or bag of two bushels......................0.0.4 A mahogany chair......................................................0.0.2 A common chair..........................................................0.0.1 A bag of grain of two bushels....................................0.0.3 A bag of flour or meal do ..................................0.0.3 Aerate of earthenware..............................................0.2.0 A tierce of earthenware..............................................0.2.3 A feather bed..............................................................0.0.6 A clock case................................................................0.1.0 A chest of tea..............................................................0.2.0 Dry wood per ct. wt.........................................0.0.6 Indigo & copperas per ct. wt....................................0.0.6 Gunpowder per bag ct. wt............................................0.1.0 Large bale of cotton....................................................0.2.0 An empty hogshead or pipe. ...................................0.1.0 An empty hogshead or barrel....................................0.0.3 Cabbage per hundred..................................................0.1.6 Empty barrels........ ...........................................0.0.3 Shad per hundred......................................................0.2.0 And all other articles and things in like proportion. On Friday, March 26, 1799, the Clerk was ordered by the Common Council that an advertisement be published for receiving written proposals, sealed until the sixth of April next inclusive, for leasing the Paulus Hook and Hoboock Ferries for three years from the first of May next. On Wednesday, the 10th ==== page 20 of April, the clerk presented to the Board the written proposals sealed for the Hoboock Ferry, and the Board determined to accept the bid of Zadock Hedden. ==== page 21 Chapter III The Introduction of Steam Hedden held the lease a few months. Experience had taught the Common Council that a promise to pay and the actual payment of rent for the ferry lease were two different things; so, to make sure of the rent, they demanded security from Mr. Hedden. Mr. Hedden resented this insinuation about his honesty; he gave up the lease of the ferry and refused to have anything more to do with it. From this time until it was leased to Garret Covenhoven on August 2, 1802, the ferry was badly managed and caused much complaint from the people. Mr. Covenhoven took the ferry over in August, for two years and nine months, at a rent of $250 a year. At the termination of the lease, Mr. Peter Voorhis took the lease for $350 a year. During all these years, from the 26th of July, 1784, John Stevens had been the owner of the City of Hoboken, but had remained quiet, with only an occasional remonstrance against the management of the ferry. On March 11, 1805, the Common Council of the City of New York ruled that five horse boats and three rowboats, each manned by two honest and sober men, should be placed on the ferry. On February 1, 1808, the ferry was leased to David Goodwin for a period of three years, at $350 a year. On December 11, 1809, the following memorial ==== page 22 was received by the Common Council of the City of New York: "I, John Stevens, have been for a considerable time engaged in endeavors to apply the force of steam to navigation and claim to be the first in the country who made efforts for the desirable ends. I am the Proprietor of the right of ferrying from Hoboken to Ne... [truncated due to length]