nc33/multispan_quoref huggingface dataset:
With government subsidies promised, initially at $385,000 a year, and with the backing of the leading investment bank Brown Brothers, Collins founded the New York and Liverpool United States' Mail Steamship Company, familiarly known as the Collins Line. He immediately embarked on an ambitious steamship construction program. The first of the four Collins Line ships, SS Atlantic, was launched in 1849 and began service in April 1850. Her three sister ships, Pacific, Arctic and Baltic, were all in service before the end of 1850. The four, all constructed of wood, were broadly similar in size and performance; Arctic was marginally the largest, at 284 feet (87 m) in length and 2,856 tons by American custom house measurement. The new Collins Line steamers were about 25 percent larger than the biggest of the Cunard ships, and were soon outperforming them; crossings in ten days became routine. Arctic entered service on October 26, 1850. The luxurious standards of its passenger accommodation contrasted with those experienced by Charles Dickens, who crossed the Atlantic in Cunard's Britannia in 1840. Dickens found his Britannia cabin dark and cramped, "a thoroughly hopeless, and profoundly preposterous box", while the bleak saloon was "a long narrow apartment, not unlike a gigantic hearse". In Arctic, according to a seasoned transatlantic passenger, her cabins "in comfort and elegance surpassed that of any merchant vessel Great Britain then possessed", while the main saloon had "an air of almost Oriental magnificence".Under her captain, James Luce, a 49-year-old veteran of thirty years at sea, Arctic became the most celebrated of the Collins ships. Her record eastbound crossing, from New York to Liverpool in nine days, seventeen hours in the winter of 1851–52, earned her the title of the "Clipper of the Seas". Luce was admired by passengers as much for his social qualities as for his seamanship; a reporter for Harper's New Monthly Magazine wrote approvingly: "If you ever wish to cross the Atlantic, you will find in the Arctic one of the noblest of ships, and in Captain Luce one of the best of commanders".

Question: What were the three sister ships of the one that entered service on October 26th, 1850?
Answer: SS Atlantic, Pacific, Baltic
With government subsidies promised, initially at $385,000 a year, and with the backing of the leading investment bank Brown Brothers, Collins founded the New York and Liverpool United States' Mail Steamship Company, familiarly known as the Collins Line. He immediately embarked on an ambitious steamship construction program. The first of the four Collins Line ships, SS Atlantic, was launched in 1849 and began service in April 1850. Her three sister ships, Pacific, Arctic and Baltic, were all in service before the end of 1850. The four, all constructed of wood, were broadly similar in size and performance; Arctic was marginally the largest, at 284 feet (87 m) in length and 2,856 tons by American custom house measurement. The new Collins Line steamers were about 25 percent larger than the biggest of the Cunard ships, and were soon outperforming them; crossings in ten days became routine. Arctic entered service on October 26, 1850. The luxurious standards of its passenger accommodation contrasted with those experienced by Charles Dickens, who crossed the Atlantic in Cunard's Britannia in 1840. Dickens found his Britannia cabin dark and cramped, "a thoroughly hopeless, and profoundly preposterous box", while the bleak saloon was "a long narrow apartment, not unlike a gigantic hearse". In Arctic, according to a seasoned transatlantic passenger, her cabins "in comfort and elegance surpassed that of any merchant vessel Great Britain then possessed", while the main saloon had "an air of almost Oriental magnificence".Under her captain, James Luce, a 49-year-old veteran of thirty years at sea, Arctic became the most celebrated of the Collins ships. Her record eastbound crossing, from New York to Liverpool in nine days, seventeen hours in the winter of 1851–52, earned her the title of the "Clipper of the Seas". Luce was admired by passengers as much for his social qualities as for his seamanship; a reporter for Harper's New Monthly Magazine wrote approvingly: "If you ever wish to cross the Atlantic, you will find in the Arctic one of the noblest of ships, and in Captain Luce one of the best of commanders".

Question: Where was the Arctic headed when it set the record for an eastbound crossing?
Answer: Liverpool
With government subsidies promised, initially at $385,000 a year, and with the backing of the leading investment bank Brown Brothers, Collins founded the New York and Liverpool United States' Mail Steamship Company, familiarly known as the Collins Line. He immediately embarked on an ambitious steamship construction program. The first of the four Collins Line ships, SS Atlantic, was launched in 1849 and began service in April 1850. Her three sister ships, Pacific, Arctic and Baltic, were all in service before the end of 1850. The four, all constructed of wood, were broadly similar in size and performance; Arctic was marginally the largest, at 284 feet (87 m) in length and 2,856 tons by American custom house measurement. The new Collins Line steamers were about 25 percent larger than the biggest of the Cunard ships, and were soon outperforming them; crossings in ten days became routine. Arctic entered service on October 26, 1850. The luxurious standards of its passenger accommodation contrasted with those experienced by Charles Dickens, who crossed the Atlantic in Cunard's Britannia in 1840. Dickens found his Britannia cabin dark and cramped, "a thoroughly hopeless, and profoundly preposterous box", while the bleak saloon was "a long narrow apartment, not unlike a gigantic hearse". In Arctic, according to a seasoned transatlantic passenger, her cabins "in comfort and elegance surpassed that of any merchant vessel Great Britain then possessed", while the main saloon had "an air of almost Oriental magnificence".Under her captain, James Luce, a 49-year-old veteran of thirty years at sea, Arctic became the most celebrated of the Collins ships. Her record eastbound crossing, from New York to Liverpool in nine days, seventeen hours in the winter of 1851–52, earned her the title of the "Clipper of the Seas". Luce was admired by passengers as much for his social qualities as for his seamanship; a reporter for Harper's New Monthly Magazine wrote approvingly: "If you ever wish to cross the Atlantic, you will find in the Arctic one of the noblest of ships, and in Captain Luce one of the best of commanders".

Question: What was the full name of the person a reporter called "one of the best of commanders"?
Answer: James Luce
With government subsidies promised, initially at $385,000 a year, and with the backing of the leading investment bank Brown Brothers, Collins founded the New York and Liverpool United States' Mail Steamship Company, familiarly known as the Collins Line. He immediately embarked on an ambitious steamship construction program. The first of the four Collins Line ships, SS Atlantic, was launched in 1849 and began service in April 1850. Her three sister ships, Pacific, Arctic and Baltic, were all in service before the end of 1850. The four, all constructed of wood, were broadly similar in size and performance; Arctic was marginally the largest, at 284 feet (87 m) in length and 2,856 tons by American custom house measurement. The new Collins Line steamers were about 25 percent larger than the biggest of the Cunard ships, and were soon outperforming them; crossings in ten days became routine. Arctic entered service on October 26, 1850. The luxurious standards of its passenger accommodation contrasted with those experienced by Charles Dickens, who crossed the Atlantic in Cunard's Britannia in 1840. Dickens found his Britannia cabin dark and cramped, "a thoroughly hopeless, and profoundly preposterous box", while the bleak saloon was "a long narrow apartment, not unlike a gigantic hearse". In Arctic, according to a seasoned transatlantic passenger, her cabins "in comfort and elegance surpassed that of any merchant vessel Great Britain then possessed", while the main saloon had "an air of almost Oriental magnificence".Under her captain, James Luce, a 49-year-old veteran of thirty years at sea, Arctic became the most celebrated of the Collins ships. Her record eastbound crossing, from New York to Liverpool in nine days, seventeen hours in the winter of 1851–52, earned her the title of the "Clipper of the Seas". Luce was admired by passengers as much for his social qualities as for his seamanship; a reporter for Harper's New Monthly Magazine wrote approvingly: "If you ever wish to cross the Atlantic, you will find in the Arctic one of the noblest of ships, and in Captain Luce one of the best of commanders".

Question: What did Dickens have to cross in "a thoroughly hopeless, and profoundly preposterous box"?
Answer: the Atlantic
With government subsidies promised, initially at $385,000 a year, and with the backing of the leading investment bank Brown Brothers, Collins founded the New York and Liverpool United States' Mail Steamship Company, familiarly known as the Collins Line. He immediately embarked on an ambitious steamship construction program. The first of the four Collins Line ships, SS Atlantic, was launched in 1849 and began service in April 1850. Her three sister ships, Pacific, Arctic and Baltic, were all in service before the end of 1850. The four, all constructed of wood, were broadly similar in size and performance; Arctic was marginally the largest, at 284 feet (87 m) in length and 2,856 tons by American custom house measurement. The new Collins Line steamers were about 25 percent larger than the biggest of the Cunard ships, and were soon outperforming them; crossings in ten days became routine. Arctic entered service on October 26, 1850. The luxurious standards of its passenger accommodation contrasted with those experienced by Charles Dickens, who crossed the Atlantic in Cunard's Britannia in 1840. Dickens found his Britannia cabin dark and cramped, "a thoroughly hopeless, and profoundly preposterous box", while the bleak saloon was "a long narrow apartment, not unlike a gigantic hearse". In Arctic, according to a seasoned transatlantic passenger, her cabins "in comfort and elegance surpassed that of any merchant vessel Great Britain then possessed", while the main saloon had "an air of almost Oriental magnificence".Under her captain, James Luce, a 49-year-old veteran of thirty years at sea, Arctic became the most celebrated of the Collins ships. Her record eastbound crossing, from New York to Liverpool in nine days, seventeen hours in the winter of 1851–52, earned her the title of the "Clipper of the Seas". Luce was admired by passengers as much for his social qualities as for his seamanship; a reporter for Harper's New Monthly Magazine wrote approvingly: "If you ever wish to cross the Atlantic, you will find in the Arctic one of the noblest of ships, and in Captain Luce one of the best of commanders".

Question: What was the nickname given to the largest of the four sister ships that completed a record eastbound crossing?
Answer: Clipper of the Seas
With government subsidies promised, initially at $385,000 a year, and with the backing of the leading investment bank Brown Brothers, Collins founded the New York and Liverpool United States' Mail Steamship Company, familiarly known as the Collins Line. He immediately embarked on an ambitious steamship construction program. The first of the four Collins Line ships, SS Atlantic, was launched in 1849 and began service in April 1850. Her three sister ships, Pacific, Arctic and Baltic, were all in service before the end of 1850. The four, all constructed of wood, were broadly similar in size and performance; Arctic was marginally the largest, at 284 feet (87 m) in length and 2,856 tons by American custom house measurement. The new Collins Line steamers were about 25 percent larger than the biggest of the Cunard ships, and were soon outperforming them; crossings in ten days became routine. Arctic entered service on October 26, 1850. The luxurious standards of its passenger accommodation contrasted with those experienced by Charles Dickens, who crossed the Atlantic in Cunard's Britannia in 1840. Dickens found his Britannia cabin dark and cramped, "a thoroughly hopeless, and profoundly preposterous box", while the bleak saloon was "a long narrow apartment, not unlike a gigantic hearse". In Arctic, according to a seasoned transatlantic passenger, her cabins "in comfort and elegance surpassed that of any merchant vessel Great Britain then possessed", while the main saloon had "an air of almost Oriental magnificence".Under her captain, James Luce, a 49-year-old veteran of thirty years at sea, Arctic became the most celebrated of the Collins ships. Her record eastbound crossing, from New York to Liverpool in nine days, seventeen hours in the winter of 1851–52, earned her the title of the "Clipper of the Seas". Luce was admired by passengers as much for his social qualities as for his seamanship; a reporter for Harper's New Monthly Magazine wrote approvingly: "If you ever wish to cross the Atlantic, you will find in the Arctic one of the noblest of ships, and in Captain Luce one of the best of commanders".

Question: Which ship had elegant cabins?
Answer: Arctic
With government subsidies promised, initially at $385,000 a year, and with the backing of the leading investment bank Brown Brothers, Collins founded the New York and Liverpool United States' Mail Steamship Company, familiarly known as the Collins Line. He immediately embarked on an ambitious steamship construction program. The first of the four Collins Line ships, SS Atlantic, was launched in 1849 and began service in April 1850. Her three sister ships, Pacific, Arctic and Baltic, were all in service before the end of 1850. The four, all constructed of wood, were broadly similar in size and performance; Arctic was marginally the largest, at 284 feet (87 m) in length and 2,856 tons by American custom house measurement. The new Collins Line steamers were about 25 percent larger than the biggest of the Cunard ships, and were soon outperforming them; crossings in ten days became routine. Arctic entered service on October 26, 1850. The luxurious standards of its passenger accommodation contrasted with those experienced by Charles Dickens, who crossed the Atlantic in Cunard's Britannia in 1840. Dickens found his Britannia cabin dark and cramped, "a thoroughly hopeless, and profoundly preposterous box", while the bleak saloon was "a long narrow apartment, not unlike a gigantic hearse". In Arctic, according to a seasoned transatlantic passenger, her cabins "in comfort and elegance surpassed that of any merchant vessel Great Britain then possessed", while the main saloon had "an air of almost Oriental magnificence".Under her captain, James Luce, a 49-year-old veteran of thirty years at sea, Arctic became the most celebrated of the Collins ships. Her record eastbound crossing, from New York to Liverpool in nine days, seventeen hours in the winter of 1851–52, earned her the title of the "Clipper of the Seas". Luce was admired by passengers as much for his social qualities as for his seamanship; a reporter for Harper's New Monthly Magazine wrote approvingly: "If you ever wish to cross the Atlantic, you will find in the Arctic one of the noblest of ships, and in Captain Luce one of the best of commanders".

Question: What was the full name of the Artic's captain?
Answer: James Luce
With government subsidies promised, initially at $385,000 a year, and with the backing of the leading investment bank Brown Brothers, Collins founded the New York and Liverpool United States' Mail Steamship Company, familiarly known as the Collins Line. He immediately embarked on an ambitious steamship construction program. The first of the four Collins Line ships, SS Atlantic, was launched in 1849 and began service in April 1850. Her three sister ships, Pacific, Arctic and Baltic, were all in service before the end of 1850. The four, all constructed of wood, were broadly similar in size and performance; Arctic was marginally the largest, at 284 feet (87 m) in length and 2,856 tons by American custom house measurement. The new Collins Line steamers were about 25 percent larger than the biggest of the Cunard ships, and were soon outperforming them; crossings in ten days became routine. Arctic entered service on October 26, 1850. The luxurious standards of its passenger accommodation contrasted with those experienced by Charles Dickens, who crossed the Atlantic in Cunard's Britannia in 1840. Dickens found his Britannia cabin dark and cramped, "a thoroughly hopeless, and profoundly preposterous box", while the bleak saloon was "a long narrow apartment, not unlike a gigantic hearse". In Arctic, according to a seasoned transatlantic passenger, her cabins "in comfort and elegance surpassed that of any merchant vessel Great Britain then possessed", while the main saloon had "an air of almost Oriental magnificence".Under her captain, James Luce, a 49-year-old veteran of thirty years at sea, Arctic became the most celebrated of the Collins ships. Her record eastbound crossing, from New York to Liverpool in nine days, seventeen hours in the winter of 1851–52, earned her the title of the "Clipper of the Seas". Luce was admired by passengers as much for his social qualities as for his seamanship; a reporter for Harper's New Monthly Magazine wrote approvingly: "If you ever wish to cross the Atlantic, you will find in the Arctic one of the noblest of ships, and in Captain Luce one of the best of commanders".

Question: Which vessel had the nickname"Clipper of the Seas?
Answer: Arctic
Dorian's lifeboat was the smallest of the ship's boats and, with 26 crew and 5 passengers on board, had only a few inches of freeboard.  In worsening weather, Dorian improvised a rough sea anchor, which enabled the boat to ride the waves through the night and following day without being swamped.  In the late afternoon of September 28 they sighted a distant sail, which proved to be the Canadian bark Huron, bound for Quebec.  As they rowed towards their rescuer, they passed Peter McCabe, still clinging to the makeshift raft, the only one of its 72 occupants to have survived the night; he, too was taken on board Huron.  McCabe later recalled that he thought he was within ten minutes of death when he was rescued.On the following day Huron encountered another sailing ship, the Lebanon, heading for New York. Dorian, the five passengers and twelve of the crew chose to transfer to Lebanon. The other crewmen, possibly anticipating a hostile reception in their home port, chose to remain with Huron and proceed to Quebec, where she arrived on October 13.The ordeal of Captain Luce, and others who survived on assorted wreckage, lasted for two days. Around noon on September 29, the sailing ship Cambria, out of Glasgow and heading for Quebec, spotted François Jassonet, the Vesta fisherman who had been rescued by the Arctic after the collision. In the following few hours, Cambria picked up nine more survivors; these included Luce and two companions, the only survivors of the eleven who had found refuge on the remains of the paddlebox.  The last to be picked up by Cambria was James Smith, a businessman from Scotland, who had survived on a raft constructed from planking and a tin-lined wicker basket. He had seen at least one ship pass in the distance during his ordeal, and had almost given up hope when Cambria arrived. Once satisfied there were no further survivors in the area, Cambria continued its journey to Quebec. Luce spent much of the voyage preparing a report of the disaster, ready to wire to Edward Collins in New York as soon as he reached land.  Cambria arrived in Quebec on October 13, a few hours after Huron.The fates of three of Arctic's lifeboats are unknown: the starboard quarter boat in which Gourlay left to assist Vesta just after the collision; the port guard boat, launched under the control of the quartermaster; and the forward deck boat, appropriated by Rogers and his associates. No trace of the occupants of these boats was ever found. In mid-November 1854, Gourlay's empty boat was picked up by the schooner Lily Dale, in good condition and with its oars still inside.  In mid-December the port guard boat was washed ashore at Placentia Bay, Newfoundland, again with no indication of the fate of its occupants.

Question: What is the first name of the person who had seen at least one ship pass in the distance during his ordeal, and had almost given up hope when Cambria arrived?
Answer: James
Dorian's lifeboat was the smallest of the ship's boats and, with 26 crew and 5 passengers on board, had only a few inches of freeboard.  In worsening weather, Dorian improvised a rough sea anchor, which enabled the boat to ride the waves through the night and following day without being swamped.  In the late afternoon of September 28 they sighted a distant sail, which proved to be the Canadian bark Huron, bound for Quebec.  As they rowed towards their rescuer, they passed Peter McCabe, still clinging to the makeshift raft, the only one of its 72 occupants to have survived the night; he, too was taken on board Huron.  McCabe later recalled that he thought he was within ten minutes of death when he was rescued.On the following day Huron encountered another sailing ship, the Lebanon, heading for New York. Dorian, the five passengers and twelve of the crew chose to transfer to Lebanon. The other crewmen, possibly anticipating a hostile reception in their home port, chose to remain with Huron and proceed to Quebec, where she arrived on October 13.The ordeal of Captain Luce, and others who survived on assorted wreckage, lasted for two days. Around noon on September 29, the sailing ship Cambria, out of Glasgow and heading for Quebec, spotted François Jassonet, the Vesta fisherman who had been rescued by the Arctic after the collision. In the following few hours, Cambria picked up nine more survivors; these included Luce and two companions, the only survivors of the eleven who had found refuge on the remains of the paddlebox.  The last to be picked up by Cambria was James Smith, a businessman from Scotland, who had survived on a raft constructed from planking and a tin-lined wicker basket. He had seen at least one ship pass in the distance during his ordeal, and had almost given up hope when Cambria arrived. Once satisfied there were no further survivors in the area, Cambria continued its journey to Quebec. Luce spent much of the voyage preparing a report of the disaster, ready to wire to Edward Collins in New York as soon as he reached land.  Cambria arrived in Quebec on October 13, a few hours after Huron.The fates of three of Arctic's lifeboats are unknown: the starboard quarter boat in which Gourlay left to assist Vesta just after the collision; the port guard boat, launched under the control of the quartermaster; and the forward deck boat, appropriated by Rogers and his associates. No trace of the occupants of these boats was ever found. In mid-November 1854, Gourlay's empty boat was picked up by the schooner Lily Dale, in good condition and with its oars still inside.  In mid-December the port guard boat was washed ashore at Placentia Bay, Newfoundland, again with no indication of the fate of its occupants.

Question: What is the name of the ship whose smallest lifeboat was Dorian's?
Answer: Arctic
Dorian's lifeboat was the smallest of the ship's boats and, with 26 crew and 5 passengers on board, had only a few inches of freeboard.  In worsening weather, Dorian improvised a rough sea anchor, which enabled the boat to ride the waves through the night and following day without being swamped.  In the late afternoon of September 28 they sighted a distant sail, which proved to be the Canadian bark Huron, bound for Quebec.  As they rowed towards their rescuer, they passed Peter McCabe, still clinging to the makeshift raft, the only one of its 72 occupants to have survived the night; he, too was taken on board Huron.  McCabe later recalled that he thought he was within ten minutes of death when he was rescued.On the following day Huron encountered another sailing ship, the Lebanon, heading for New York. Dorian, the five passengers and twelve of the crew chose to transfer to Lebanon. The other crewmen, possibly anticipating a hostile reception in their home port, chose to remain with Huron and proceed to Quebec, where she arrived on October 13.The ordeal of Captain Luce, and others who survived on assorted wreckage, lasted for two days. Around noon on September 29, the sailing ship Cambria, out of Glasgow and heading for Quebec, spotted François Jassonet, the Vesta fisherman who had been rescued by the Arctic after the collision. In the following few hours, Cambria picked up nine more survivors; these included Luce and two companions, the only survivors of the eleven who had found refuge on the remains of the paddlebox.  The last to be picked up by Cambria was James Smith, a businessman from Scotland, who had survived on a raft constructed from planking and a tin-lined wicker basket. He had seen at least one ship pass in the distance during his ordeal, and had almost given up hope when Cambria arrived. Once satisfied there were no further survivors in the area, Cambria continued its journey to Quebec. Luce spent much of the voyage preparing a report of the disaster, ready to wire to Edward Collins in New York as soon as he reached land.  Cambria arrived in Quebec on October 13, a few hours after Huron.The fates of three of Arctic's lifeboats are unknown: the starboard quarter boat in which Gourlay left to assist Vesta just after the collision; the port guard boat, launched under the control of the quartermaster; and the forward deck boat, appropriated by Rogers and his associates. No trace of the occupants of these boats was ever found. In mid-November 1854, Gourlay's empty boat was picked up by the schooner Lily Dale, in good condition and with its oars still inside.  In mid-December the port guard boat was washed ashore at Placentia Bay, Newfoundland, again with no indication of the fate of its occupants.

Question: What was the name of the boat that was captained by Luce?
Answer: the Arctic
Dorian's lifeboat was the smallest of the ship's boats and, with 26 crew and 5 passengers on board, had only a few inches of freeboard.  In worsening weather, Dorian improvised a rough sea anchor, which enabled the boat to ride the waves through the night and following day without being swamped.  In the late afternoon of September 28 they sighted a distant sail, which proved to be the Canadian bark Huron, bound for Quebec.  As they rowed towards their rescuer, they passed Peter McCabe, still clinging to the makeshift raft, the only one of its 72 occupants to have survived the night; he, too was taken on board Huron.  McCabe later recalled that he thought he was within ten minutes of death when he was rescued.On the following day Huron encountered another sailing ship, the Lebanon, heading for New York. Dorian, the five passengers and twelve of the crew chose to transfer to Lebanon. The other crewmen, possibly anticipating a hostile reception in their home port, chose to remain with Huron and proceed to Quebec, where she arrived on October 13.The ordeal of Captain Luce, and others who survived on assorted wreckage, lasted for two days. Around noon on September 29, the sailing ship Cambria, out of Glasgow and heading for Quebec, spotted François Jassonet, the Vesta fisherman who had been rescued by the Arctic after the collision. In the following few hours, Cambria picked up nine more survivors; these included Luce and two companions, the only survivors of the eleven who had found refuge on the remains of the paddlebox.  The last to be picked up by Cambria was James Smith, a businessman from Scotland, who had survived on a raft constructed from planking and a tin-lined wicker basket. He had seen at least one ship pass in the distance during his ordeal, and had almost given up hope when Cambria arrived. Once satisfied there were no further survivors in the area, Cambria continued its journey to Quebec. Luce spent much of the voyage preparing a report of the disaster, ready to wire to Edward Collins in New York as soon as he reached land.  Cambria arrived in Quebec on October 13, a few hours after Huron.The fates of three of Arctic's lifeboats are unknown: the starboard quarter boat in which Gourlay left to assist Vesta just after the collision; the port guard boat, launched under the control of the quartermaster; and the forward deck boat, appropriated by Rogers and his associates. No trace of the occupants of these boats was ever found. In mid-November 1854, Gourlay's empty boat was picked up by the schooner Lily Dale, in good condition and with its oars still inside.  In mid-December the port guard boat was washed ashore at Placentia Bay, Newfoundland, again with no indication of the fate of its occupants.

Question: What is the first name of the person who had seen at least one ship pass in the distance during his ordeal?
Answer: James
Dorian's lifeboat was the smallest of the ship's boats and, with 26 crew and 5 passengers on board, had only a few inches of freeboard.  In worsening weather, Dorian improvised a rough sea anchor, which enabled the boat to ride the waves through the night and following day without being swamped.  In the late afternoon of September 28 they sighted a distant sail, which proved to be the Canadian bark Huron, bound for Quebec.  As they rowed towards their rescuer, they passed Peter McCabe, still clinging to the makeshift raft, the only one of its 72 occupants to have survived the night; he, too was taken on board Huron.  McCabe later recalled that he thought he was within ten minutes of death when he was rescued.On the following day Huron encountered another sailing ship, the Lebanon, heading for New York. Dorian, the five passengers and twelve of the crew chose to transfer to Lebanon. The other crewmen, possibly anticipating a hostile reception in their home port, chose to remain with Huron and proceed to Quebec, where she arrived on October 13.The ordeal of Captain Luce, and others who survived on assorted wreckage, lasted for two days. Around noon on September 29, the sailing ship Cambria, out of Glasgow and heading for Quebec, spotted François Jassonet, the Vesta fisherman who had been rescued by the Arctic after the collision. In the following few hours, Cambria picked up nine more survivors; these included Luce and two companions, the only survivors of the eleven who had found refuge on the remains of the paddlebox.  The last to be picked up by Cambria was James Smith, a businessman from Scotland, who had survived on a raft constructed from planking and a tin-lined wicker basket. He had seen at least one ship pass in the distance during his ordeal, and had almost given up hope when Cambria arrived. Once satisfied there were no further survivors in the area, Cambria continued its journey to Quebec. Luce spent much of the voyage preparing a report of the disaster, ready to wire to Edward Collins in New York as soon as he reached land.  Cambria arrived in Quebec on October 13, a few hours after Huron.The fates of three of Arctic's lifeboats are unknown: the starboard quarter boat in which Gourlay left to assist Vesta just after the collision; the port guard boat, launched under the control of the quartermaster; and the forward deck boat, appropriated by Rogers and his associates. No trace of the occupants of these boats was ever found. In mid-November 1854, Gourlay's empty boat was picked up by the schooner Lily Dale, in good condition and with its oars still inside.  In mid-December the port guard boat was washed ashore at Placentia Bay, Newfoundland, again with no indication of the fate of its occupants.

Question: What is the first name of the person who had almost given up hope when Cambria arrived?
Answer: James
Dorian's lifeboat was the smallest of the ship's boats and, with 26 crew and 5 passengers on board, had only a few inches of freeboard.  In worsening weather, Dorian improvised a rough sea anchor, which enabled the boat to ride the waves through the night and following day without being swamped.  In the late afternoon of September 28 they sighted a distant sail, which proved to be the Canadian bark Huron, bound for Quebec.  As they rowed towards their rescuer, they passed Peter McCabe, still clinging to the makeshift raft, the only one of its 72 occupants to have survived the night; he, too was taken on board Huron.  McCabe later recalled that he thought he was within ten minutes of death when he was rescued.On the following day Huron encountered another sailing ship, the Lebanon, heading for New York. Dorian, the five passengers and twelve of the crew chose to transfer to Lebanon. The other crewmen, possibly anticipating a hostile reception in their home port, chose to remain with Huron and proceed to Quebec, where she arrived on October 13.The ordeal of Captain Luce, and others who survived on assorted wreckage, lasted for two days. Around noon on September 29, the sailing ship Cambria, out of Glasgow and heading for Quebec, spotted François Jassonet, the Vesta fisherman who had been rescued by the Arctic after the collision. In the following few hours, Cambria picked up nine more survivors; these included Luce and two companions, the only survivors of the eleven who had found refuge on the remains of the paddlebox.  The last to be picked up by Cambria was James Smith, a businessman from Scotland, who had survived on a raft constructed from planking and a tin-lined wicker basket. He had seen at least one ship pass in the distance during his ordeal, and had almost given up hope when Cambria arrived. Once satisfied there were no further survivors in the area, Cambria continued its journey to Quebec. Luce spent much of the voyage preparing a report of the disaster, ready to wire to Edward Collins in New York as soon as he reached land.  Cambria arrived in Quebec on October 13, a few hours after Huron.The fates of three of Arctic's lifeboats are unknown: the starboard quarter boat in which Gourlay left to assist Vesta just after the collision; the port guard boat, launched under the control of the quartermaster; and the forward deck boat, appropriated by Rogers and his associates. No trace of the occupants of these boats was ever found. In mid-November 1854, Gourlay's empty boat was picked up by the schooner Lily Dale, in good condition and with its oars still inside.  In mid-December the port guard boat was washed ashore at Placentia Bay, Newfoundland, again with no indication of the fate of its occupants.

Question: What was the last name of the person who had to reach land before sending a message about the disaster?
Answer: Luce
Dorian's lifeboat was the smallest of the ship's boats and, with 26 crew and 5 passengers on board, had only a few inches of freeboard.  In worsening weather, Dorian improvised a rough sea anchor, which enabled the boat to ride the waves through the night and following day without being swamped.  In the late afternoon of September 28 they sighted a distant sail, which proved to be the Canadian bark Huron, bound for Quebec.  As they rowed towards their rescuer, they passed Peter McCabe, still clinging to the makeshift raft, the only one of its 72 occupants to have survived the night; he, too was taken on board Huron.  McCabe later recalled that he thought he was within ten minutes of death when he was rescued.On the following day Huron encountered another sailing ship, the Lebanon, heading for New York. Dorian, the five passengers and twelve of the crew chose to transfer to Lebanon. The other crewmen, possibly anticipating a hostile reception in their home port, chose to remain with Huron and proceed to Quebec, where she arrived on October 13.The ordeal of Captain Luce, and others who survived on assorted wreckage, lasted for two days. Around noon on September 29, the sailing ship Cambria, out of Glasgow and heading for Quebec, spotted François Jassonet, the Vesta fisherman who had been rescued by the Arctic after the collision. In the following few hours, Cambria picked up nine more survivors; these included Luce and two companions, the only survivors of the eleven who had found refuge on the remains of the paddlebox.  The last to be picked up by Cambria was James Smith, a businessman from Scotland, who had survived on a raft constructed from planking and a tin-lined wicker basket. He had seen at least one ship pass in the distance during his ordeal, and had almost given up hope when Cambria arrived. Once satisfied there were no further survivors in the area, Cambria continued its journey to Quebec. Luce spent much of the voyage preparing a report of the disaster, ready to wire to Edward Collins in New York as soon as he reached land.  Cambria arrived in Quebec on October 13, a few hours after Huron.The fates of three of Arctic's lifeboats are unknown: the starboard quarter boat in which Gourlay left to assist Vesta just after the collision; the port guard boat, launched under the control of the quartermaster; and the forward deck boat, appropriated by Rogers and his associates. No trace of the occupants of these boats was ever found. In mid-November 1854, Gourlay's empty boat was picked up by the schooner Lily Dale, in good condition and with its oars still inside.  In mid-December the port guard boat was washed ashore at Placentia Bay, Newfoundland, again with no indication of the fate of its occupants.

Question: What was the name of the vessel that Captain Luce was the leader of?
Answer: Arctic
Dorian's lifeboat was the smallest of the ship's boats and, with 26 crew and 5 passengers on board, had only a few inches of freeboard.  In worsening weather, Dorian improvised a rough sea anchor, which enabled the boat to ride the waves through the night and following day without being swamped.  In the late afternoon of September 28 they sighted a distant sail, which proved to be the Canadian bark Huron, bound for Quebec.  As they rowed towards their rescuer, they passed Peter McCabe, still clinging to the makeshift raft, the only one of its 72 occupants to have survived the night; he, too was taken on board Huron.  McCabe later recalled that he thought he was within ten minutes of death when he was rescued.On the following day Huron encountered another sailing ship, the Lebanon, heading for New York. Dorian, the five passengers and twelve of the crew chose to transfer to Lebanon. The other crewmen, possibly anticipating a hostile reception in their home port, chose to remain with Huron and proceed to Quebec, where she arrived on October 13.The ordeal of Captain Luce, and others who survived on assorted wreckage, lasted for two days. Around noon on September 29, the sailing ship Cambria, out of Glasgow and heading for Quebec, spotted François Jassonet, the Vesta fisherman who had been rescued by the Arctic after the collision. In the following few hours, Cambria picked up nine more survivors; these included Luce and two companions, the only survivors of the eleven who had found refuge on the remains of the paddlebox.  The last to be picked up by Cambria was James Smith, a businessman from Scotland, who had survived on a raft constructed from planking and a tin-lined wicker basket. He had seen at least one ship pass in the distance during his ordeal, and had almost given up hope when Cambria arrived. Once satisfied there were no further survivors in the area, Cambria continued its journey to Quebec. Luce spent much of the voyage preparing a report of the disaster, ready to wire to Edward Collins in New York as soon as he reached land.  Cambria arrived in Quebec on October 13, a few hours after Huron.The fates of three of Arctic's lifeboats are unknown: the starboard quarter boat in which Gourlay left to assist Vesta just after the collision; the port guard boat, launched under the control of the quartermaster; and the forward deck boat, appropriated by Rogers and his associates. No trace of the occupants of these boats was ever found. In mid-November 1854, Gourlay's empty boat was picked up by the schooner Lily Dale, in good condition and with its oars still inside.  In mid-December the port guard boat was washed ashore at Placentia Bay, Newfoundland, again with no indication of the fate of its occupants.

Question: What ship was damaged and still rescued someone after it was harmed?
Answer: Arctic
Dorian's lifeboat was the smallest of the ship's boats and, with 26 crew and 5 passengers on board, had only a few inches of freeboard.  In worsening weather, Dorian improvised a rough sea anchor, which enabled the boat to ride the waves through the night and following day without being swamped.  In the late afternoon of September 28 they sighted a distant sail, which proved to be the Canadian bark Huron, bound for Quebec.  As they rowed towards their rescuer, they passed Peter McCabe, still clinging to the makeshift raft, the only one of its 72 occupants to have survived the night; he, too was taken on board Huron.  McCabe later recalled that he thought he was within ten minutes of death when he was rescued.On the following day Huron encountered another sailing ship, the Lebanon, heading for New York. Dorian, the five passengers and twelve of the crew chose to transfer to Lebanon. The other crewmen, possibly anticipating a hostile reception in their home port, chose to remain with Huron and proceed to Quebec, where she arrived on October 13.The ordeal of Captain Luce, and others who survived on assorted wreckage, lasted for two days. Around noon on September 29, the sailing ship Cambria, out of Glasgow and heading for Quebec, spotted François Jassonet, the Vesta fisherman who had been rescued by the Arctic after the collision. In the following few hours, Cambria picked up nine more survivors; these included Luce and two companions, the only survivors of the eleven who had found refuge on the remains of the paddlebox.  The last to be picked up by Cambria was James Smith, a businessman from Scotland, who had survived on a raft constructed from planking and a tin-lined wicker basket. He had seen at least one ship pass in the distance during his ordeal, and had almost given up hope when Cambria arrived. Once satisfied there were no further survivors in the area, Cambria continued its journey to Quebec. Luce spent much of the voyage preparing a report of the disaster, ready to wire to Edward Collins in New York as soon as he reached land.  Cambria arrived in Quebec on October 13, a few hours after Huron.The fates of three of Arctic's lifeboats are unknown: the starboard quarter boat in which Gourlay left to assist Vesta just after the collision; the port guard boat, launched under the control of the quartermaster; and the forward deck boat, appropriated by Rogers and his associates. No trace of the occupants of these boats was ever found. In mid-November 1854, Gourlay's empty boat was picked up by the schooner Lily Dale, in good condition and with its oars still inside.  In mid-December the port guard boat was washed ashore at Placentia Bay, Newfoundland, again with no indication of the fate of its occupants.

Question: Which of the ship's boats' occupants were never found?
Answer: starboard quarter boat, port guard boat, forward deck boat
Christmas has always been an exceptional time of love and tradition in the small town of Trapper Falls, Alaska. Hometown of Mayor Dan Reed looks forward to each year with enthusiasm to all the events, friends and family that fill this special season. Together with his brother Greg, they dedicate time away from their adventure tour company to drape the town is Christmas cheer. When Dan's old high school rival Mitch Bright, a mean-spirited and embittered militant atheist returns home after 20 years, Dan is immediately suspicious. Mitch is a highly successful big city lawyer who has never wanted anything to do with Trapper Falls. The rivalry re-ignites when the frustrated Mitch takes offense to what he sees as the town's violation of his rights. Mitch wants the Nativity scene removed from the front of City hall and the word Christmas switched to Happy Holidays on all signs. Fifty years of tradition are now challenged not by an outsider, but a former member of the community. As the conflict escalates, it goes beyond one person's opinion but magnifies into an entire town problem when Mitch enters into the mayoral race to have Dan replaced.
In the heat of the legal battle and facing certain defeat, Dan's wife Kristen and their daughter Makayla, wanting to show what she believes to be the true meaning of Christmas, are inspired to launch a "Christmas with a Capital C" campaign as an effort to keep the town together. In doing so they discover the secret behind Mitch's return: he is looking for love and acceptance, but can't find it in the world of high-flown success.

Question: What's the full name of the man the militant atheist is trying to replace as Mayor?
Answer: Dan Reed
House music is a genre of electronic dance music created by club DJs and music producers in Chicago in the early 1980s. Early house music was generally characterized by repetitive 4/4 beats, rhythms provided by drum machines, off-beat hi-hat cymbals, and synthesized basslines. While house displayed several characteristics similar to disco music, which preceded and influenced it, as both were DJ and record producer-created dance music, house was more electronic and minimalistic. The mechanical, repetitive rhythm of house was one of its main components. Many house compositions were instrumental, with no vocals; some had singing throughout the song with lyrics; and some had singing but no actual words.
House music developed in Chicago's underground dance club culture in the early 1980s, as DJs from the subculture began altering the pop-like disco dance tracks to give them a more mechanical beat and deeper basslines. As well, these DJs began to mix synth pop, rap, Latin, and even jazz into their tracks. Latin music, particularly salsa clave rhythm, became a dominating riff of house music. It was pioneered by Chicago DJs such as  Chip E., and Steve Hurley. It was influenced by Chicago DJ and record producer Frankie Knuckles, the Chicago acid-house electronic music group Phuture, and the Tennessee DJ/producer Mr. Fingers. The genre was originally associated with the Black American LGBT subculture but has since spread to the mainstream. From its beginnings in the Chicago club and local radio scene, the genre spread internationally to London, then to American cities such as New York City and Detroit, and eventually globally.Chicago house music acts from the early to mid-1980s found success on the US dance charts on various Chicago independent record labels that were more open to sign local house music artists. These same acts also experienced some success in the United Kingdom, garnering hits in that country. Due to this success, by the late 1980s, Chicago house music acts suddenly found themselves being offered major label deals. House music proved to be a commercially successful genre and a more mainstream pop-based variation grew increasingly popular. Since the early to mid-1990s, house music has been infused into mainstream pop and dance music worldwide. In the 2010s, the genre, while keeping several of its core elements, notably the prominent kick drum on most beats, varies widely in style and influence, ranging from soulful and atmospheric to the more minimalistic microhouse. House music has also fused with several other genres creating fusion subgenres, such as euro house, tech house, electro house and jump house. One subgenre, acid house, was based around the squelchy, deep electronic tones created by Roland's TB-303 bass synthesizer.

Question: What is the name of the subgenre of music that can range from soulful to minimalistic that is based around squelchy, deep electronic tones?
Answer: acid house