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B. McDonough, 327 Orange street, Read-
ing, Pa.

Typographical Union, International J. W.
Bramwood, De Soto block, Indianapolis,

Upholsterers' International Union of North
America Anton J. Engel, 28 Greenwood
terrace, Chicago, 111.

Weavers' Amalgamated Association. Plas-
tic Goring Thomas Pollard, box 46, Eaet-
hampton, Mass.

Weavers' Protective Association. American
Wire E. E. Desmond, 112 Powers street,
Brooklyn, N. Y.

Wood Workers' International Union of
America, Amalgamated Thomas I. Kidd,
616-617 Garden City block, Chicago, 111.


Bricklayers and Masons' International Union
President. George P. Gubbins, 312 Lawn-
dale avenue, Chicago.

Brotherhood of Locomotive Engineers, In-
ternational Grand chief, P. M. Arthur,
307 Society for Savings building, Cleve-
land. O.

Engineers, National Association of Station-
ary Secretary, F. W. Haven. Chicago;
president, Rob. G. Ingleson, Cleveland, O.


Labor Protective A ' inn. Interim) ional
Secretary, 'A. T. Trumbo, 1'ontiac, 111.

Letter Carriers' National Association Pres-
ident, J. C. Keller, Cleveland. O.

Plasterers' International Association, Oper-
ativeSecretary, William O'Keefe, St.
Louis, Mo.

I'ostoth'ce Clerks, Nntional Association of
Secretary, R. C. Loefflei, Milwaukee, Wis.

Railway Conductors, (inler of Soeretaiy.
\\'. ,1. .Maxwell, Cedar Ua]>i<ls. Iowa.

Railway Employes. United Brotherhood of
President, licorice Estcs. Uiiscburg, dr.

Teamsters' National Union of America
Secretary, E. L. Turley. 1UO Deal-horn
street, Chicago, 111.

Telegraphers, International Union of Com-
mercial Secretary, A. G. Douglass, Mil-
waukee, Wis.


Strike began May 12. 1902.

Strike ended Oct. 21, 1902.

Employes Involved, about 147.500.

Estimated total loss. $:>;, 210, ouo.

Tlie most important strike of 1902 was
that of the anthracite coal miners of Penn-
sylvania and West Virginia. It began May
12, when President John Mitchell of the
United Mine Workers of America issued an
order for a temporary cessation of work.
This order was obeyed by about 147,500
men. Kour days later at a convention of
miners at Hazleton, Pa., it was decided by
a vote of 46iy t to 349% to continue the
strike. June 2 most of the engineers,
pumpmen and firemen went out. Eftorts to
settle the strike by arbitration failed.

The cause of the strike was the refusal
of the presidents and directors of the coal-
operating railroads to comply with these
demands of the miners:

1. That there should be an increase of 20
per cent to miners paid by the ton that is,
for men performing contract work. These
men included about 40 per cent of all the

2. That there should be a reduction of 20
per cent in the time of per diem employes.
Tliis demand, if granted, would result in
reducing the day to eight hours (20 per
cent), as prior to the strike the mines were
operated about 200 days in the year, ten
hours per day, and under the new plan the
mines would be operated 240 days at about
the same pay. This would be equivalent
to 20 per cent increase in the earnings of
the men, no increase in the rates of per
diem employes being demanded.

3. That 2.240 pounds should constitute the
ton on which payment is based for all coal
mined where the miners are paid by weight.
This would apply in any district where
weighing coal would be practicable, and to
those miners who were paid by the quan-
tity and not to those paid by the day.

The mine operators maintained that the
wages paid were fair and just, that they
could not be increased without raising the
price of anthracite coal, thus driving the
uiililic to the use of bituminous coal and
leading to a restricted market, curtailing
production and depriving the anthracit"
coal miners of regular employment; that
they would not permit miners, and espe-
ciailv outside miners, to interfere unrea-
sonably with the discipline and theordinary
management of the business, and, finally,
that the various conditions at the different
nines in the anthracite field made a uni-
form scale impossible.

In June President Roosevelt instructed
Carroll D. Wright, the commissioner of la-
bor, to investigate the strike and make a
report. The latter did so and in the latter
part of the same month reported the causes
of the controversy to be substantially as
given above. In July rioting of a more or
less serious character took place in the

mining regions of Pennsylvania and state
troops under Gen. Uobin were sent to
Sheuandoah and other places.

As the strike was prolonged throughout
the summer and early iall without a set-
tlement the country was brought face to
face with the prospect of a serious fuel
famine. In some places $25 a ton was
asked for hard coal and but little could
be had even at that price. The press, the
pulpit, mayors of cities and political con-
ventions took the matter up and proposed
various plans for ending the strike, but
nothing was accomplished until President
Roosevelt on the 1st of October asked John
Mitchell and the representatives of the
coal-operating railroads to meet him for a
conference at the executive office in Wash-
ington. This conference, the first of the
kind ever requested by the president of the
I'nited States, took place Friday, Oct. 3.
The mine operators were represented by
George K. Baer, president of the Reading
railway system; W. H. Tiuesdale, presi-
dent of the Delaware, Lackawanna & West-
ern railroad; E. B. Thomas, chairman of
the board, Erie railroad; Thomas 1'. Fow-
ler, president New York, Ontario & West-
ern road; R. M. Olyphant, president of the
Delaware & Hudson road, and John Markle
of New York. President Mitchell, repre-
senting the strikers, agreed to acc-,'pt arbi-
tration by a committee to be named by
President Roosevelt, but the pioposltkn
was rejected by the operators, who declined
to arbitrate except with the miners indi-
vidually and demanded that troops be fur-
nished to permit them to reopen the mines.
The conference thus ended in failure.

On the 6th of October the entire national
guard of Pennsylvania was ordered to th.-
coal fields. Oct. 7 President Roosevelt
asked the coal miners to resume work on
promise of investigation and congressional
action. The request was decline'!. Oct. 9
at a conference of mayors in Detroit reso-
lutions were passed urging the state of
Pennsylvania to seize the coal mines and
coal roads by condemnation and operate
them for the benefit of the public and ask-
ing that the attorney-general bring pro-
ceedings against the coal roads for viola-
ting the Sherman antitrust act. In the
meantime the president continued his ef-
forts to bring about a settlement, and
finally after repeated conferences, in which
Mr. Mitchell. Secretary "Root, Commissioner
Carroll D. Wright, Commissioner Sargent
and Messrs. George W. Perkins and Robert
S. Bacon of the firm of J. P. Morgan &
Co. of New York took part, the parties to
the controversy agreed to accept as arbitra-
tors these men: Gen. John M. Wilson.
Bishop John L. Kpalding. Judge- (Jeorge
GraiL Edgar E. Clark. Edward Wheeler
Parlrer, Thomas H. Watkins and Carroll I>.
Wright. This agreement was reached early
on the morning of Oct. 14.

t 192


President Mitchell called a delegate con-
vention of the miiit-rs at \Vllkesl>;irri', I'a.,
and at this convention it was unanimously
voted, Oct. 21, to accept arbitration and to
resume work in the mines Oct. 23.

Various estimates of the total hiss caused
by this strike were made, but most of them
were obviously much too high, some making
it nearly $200.000.000. The following figures,
though necessarily based on conjecture, like
the -outers, probably come nearer the truth:
Loss to railroad companies In

freight $14,000,000

Loss to anthracite operators from

unusual sales of bituminous coal 6,000.000
Cost of coal and iron police force. 1,000,000

Loss to miners in wages 4,410,000

Damage *o mines ~ 800,000

Total $26,210,000


Many strikes took place in Chicago in the
course of the year, but most of them were
settled in short order by compromise or
arbitration. The most serious were those
of the stockyards teamsters and the rail-
road freight handlers. The teamsters to the
number of 526 struck early in May for In-
creased pay and the exclusive employment
of union men. The attempt of the packers
to delivw meat to the downtown markets
led to frequent disorders, culminating June
4 in a series of riots in the central part of
the city. From seventy-five to 100 persons
were hurt by flying missiles and numerous
arrests were made by the police. Tbo strike
was settled by arbitration June 5, the pack-
ers agreeing to advance wages and the men
to recede from their demand for recogni-
tion of their union. The drivers of the
State street department stores struck June
3. but the trouble was quickly settled by

The strike of the members of the Interior

Freight Handlers and Warehousemen's
union in Chicago, numbering about 9,000.
began July 7. The cause was th.- refusal
of the railroads to pay higher wages. Th.-
strike terminated July 16, when a slight in-
crease in wages was granted.

In the latter part of April the firemen
and deck hands of the Great Lakes Tning
company struck fpr an advance of wages
from $52.50 to $60 per month. The trouble
was settled Sept. 3 by compromise. All the
great lake ports were affected.


Boston Six thousand teamsters struck on
March 10 against working with nonunion
men. They returned to work three days
later without having succeeded in their

New OrleansA street-car strike lasting
two weeks was ended Oct. 12 by compro-
mise. In a riot Oct. 8 four persons wen-
shot, one fatally.

Norfolk, Va. Rioting caused by a street-
car strike took place March 4 and the
city was temporarily placed under mar-
tial law.

Paterson, N. J. An unsuccessful strike of
operatives in the silk mills led to serious
disorders June 18. Some of the mills were
partially wrecked by the strike and a
dozen or more persons were shot in fights
with the police.

Providence, R. I. The conductors and
motormen of the United Traction com-
pany struck in May because their pay
was reduced in consequence of the reduc-
tion in working time under a new law.
The strike ended July 7 in failure.

San Francisco The employes of the street-
railway companies quit work April 20
because of the discharge of union men.
They won the point and the strike ended
April 26.


Allowances, pensions and franking privi-
leges granted by acts of congress:
Washington, Martha, widow of George

Washington Franking privilege.
Adams, Louise C., widow of John Quincy

Adams Franking privilege.
Harrison, Mrs., widow of William Henry
Harrison Allowance of $25,000 and frank-
ing privilege.

Madison, Dolly P., widow of James Madi-
son Franking privilege.
Polk, Sarah C. . widow of James- K. Polk

Pension of $5.000 a year.
Taylor. Margaret S.. widow of Zachary

Taylor Franking privilege.
Dandridge, Bertie T., daughter of Gen.
Zachary Taylor and widow of Ool. Wil-
liam S. Bliss Pension.

Gardner, Julia G., widow of John Tyler

Pension of. $5,000 a year.
Lincoln, Mary, widow of Abraham Lincoln

Allowance of $25,000, pension of $5,000

a year and franking privilege.
Grant, Julia Dent, widow of U. S. Grant

Pension of $5,000 a year and franking

Garfield, Lucretia R., widow of James A.

Garfield Allowance of $50",000, pension of

$5,000 a year and franking privilege.
Hendricks. Eliza C., widow of Thomas A.

Hendricks Allowance of $8,750, being

salary, mileage and stationery for one

MoKinley, Ida S., widow of William Mc-

Kinley Pension of $5,000 a year and

franking privilege.

[From table compiled by Hugo Grosser. Chicago city statistician.]


New York



St. Louis


Per capita




of pupih






New Orleans



Per capita







Alexander bridge nt Wuzerabad, India (1876)
Total length, 9,300 feet ; cost, $300,000.

Alton, 111., over Mississippi (1894) Total
length, 12,060 feet; steel; eight spans;
Uraw-spau, 454 feet.

Arthi'/ Kill, between Staten island and
New Jersey (1886-1888) Draw, 500 feet;
cost, $450,000.

Barharuh, over the Seuderud, Ispahan (1585
to 1628) Length, 2,250 feet; height, 120
feet; width. 200 feet.

Bellaire, O., over the Ohio (1869-1871) Cost,
$1,000,000; length, 1 1-3 miles.

Bellefontaine t Mo., over -Missouri Length,
2.500 feet.

Benares, India, over the Ganges (1880-1888)
Length, 3,568 feet; cost. $3,000,000.

Bluir, Neb., over the Missouri (1883) About
1,000 feet long; cost $750,000.

Bliiauw Krautz viaduct, Cape Colony, S. A.
(1884) Height, 200 feet; length, 48o feet.

Blaekwell's island. New York, over East
river (begun 1902) Five-span cantilever,
8,230 feet long; estimated cost, $12,548,500.

Britannia tubular, over Menai straits (1850)
Cost, $3,000,000; length. 1,511 feet.

Brooklyn, over East river (1870-1885) Sus-
pension, 3.455 feel long. 133 feet high, 85
feet wide; cost, $15,000.000.

Bruno t island, over Ohio near Pittsburg
Total length, 4,558 feet; one span of 523

Burlington. Iowa, over Mississippi (1868, re-
built 1892) First iron bridge over the Mis-
sissippi: 2.000 feet long; cost, $500,000.

Cabin John, near Washington, D. C. (1857-
1864) Length, 450 feet; has longest ma-
sonry span In world (220 feet); cost

Cairo, 111., over the Ohio (1887-1889) Total
length, including approaches, 20.461 feet;
bridge proper, 4,644 feet: of metal part,
10,650 feet; cost, $3,500,000.

Campbell avenue. Chicago, over drainage
canal (1901) Only eight-track railroad
bridge in the world; bascule; cost, $725,000.

Cambridge. Boston (1900) Cost, $2,500,000;
length, 1.767 feet.

Canadian Pacific railroad, over the St. Law-
rence near .Montreal (1S86) Length, 3,573
feet: cost, S2.500.000.

Cernavoda, over the Danube Cost, $1,560,000;
length, 2,459 feet.

Charles I. bridge, over the Danube in Rou-
mania (1902) Length. 5.448 feet; cost, in-
cluding shorter bridge over Borcea,

Cincinnati (O.) railroad bridge, over the
Ohio (1890) One span of 550 feet and two
of 490 feet each.

Cincinnati (O.) Southern high truss bridge
(1877) Ten spans; longest span, 515 feet;
cost. $700,000.

Cincinnati (O.) suspension bridge, over the
Ohio (1886) Length, 2.252 feet: with ap-
proaches, 7.300 feet; longest span, 1,057
feet: cost. $1,750.000.

Cleveland (O.) Central viaduct (1888)
Length. 5,299 feet; cost. $885,000.

Cleveland (O.) Superior street viaduct (1874-
1879) Masonry and iron; length, 3,211 feet;
cost. $1.600,000.

Columbia river bridge, between Washington
and Oregon Length, 6.000 feet; cost,

Creuse railroad viaduct, France Six arches
of masonry: height. 207.6 feet; length,
717 feet: cost, $247,680.

Davenport. Iowa, over Mississippi (1900)

Total length, 3,157 feet; draw-span, 442

Des Moines (Iowa) viadui-t and bridge, over
Des Moiues river Length, 2,ti85 feet;
height, 185 feet.

Dooro, Portugal (1875-1877) Ht ight. 201 feet;
length. 1,157 feet; one span, 525 feet.

Eads, St. Louis, over Mississippi (1874-1875)
Length, 6,434 feet; one span. 520 feet;
two, 500 feet each; cost, $10,000,000.

East liver, New York (liegun 1899) Total
length, 7,200 feet; between towers, 1,600
feet; estimated cost. (12.000,000. *

Elstherthal, Bavaria (1840-185U Height, 224
feet; two-story masonry arches.

Fort Madison, Iowa, over Mississippi (1887)
Total length, 3,220 feet; cost, $600,000.

Forth, Scotland, over Firth of l''oi th (1S85-
1890) Cantilever, double railway track;
length, 8.098 feet; cost, $16,250,000.

Fraser river, New Westminster, B. C. (1902-
1903) Cost, $750,000.

Fribourg, Switzerland (1833-1834) One span,
870 feet long; height. 167 feet.

Galveston county (Texas) highway bridge,
over West Galveston bay (1892-1893)
Length, 11,309 feet: said to be longest iron
or steel highway bridge ever built.

Garabit viaduct, Cantal, France (18S4)
Height, 413 feet; length, 1,880 feet.

Gokteik viaduct. Burma (1900) Height, 325
feet; length, 2,260 feet.

Goltzschthal (Bavaria) railroad bridge
Four-story masonry arch structure; total
length. 1,900 feet; height, 263 feet; cost,

Gray's Point, Mo., over the Mississippi (be-
gun 1902) Length, 3,151 feet; for double-
track railway.

Hannibal, Mo., over the Mississippi (1870-
1871) Length between abutments, 1,582
feet; cost, $648.500. ,

Hanoi, over the Red river in Tonquin (1899-
1902) Indo-China railway bridge; steel;
cantilever; 19 spans; length, 5,600 feet;
cost. $1,240.000; largest work 'of the kind
on the Asiatic continent.

Harlem (N. Y.) railroad bridge (1892-1895)
Length, 1,920 feet; cost. $2,000,000.

Harrisburg, Pa., over Susquehanna at Mar-
ket Street (1902-1903) Length, 3,500 feet.

Havre de Grace, 'Md., over the SusquohaDna
(1861-1865) Length, 6,316 feet:' cost, $1,-

Henderson, Ky., over the Ohio (1885)
Length, 3,6i.s feet; cost, $2,086,506.

Hudson river bridge, New York (authorized)
To cross the Hudson from West New
York, near Guttenberg, to foot of 59 h
street. New York; river span to b" 2.730
feet long; height. 150 feet; width, go feet;
estimated cost. $17,000,000; with terminals.

Kansas City bridge, over the Missouri-
Cost. $1.200,000.

Kentucky & Indiana, over the Ohio at
Louisville, Ky. (1887) Length. 2.453 feet;
cost. $1.500,000; cantilever const ruction.

Kiev, Russia, over Dnieper river (1883-1886)
Length. 4,590 feet: cost. $1,950.000.

Kinzua viaduct in MeKean county, Penn-
sylvania (1882) Height. 302 feet; length,
1,138 feet; cost. $275,000.

Lansdowne bridge, over the Indus river at
Sukkur, India (1889) Length, 1,430 feet;

* one span, 820 feet.

Loa viaduct. Bolivia (1889) Height, 336 feet;
length. 800 feet.

Leavenworth, Kas.. over the Missouri (1894)
Length, 1,005 feet; cost. $775,000.


Lewiston-gneeiiston suspension bridge, over
Niagara river (IsBui- I.i-nul h of suspended
span. MIU feet: nf cable .-pan, 1,040 feet.

Lion bridge. Sangang. China, OV.T an arm
of tin- Yellow sea (about 1780) Length, 5
miles; bright, 7u 1'eei ; 300 arches.

London & ISlaekwall railway viaduct, Eng-
landLength, 3 miles; cost, $5,419,755.

London \- (ireenwich railway viaduct, Eng-
land- -Lcngl h, :; miles; cost, $3,900,000.

London (Kng. I bridge across the Thames
(1824-18311 Length. 1,005 feet; stone-arch
structure; cost. $7,241,500.

Louis I. bridge. Oporto, Spain (1886) Span
of main arch, 566 feet.

Louisville (Ky.l bridge, over the Ohio (1870)
Wrought iron, truss construction ; length,
5,294 feet; cost, $1,500,000.

Louisville & Jeffersonville. over the Ohio
(1895) Length, including viaducts on both
sides, 10,560 feet; cantilever construction;
cost, $500,000.

Malleco viaduct, Chile (1890) Height, 333
feet; length, 1,419 feet; built of steel.

Mandan-Bismarck, over the Missouri (1882)
Total length, 2,950 feet; cost, $1,000,000.

Marent gulch viadtic'., west of Missoula,
Mont. (1884) Height, 201 feet; length, 796
feet; cost. $178,105.

Mayence, Germany, over the Rhine Length,
3,200 feet.

Memphis, Tenn.. over the Mississippi (1888-
1891) Length, including approaches, 10,712
feet; of bridge proper, 5,297 feet.

Merchants', St. Louis, over Mississippi
(1889-1890) Length. 2,420 feet; three spans,
two of which are 521 feet 6 inches long
each, and one of 523 feet 6 inches; cost,
$5,000,000. .

Minneapolis suspension The old bridge,
opened Jan. 23, 1855, was the first wire
suspension bridge over the Mississippi;
new bridge (1877) is 675 feet long.

McComb's dam, New York Total length,
with approaches. 4,073 feet; cost, $2,000,000.

New London, Conn., over the Thames (1888-
1889) Length, 1,422 feet; draw-span, 602

Newcastle (Eng.) high-level bridge (1849)
Length, 750 feet; cost, $1,215.000.

Niagara falls cantilever (1883) Length, 910
feet; height. 250 feet; distance between
piers, 495 feet.

Niagara falls steel arch railway bridge
(1897-1898) Length. 1,100 feet; height, 226
feet; one span, 550 feet; cost, $500.000.

Niagara falls highway, electric road and
foot bridge (1897-1898) Greatest steel arch
in the world: length of span between
abutments, 840 feet.

Omaha, Neb., over the Missouri (1893) Total
length, 2,790 feet; swing span, 520 feet;
carries double-track railway, two road-
ways and two sidewalks; said to be the
longest and heaviest swing-span bridge
ever built.

Pecos river viaduct, Texas, (18911 Height.
326 feet; length, 2,180 feet; cost of metal
work, $175,000.

Petruusse valley bridge. Luxemburg (under
construction) Has single-span arch of
275.5 feet; height, 144.4 feet; cost, $270,000.

Plattsnionth, "Neb., over the Missouri (1879-
1880) Length. 4,450 feet.

Point Pleasant. \V. Va.. over the Ohio (1882)
Length, 4,628 feet; cost, $600,000.

Portage viaduct, over Genesee river. New
York (1875) Height, 235 feet; length, 850

Poughkeepsie, N. Y.. over the Hudson (1886-
1888) Height. 212 feet; length, 6,767 feet;

three spans of 54S feet each and two of
525 feet each; cost, $2.0<I.OOO.

(Jin-bee bridge, over the St. Lawrence (tin-
der construction) \\lll carry a double-
track railway, two roadways and two
sidewalks; weight, 35,000 tons; cost of

* superstructure alone, $3,800,000; will have
the longest cantilever span in tiie world.
the clear opening of the central span be-
ing 1,800 feet and that of each of the an-
chorages 500 feet, or 2,800 feet from center
to center of the anchorage piers.

Quincy, 111., over the Mississippi (1867-1868;
rebuilt, 1897) Total length, 3,741 feet ;
cost, $1,500,000.

Red Rock, (Ariz.) cantilever (1888) Length,
2,100 feet; river span, 660 feet; cost,

Rock Island. 111., over the Mississippi (1872;
rebuilt, 1895) Length, 1,850 feet; cost,
about $1,000,000.

Kockville (Pa.) railroad bridge, over the
Susquehauna (1877; rebuilt, 1902) Length
of new bridge, 3,830 feet; width, 52 feet;
for four tracks: 48 arches; one of largest
and most remarkable stone bridges in the

Royal -Albert, over the St. Lawrence, be-
tween Montreal and Longeuil (projected)
Total length. 8.800 feet; estimated cost,
with terminals, $10,000,000.

Rulo, Neb., over the Missouri (1887) Total
length of iron and steel work, 1,993 feet;
cost, $1,020,384.

St. Charles, Mo., over Missouri (1868-1871)
Length, 2,178 feet; with iron trestle ap-
proach, 6,571 feet; cost, $1,800,000.

St. Giustina highway viauuct in southern
Tyrol over chasm 460 feet deep Length,
197 feet; width, 200 feet.

St. Paul (Minn.) highway bridge, over the
Mississippi (1858; partly rebuilt, 1876)
Total length, 3,275 feet.

St. Paul, Minneapolis & Manitoba railway
bridge, over th Mississippi, below St.
Anthony's falls (1883) Length, 2,100 feet:
23 arches; cost, $990.000; first and only
stone bridge over the Mississippi.

Salado river bridge, on the Buenos Ayres &
Rosario railway Length, 6,733 feet: Dulce
river bridge on same road is 6,162 feet

Samar. Russia, over the, Volga About 4,500
feet long; cost, $3,500,000.

Severn, England (1879) Length, 4,162 feet;
cost, $5,000,000.

Sibley, Mo., over the Missouri (1888)
Length, 3,000 feet, with approach of 3,600
feet; cost, $800,000.

Souleuve (France) viaduct Length, 1,142
feet; height, 247 feet.

Stony creek bridge on the Canadian Pacific
in British Columbia (1893) Height, 280
feet; length, 484 feet.

Susquehanna bridge on the Philadelphia,
Wilmington & Heading road Length, 3,272
feet; cost, $2,000,000.

Tower drawbridge. London. Eng. (1885-1894)
Cost, $5,500,000; high-level span, 230 feet

Tay bridge, Scotland (1882-1887) Length, 10,-
700 feet; cost. $1,750.000.

Verrugas (Peru) bridge (1873) Height, 256
feet; length, 575 feet; original cost.

Viaur viaduct. France Length, 1.344 feet;
height, 383 feet; opening of central span,
820 feet.

Online LibraryAlice Bertha GommeChicago daily news national almanac for .. (Volume 1903) → online text (page 40 of 89)