-- Table structure for table `wp_mngl_board_comments`
--

CREATE TABLE `wp_mngl_board_comments` (
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) ENGINE=MyISAM AUTO_INCREMENT=2 DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_board_comments`
--

INSERT INTO `wp_mngl_board_comments` VALUES (1,88905,'[b]replied to the forum topic:[/b] <a href=\'http://www.coastalmariner.com/forum/?mingleforumaction=viewtopic&t=1\'>Re: The Coastal Mariner forum</a>',2,'2013-06-29 17:37:09');

--
-- Table structure for table `wp_mngl_board_post_metas`
--

CREATE TABLE `wp_mngl_board_post_metas` (
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  `meta_value` longtext,
  `board_post_id` int(11) NOT NULL,
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  KEY `board_post_id` (`board_post_id`)
) ENGINE=MyISAM DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_board_post_metas`
--


--
-- Table structure for table `wp_mngl_board_posts`
--

CREATE TABLE `wp_mngl_board_posts` (
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  `owner_id` int(11) NOT NULL,
  `author_id` int(11) NOT NULL,
  `message` text,
  `type` varchar(255) DEFAULT 'post',
  `source` varchar(255) DEFAULT NULL,
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  KEY `author_id` (`author_id`),
  KEY `type` (`type`),
  KEY `source` (`source`),
  KEY `visibility` (`visibility`)
) ENGINE=MyISAM AUTO_INCREMENT=47 DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_board_posts`
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INSERT INTO `wp_mngl_board_posts` VALUES (1,1,1,'','activity','profile_updates','personal','2012-01-16 19:04:21'),(2,6,6,'[b]created the forum topic:[/b] <a href=\'http://www.coastalmariner.com/forum/?mingleforumaction=viewtopic&t=1\'>The Coastal Mariner forum</a>','post','','public','2012-05-17 18:53:26'),(4,88905,88905,'[b]created the forum topic:[/b] <a href=\'http://www.coastalmariner.com/forum/?mingleforumaction=viewtopic&t=2\'>Kingfish Tournament</a>','post','','public','2013-06-20 15:21:18'),(5,88931,88931,'','activity','profile_updates','personal','2013-12-25 05:28:10'),(6,88934,88934,'','activity','profile_updates','personal','2013-12-27 08:23:41'),(7,88935,88935,'','activity','profile_updates','personal','2013-12-29 23:33:46'),(8,88936,88936,'','activity','profile_updates','personal','2013-12-30 01:33:21'),(9,88935,88935,'','activity','profile_updates','personal','2013-12-31 01:14:50'),(10,88939,88939,'','activity','profile_updates','personal','2014-01-08 02:29:07'),(11,88940,88940,'','activity','profile_updates','personal','2014-01-08 05:23:55'),(12,88932,88932,'','activity','profile_updates','personal','2014-01-09 05:45:51'),(13,88941,88941,'','activity','profile_updates','personal','2014-01-10 01:56:26'),(14,88941,88941,'','activity','profile_updates','personal','2014-01-10 01:56:42'),(15,88942,88942,'','activity','profile_updates','personal','2014-01-10 04:29:12'),(29,88950,88950,'','activity','profile_updates','personal','2014-01-31 05:47:10'),(17,88938,88938,'','activity','profile_updates','personal','2014-01-15 02:27:32'),(18,88939,88939,'','activity','profile_updates','personal','2014-01-20 01:44:08'),(32,88952,88952,'','activity','profile_updates','personal','2014-01-31 06:18:10'),(20,88945,88945,'','activity','profile_updates','personal','2014-01-21 03:14:58'),(31,88951,88951,'','activity','profile_updates','personal','2014-01-31 06:04:41'),(30,88950,88950,'','activity','profile_updates','personal','2014-01-31 05:48:10'),(23,88946,88946,'','activity','profile_updates','personal','2014-01-23 04:51:56'),(24,88947,88947,'','activity','profile_updates','personal','2014-01-26 23:59:07'),(26,88948,88948,'','activity','profile_updates','personal','2014-01-27 22:54:34'),(33,88949,88949,'','activity','profile_updates','personal','2014-02-01 05:49:59'),(34,88949,88949,'','activity','profile_updates','personal','2014-02-01 05:51:00'),(35,88954,88954,'','activity','profile_updates','personal','2014-02-05 05:38:52'),(36,88955,88955,'','activity','profile_updates','personal','2014-02-06 05:20:25'),(37,88956,88956,'','activity','profile_updates','personal','2014-02-06 06:07:38'),(38,88956,88956,'','activity','profile_updates','personal','2014-02-06 06:11:11'),(39,88957,88957,'','activity','profile_updates','personal','2014-02-07 00:52:01'),(40,88958,88958,'','activity','profile_updates','personal','2014-02-07 01:00:28'),(41,88959,88959,'','activity','profile_updates','personal','2014-02-07 01:14:49'),(42,88960,88960,'','activity','profile_updates','personal','2014-02-07 01:27:57'),(43,88961,88961,'','activity','profile_updates','personal','2014-02-10 01:30:19'),(44,88964,88964,'','activity','profile_updates','personal','2014-02-10 23:42:35'),(45,88963,88963,'','activity','profile_updates','personal','2014-02-11 18:34:44'),(46,88966,88966,'','activity','profile_updates','personal','2014-02-25 00:57:18');

--
-- Table structure for table `wp_mngl_custom_field_options`
--

CREATE TABLE `wp_mngl_custom_field_options` (
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  `field_id` int(11) NOT NULL,
  `value` varchar(255) NOT NULL,
  `label` varchar(255) NOT NULL,
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  KEY `field_id` (`field_id`)
) ENGINE=MyISAM DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_custom_field_options`
--


--
-- Table structure for table `wp_mngl_custom_field_values`
--

CREATE TABLE `wp_mngl_custom_field_values` (
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  `field_id` int(11) NOT NULL,
  `user_id` int(11) NOT NULL,
  `value` varchar(255) NOT NULL,
  `created_at` datetime NOT NULL,
  PRIMARY KEY (`id`),
  KEY `field_id` (`field_id`),
  KEY `user_id` (`user_id`),
  KEY `created_at` (`created_at`)
) ENGINE=MyISAM DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_custom_field_values`
--


--
-- Table structure for table `wp_mngl_custom_fields`
--

CREATE TABLE `wp_mngl_custom_fields` (
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  `name` varchar(255) NOT NULL,
  `type` varchar(255) NOT NULL,
  `default_value` text,
  `on_signup` tinyint(1) NOT NULL DEFAULT '0',
  `visibility` varchar(255) NOT NULL,
  PRIMARY KEY (`id`),
  KEY `type` (`type`),
  KEY `visibility` (`visibility`)
) ENGINE=MyISAM DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_custom_fields`
--


--
-- Table structure for table `wp_mngl_friend_requests`
--

CREATE TABLE `wp_mngl_friend_requests` (
  `id` int(11) NOT NULL AUTO_INCREMENT,
  `user_id` int(11) NOT NULL,
  `friend_id` int(11) NOT NULL,
  `friend_record_a_id` int(11) NOT NULL,
  `friend_record_b_id` int(11) NOT NULL,
  `created_at` datetime NOT NULL,
  PRIMARY KEY (`id`),
  KEY `user_id` (`user_id`),
  KEY `friend_id` (`friend_id`),
  KEY `friend_record_a_id` (`friend_record_a_id`),
  KEY `friend_record_b_id` (`friend_record_b_id`)
) ENGINE=MyISAM AUTO_INCREMENT=6 DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_friend_requests`
--

INSERT INTO `wp_mngl_friend_requests` VALUES (1,1,4,1,2,'2012-01-16 21:17:16'),(2,88949,88900,3,4,'2014-02-01 06:22:16'),(3,88949,88890,5,6,'2014-02-01 06:22:53'),(4,88949,88931,7,8,'2014-02-01 06:23:31'),(5,88963,88900,9,10,'2014-02-11 19:22:41');

--
-- Table structure for table `wp_mngl_friends`
--

CREATE TABLE `wp_mngl_friends` (
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  `user_id` int(11) NOT NULL,
  `friend_id` int(11) NOT NULL,
  `status` varchar(255) DEFAULT NULL,
  `created_at` datetime NOT NULL,
  PRIMARY KEY (`id`),
  KEY `user_id` (`user_id`),
  KEY `friend_id` (`friend_id`),
  KEY `status` (`status`)
) ENGINE=MyISAM AUTO_INCREMENT=11 DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_friends`
--

INSERT INTO `wp_mngl_friends` VALUES (1,1,4,'pending','2012-01-16 21:17:16'),(2,4,1,'pending','2012-01-16 21:17:16'),(3,88949,88900,'pending','2014-02-01 06:22:16'),(4,88900,88949,'pending','2014-02-01 06:22:16'),(5,88949,88890,'pending','2014-02-01 06:22:53'),(6,88890,88949,'pending','2014-02-01 06:22:53'),(7,88949,88931,'pending','2014-02-01 06:23:31'),(8,88931,88949,'pending','2014-02-01 06:23:31'),(9,88963,88900,'pending','2014-02-11 19:22:41'),(10,88900,88963,'pending','2014-02-11 19:22:41');

--
-- Table structure for table `wp_mngl_message_metas`
--

CREATE TABLE `wp_mngl_message_metas` (
  `id` int(11) NOT NULL AUTO_INCREMENT,
  `meta_key` varchar(255) DEFAULT NULL,
  `meta_value` longtext,
  `message_id` int(11) NOT NULL,
  `created_at` datetime NOT NULL,
  PRIMARY KEY (`id`),
  KEY `message_id` (`message_id`)
) ENGINE=MyISAM DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_message_metas`
--


--
-- Table structure for table `wp_mngl_messages`
--

CREATE TABLE `wp_mngl_messages` (
  `id` int(11) NOT NULL AUTO_INCREMENT,
  `thread_id` int(11) NOT NULL,
  `author_id` int(11) NOT NULL,
  `recipient_id` int(11) NOT NULL,
  `body` text NOT NULL,
  `unread` tinyint(1) NOT NULL DEFAULT '1',
  `created_at` datetime NOT NULL,
  PRIMARY KEY (`id`),
  KEY `thread_id` (`thread_id`),
  KEY `author_id` (`author_id`),
  KEY `recipient_id` (`recipient_id`),
  KEY `created_at` (`created_at`)
) ENGINE=MyISAM DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_messages`
--


--
-- Table structure for table `wp_mngl_threads`
--

CREATE TABLE `wp_mngl_threads` (
  `id` int(11) NOT NULL AUTO_INCREMENT,
  `author_id` int(11) NOT NULL,
  `parties` text NOT NULL,
  `subject` text NOT NULL,
  `created_at` datetime NOT NULL,
  PRIMARY KEY (`id`),
  KEY `author_id` (`author_id`),
  KEY `created_at` (`created_at`)
) ENGINE=MyISAM DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_mngl_threads`
--


--
-- Table structure for table `wp_newsletter`
--

CREATE TABLE `wp_newsletter` (
  `id` int(11) NOT NULL AUTO_INCREMENT,
  `name` varchar(100) NOT NULL DEFAULT '',
  `surname` varchar(100) NOT NULL DEFAULT '',
  `email` varchar(100) NOT NULL DEFAULT '',
  `sex` char(1) NOT NULL DEFAULT 'n',
  `token` varchar(50) NOT NULL DEFAULT '',
  `status` varchar(1) NOT NULL DEFAULT 'S',
  `created` timestamp NOT NULL DEFAULT CURRENT_TIMESTAMP,
  `followup_time` bigint(20) NOT NULL DEFAULT '0',
  `followup_step` tinyint(4) NOT NULL DEFAULT '0',
  `followup` tinyint(4) NOT NULL DEFAULT '0',
  `feed` tinyint(4) NOT NULL DEFAULT '0',
  `feed_time` bigint(20) NOT NULL DEFAULT '0',
  `list_1` tinyint(4) NOT NULL DEFAULT '0',
  `list_2` tinyint(4) NOT NULL DEFAULT '0',
  `list_3` tinyint(4) NOT NULL DEFAULT '0',
  `list_4` tinyint(4) NOT NULL DEFAULT '0',
  `list_5` tinyint(4) NOT NULL DEFAULT '0',
  `list_6` tinyint(4) NOT NULL DEFAULT '0',
  `list_7` tinyint(4) NOT NULL DEFAULT '0',
  `list_8` tinyint(4) NOT NULL DEFAULT '0',
  `list_9` tinyint(4) NOT NULL DEFAULT '0',
  `profile_1` varchar(255) NOT NULL DEFAULT '',
  `profile_2` varchar(255) NOT NULL DEFAULT '',
  `profile_3` varchar(255) NOT NULL DEFAULT '',
  `profile_4` varchar(255) NOT NULL DEFAULT '',
  `profile_5` varchar(255) NOT NULL DEFAULT '',
  `profile_6` varchar(255) NOT NULL DEFAULT '',
  `profile_7` varchar(255) NOT NULL DEFAULT '',
  `profile_8` varchar(255) NOT NULL DEFAULT '',
  `profile_9` varchar(255) NOT NULL DEFAULT '',
  `profile_10` varchar(255) NOT NULL DEFAULT '',
  `profile_11` varchar(255) NOT NULL DEFAULT '',
  `profile_12` varchar(255) NOT NULL DEFAULT '',
  `profile_13` varchar(255) NOT NULL DEFAULT '',
  `profile_14` varchar(255) NOT NULL DEFAULT '',
  `profile_15` varchar(255) NOT NULL DEFAULT '',
  `profile_16` varchar(255) NOT NULL DEFAULT '',
  `profile_17` varchar(255) NOT NULL DEFAULT '',
  `profile_18` varchar(255) NOT NULL DEFAULT '',
  `profile_19` varchar(255) NOT NULL DEFAULT '',
  `referrer` varchar(50) NOT NULL DEFAULT '',
  `ip` varchar(50) NOT NULL DEFAULT '',
  PRIMARY KEY (`id`),
  UNIQUE KEY `email` (`email`)
) ENGINE=MyISAM AUTO_INCREMENT=2 DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_newsletter`
--

INSERT INTO `wp_newsletter` VALUES (1,'','','sobx0001@hotmail.com','n','e009d4006db8a5ce849052f1bd6f374e','S','2011-12-07 22:15:11',0,0,0,0,0,0,0,0,0,0,0,0,0,0,'','','','','','','','','','','','','','','','','','','','widget','216.210.82.174');

--
-- Table structure for table `wp_newsletter_emails`
--

CREATE TABLE `wp_newsletter_emails` (
  `id` int(11) NOT NULL AUTO_INCREMENT,
  `subject` varchar(255) NOT NULL DEFAULT '',
  `message` text,
  `name` varchar(255) NOT NULL DEFAULT '',
  `subject2` varchar(255) NOT NULL DEFAULT '',
  `message2` text,
  `name2` varchar(255) NOT NULL DEFAULT '',
  `created` timestamp NOT NULL DEFAULT CURRENT_TIMESTAMP,
  `status` enum('new','sending','sent','paused') NOT NULL DEFAULT 'new',
  `total` int(11) NOT NULL DEFAULT '0',
  `last_id` int(11) NOT NULL DEFAULT '0',
  `sent` int(11) NOT NULL DEFAULT '0',
  `track` int(11) NOT NULL DEFAULT '0',
  `list` int(11) NOT NULL DEFAULT '0',
  `type` enum('email','feed','followup') NOT NULL DEFAULT 'email',
  `query` varchar(255) NOT NULL DEFAULT '',
  `editor` tinyint(4) NOT NULL DEFAULT '0',
  `sex` char(1) NOT NULL DEFAULT '',
  `theme` varchar(50) NOT NULL DEFAULT '',
  PRIMARY KEY (`id`)
) ENGINE=MyISAM DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_newsletter_emails`
--


--
-- Table structure for table `wp_newsletter_profiles`
--

CREATE TABLE `wp_newsletter_profiles` (
  `newsletter_id` int(11) NOT NULL,
  `name` varchar(100) NOT NULL DEFAULT '',
  `value` text,
  PRIMARY KEY (`newsletter_id`,`name`)
) ENGINE=MyISAM DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_newsletter_profiles`
--


--
-- Table structure for table `wp_nm_mc_forms`
--

CREATE TABLE `wp_nm_mc_forms` (
  `form_id` int(7) NOT NULL AUTO_INCREMENT,
  `form_name` varchar(150) NOT NULL,
  `form_detail` varchar(250) NOT NULL,
  `form_meta` mediumtext NOT NULL,
  `form_created` datetime NOT NULL,
  PRIMARY KEY (`form_id`)
) ENGINE=MyISAM AUTO_INCREMENT=2 DEFAULT CHARSET=latin1;

--
-- Dumping data for table `wp_nm_mc_forms`
--

INSERT INTO `wp_nm_mc_forms` VALUES (1,'signup','','{\"list_id\":\"5ae860769f\",\"interest\":[],\"vars\":[{\"label\":\"Email Address\",\"tag\":\"EMAIL\",\"req\":\"1\"}]}','2012-09-11 20:04:16');

--
-- Table structure for table `wp_options`
--

CREATE TABLE `wp_options` (
  `option_id` bigint(20) unsigned NOT NULL AUTO_INCREMENT,
  `option_name` varchar(64) NOT NULL DEFAULT '',
  `option_value` longtext NOT NULL,
  `autoload` varchar(20) NOT NULL DEFAULT 'yes',
  PRIMARY KEY (`option_id`),
  UNIQUE KEY `option_name` (`option_name`)
) ENGINE=MyISAM AUTO_INCREMENT=411232 DEFAULT CHARSET=utf8;

--
-- Dumping data for table `wp_options`
--



--
-- Table structure for table `wp_post_expire_session`
--

CREATE TABLE `wp_post_expire_session` (
  `session_id` bigint(20) NOT NULL AUTO_INCREMENT,
  `execute_date` date NOT NULL,
  `is_run` tinyint(4) NOT NULL DEFAULT '0',
  PRIMARY KEY (`session_id`)
) ENGINE=MyISAM AUTO_INCREMENT=1326 DEFAULT CHARSET=latin1;

--
-- Dumping data for table `wp_post_expire_session`
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The Coastal Mariner magazine is printed and distributed in coastal and inland North Carolina, South Carolina, Georgia, Florida and the Keys.\r\n\r\nOur new state-of-the-art web site went on-line in the summer of 2005 and \"Coastalmariner.com\" enables boat users, manufacturers and resellers - including yacht brokers, boat dealers, marinas, boatyards, and other marine service businesses - to participate in a thriving online community of state-of-the-art e-commerce. We are heavily promoting the web site through The Coastal Mariner magazine, Recreational Fishing Alliance magazine and other popular web sites through banner ads. By enhancing the consumer\'s boating experience and helping to increase the industry\'s effectiveness, Coastalmariner.com has opened up new commercial opportunities for the industry and is helping to grow the sport of boating. We have company personnel who promote the web site with all the major search engines and you may advertise through banner ads (skyscraper &amp; button sizes) to promote your products or web site.\r\n\r\nOur mission here at The Coastal Mariner is to provide you with excellent customer service, provide interesting articles about fishing, the latest marine gadgets, maintenance tips, and to promote sales. We are a family owned business and enjoy doing business the old fashioned way where our number one goal is making sure our customers are our number one priority. We believe that if you are successful, The Coastal Mariner will be successful also.\r\n\r\nThe Coastal Mariner magazine is now publishing 16,000 copies monthly and is in its eighth year of printing. We have over 280 distribution locations along the coastal and inland areas of North Carolina, South Carolina, Georgia and Florida and the Keys and our distribution locations have been handpicked to put The Coastal Mariner in areas that the boating public frequents. We do not place magazines in locations that we feel will not be frequented by the boating community. We can proudly state that we have a less than 2% pick-up rate by our distributor on a monthly basis.\r\n\r\nThe Coastal Mariner is printed monthly which guarantees your listings or products are always current. Most publications require your ad copy two months in advance which means some of your boat listings may have sold by the time they print that issue. We allow our ad copy to be submitted no later than eight days prior to printing, meaning your ad contains a more current inventory. This assures you get more bang for your advertising dollars!! We hope you enjoy The Coastal Mariner and agree that it will help make this a better, more informed boating community. Thank you for your patronage.\r\n\r\nThe Coastal Mariner magazine can be viewed on-line at www.coastalmariner.com by clicking on \"Current issue page by page\" located on the home page toolbar. For further information on how to advertise in The Coastal Mariner magazine please call:\r\nCustomer Service at 843-360-3220.'),(49,4,'metakeyinput',''),(50,4,'metavalue',''),(51,4,'_ajax_nonce-add-meta','1b59eaafbc'),(52,4,'advanced_view','1'),(53,4,'comment_status','open'),(54,4,'ping_status','open'),(55,4,'post_name','about'),(56,4,'post_author_override','1'),(57,4,'post_mime_type',''),(58,4,'ID','4'),(59,4,'post_content','The Coastal Mariner magazine and www.coastalmariner.com are a southeastern United States sales publication and website owned by RADE, LLC. The Coastal Mariner magazine is printed and distributed in coastal and inland North Carolina, South Carolina, Georgia, Florida and the Keys.\r\n\r\nOur new state-of-the-art web site went on-line in the summer of 2005 and \"Coastalmariner.com\" enables boat users, manufacturers and resellers - including yacht brokers, boat dealers, marinas, boatyards, and other marine service businesses - to participate in a thriving online community of state-of-the-art e-commerce. We are heavily promoting the web site through The Coastal Mariner magazine, Recreational Fishing Alliance magazine and other popular web sites through banner ads. By enhancing the consumer\'s boating experience and helping to increase the industry\'s effectiveness, Coastalmariner.com has opened up new commercial opportunities for the industry and is helping to grow the sport of boating. We have company personnel who promote the web site with all the major search engines and you may advertise through banner ads (skyscraper &amp; button sizes) to promote your products or web site.\r\n\r\nOur mission here at The Coastal Mariner is to provide you with excellent customer service, provide interesting articles about fishing, the latest marine gadgets, maintenance tips, and to promote sales. We are a family owned business and enjoy doing business the old fashioned way where our number one goal is making sure our customers are our number one priority. We believe that if you are successful, The Coastal Mariner will be successful also.\r\n\r\nThe Coastal Mariner magazine is now publishing 16,000 copies monthly and is in its eighth year of printing. We have over 280 distribution locations along the coastal and inland areas of North Carolina, South Carolina, Georgia and Florida and the Keys and our distribution locations have been handpicked to put The Coastal Mariner in areas that the boating public frequents. We do not place magazines in locations that we feel will not be frequented by the boating community. We can proudly state that we have a less than 2% pick-up rate by our distributor on a monthly basis.\r\n\r\nThe Coastal Mariner is printed monthly which guarantees your listings or products are always current. Most publications require your ad copy two months in advance which means some of your boat listings may have sold by the time they print that issue. We allow our ad copy to be submitted no later than eight days prior to printing, meaning your ad contains a more current inventory. This assures you get more bang for your advertising dollars!! We hope you enjoy The Coastal Mariner and agree that it will help make this a better, more informed boating community. Thank you for your patronage.\r\n\r\nThe Coastal Mariner magazine can be viewed on-line at www.coastalmariner.com by clicking on \"Current issue page by page\" located on the home page toolbar. For further information on how to advertise in The Coastal Mariner magazine please call:\r\nCustomer Service at 843-360-3220.'),(60,4,'post_parent','0'),(61,4,'_wp_page_template','default'),(62,4,'_edit_lock','1416407593:11'),(63,2,'_edit_lock','1398884979:11'),(64,2,'_edit_last','11'),(65,2,'_wpnonce','e70f0eca96'),(66,2,'_wp_http_referer','/wp-admin/post.php?post=2&action=edit'),(67,2,'user_ID','6'),(68,2,'action','editpost'),(69,2,'originalaction','editpost'),(70,2,'post_author','1'),(71,2,'post_type','page'),(72,2,'original_post_status','publish'),(73,2,'referredby','http://www.coastalmariner.com/wp-admin/edit.php?post_type=page'),(74,2,'_wp_original_http_referer','http://www.coastalmariner.com/wp-admin/edit.php?post_type=page'),(75,2,'post_ID','2'),(76,2,'autosavenonce','e3087872f1'),(77,2,'meta-box-order-nonce','c24b245031'),(78,2,'closedpostboxesnonce','a19bec859a'),(79,2,'wp-preview',''),(80,2,'hidden_post_status','publish'),(81,2,'post_status','publish'),(82,2,'hidden_post_password',''),(83,2,'hidden_post_visibility','public'),(84,2,'visibility','public'),(85,2,'post_password',''),(86,2,'mm','10'),(87,2,'jj','17'),(88,2,'aa','2011'),(89,2,'hh','21'),(90,2,'mn','16'),(91,2,'ss','57'),(92,2,'hidden_mm','10'),(93,2,'cur_mm','03'),(94,2,'hidden_jj','17'),(95,2,'cur_jj','14'),(96,2,'hidden_aa','2011'),(97,2,'cur_aa','2013'),(98,2,'hidden_hh','21'),(99,2,'cur_hh','14'),(100,2,'hidden_mn','16'),(101,2,'cur_mn','48'),(102,2,'original_publish','Update'),(103,2,'save','Update'),(104,2,'parent_id',''),(105,2,'page_template','default'),(106,2,'menu_order','0'),(107,2,'post_title','Contact'),(108,2,'samplepermalinknonce','d53efc76bd'),(109,2,'content','Thank you for your interest in our website www.coastalmariner.com!\r\n\r\nWe welcome your comments and suggestions - let us know what you like and what you would like to see when looking through The Coastal Mariner.\r\n\r\nQuestions about any marine related item? Send your questions and we will consult with the many experts in the field and get them answered. If you have any suggestions or comments as to how we can improve coastalmariner.com, please feel to send us an email or give our Customer Service a call at 843-360-3220.\r\n\r\n[contact-form-7 id=\"612\" title=\"Contact form 1\"]'),(110,2,'metakeyselect','#NONE#'),(111,2,'metakeyinput',''),(112,2,'metavalue',''),(113,2,'_ajax_nonce-add-meta','1b59eaafbc'),(114,2,'advanced_view','1'),(115,2,'comment_status','open'),(116,2,'ping_status','open'),(117,2,'post_name','contact'),(118,2,'post_author_override','1'),(119,2,'post_mime_type',''),(120,2,'ID','2'),(121,2,'post_content','Thank you for your interest in our website www.coastalmariner.com!\r\n\r\nWe welcome your comments and suggestions - let us know what you like and what you would like to see when looking through The Coastal Mariner.\r\n\r\nQuestions about any marine related item? Send your questions and we will consult with the many experts in the field and get them answered. If you have any suggestions or comments as to how we can improve coastalmariner.com, please feel to send us an email or give our Customer Service a call at 843-360-3220.\r\n\r\n[contact-form-7 id=\"612\" title=\"Contact form 1\"]'),(122,2,'post_parent','0'),(2997,179,'menu-item-target','a:1:{i:27;s:6:\"_blank\";}'),(5473,382,'save_menu','Save Menu'),(5474,382,'closedpostboxesnonce','a19bec859a'),(5475,382,'meta-box-order-nonce','c24b245031'),(5476,382,'update-nav-menu-nonce','9843a5743f'),(2998,179,'menu-item-classes','a:19:{i:340;s:0:\"\";i:109;s:0:\"\";i:499;s:0:\"\";i:241;s:0:\"\";i:110;s:0:\"\";i:179;s:0:\"\";i:382;s:0:\"\";i:111;s:0:\"\";i:108;s:0:\"\";i:14;s:0:\"\";i:157;s:0:\"\";i:156;s:0:\"\";i:172;s:0:\"\";i:509;s:0:\"\";i:513;s:0:\"\";i:117;s:0:\"\";i:27;s:0:\"\";i:1312;s:0:\"\";i:1313;s:0:\"\";}'),(2999,179,'menu-item-xfn','a:19:{i:340;s:0:\"\";i:109;s:0:\"\";i:499;s:0:\"\";i:241;s:0:\"\";i:110;s:0:\"\";i:179;s:0:\"\";i:382;s:0:\"\";i:111;s:0:\"\";i:108;s:0:\"\";i:14;s:0:\"\";i:157;s:0:\"\";i:156;s:0:\"\";i:172;s:0:\"\";i:509;s:0:\"\";i:513;s:0:\"\";i:117;s:0:\"\";i:27;s:0:\"\";i:1312;s:0:\"\";i:1313;s:0:\"\";}'),(3000,179,'menu-item-description','a:19:{i:340;s:0:\"\";i:109;s:0:\"\";i:499;s:0:\"\";i:241;s:0:\"\";i:110;s:0:\"\";i:179;s:0:\"\";i:382;s:0:\"\";i:111;s:0:\"\";i:108;s:0:\"\";i:14;s:0:\"\";i:157;s:0:\"\";i:156;s:2097:\"[toggle title=\"Beaufort, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/BFTN7.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"Cape Lookout, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/CLKN7.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"Cherry Point, Marine Corps Air Station, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/KNKT.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"Currituck County Airport, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/KONX.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"Duck, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/44056.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"Elizabeth City Coast Guard Station, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/KECG.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"Frying Pan Shoals, NC (Buoy)\"] [rsstag url=http://www.weather.gov/xml/current_obs/41013.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"Hatteras, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/KHSE.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"Manteo, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/KMQI.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"New Bern, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/KEWN.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"Onslow Bay, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/41036.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"Washington, NC\"] [rsstag url=http://www.weather.gov/xml/current_obs/KOCW.rss show_summary=1 show_date=1] [/toggle] [toggle title=\"ILM2 - 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In addition to this, there are times when we are required to fish with circle hooks, either by government regulations or by tournament rules. For these reasons, anglers have come up with a number of ways to rig ballyhoo with circle hooks. Many ways have been used to rig a ballyhoo to skip with a circle hook. A naked, skipping ballyhoo is a wonderful billfish bait but my absolute, favorite bait for white marlin is a naked, swimming ballyhoo.\r\n\r\nTo get a ballyhoo to swim with a J-hook, the classic split-bill rig is used. Trying to rig a split-bill ballyhoo with a circle hook does not work very well so other rigging techniques have been developed to get a ballyhoo to swim with a circle hook. One way is to use a swivel attached to the head of the ballyhoo. The circle hook is run through the ring of swivel. This rig swims great and it is an excel- lent fish catcher. A problem with it is that the ring on the swivel and the hook have to be perfectly matched. If the ring is too small, you cannot get the barb off the hook to slide through it. If the ring is too big, you risk the hook sliding out of the ring during your drop back. The solution to this is to get rid of the swivel. You can just use a loop in rigging wire in place of the swivel. The rigging wire is attached to the bend in the hook via a haywire twist. The loop is loose enough to allow the circle hook to move but small enough so that it cannot slide over the shank of the hook. This is another great rigging technique which also has a problem. Sometimes, the rigging wire will fatigue and break. This typically will happen at just the wrong moment.\r\n\r\nWhile helping Dr. John Graves of the Virginia Institute of Marine Science with his study of white marlin, I have been fortunate to spend a fair amount of time fishing with some of the best captains and mates in the world. These guys can rig a ballyhoo anyway you can think of and we have tried most of them. While fishing off of Venezuela, we learned another circle hook swimming rig. It has become my favorite for a number of reasons. It is simple to rig. It does not matter what hook you use which was a real advantage when we kept changing hooks as part of the study. Hooks do not fall out during drop back and there is no wire to fatigue and break.\r\n\r\n[gallery link=\"file\" columns=\"3\"]\r\n\r\nPrepare your ballyhoo how you normally prepare it for rigging. Remove the eyes. You can snip off the pectoral fins. I usually leave them alone as long as they are positioned normally along the body. If they are stuck forward, I cut them off. Cut or break the bill off square leaving about 1⁄2 inch of bill remaining. To rig your ballyhoo you simply need a piece of waxed rigging floss about twenty inches long and an egg sinker of 1/4 to 1/3 ounce to use for a chin weight. Fold the floss in half and tie an overhand knot at the tag end. Thread the loop end through the egg sinker and you are ready to rig your ballyhoo. Slide the loop over the head of the ballyhoo. Pass the floss under the gill plates on both sides. Position the egg sinker under the ballyhoo’s chin. Slide the tag end of your floss over the bill. Pull the tag ends apart and the knot will slide down, snug it up. Make sure the sinker is centered and the knot ties the mouth closed.\r\n\r\nNow, pass each tag end through the eyes from opposite sides and form another overhand knot with the tag ends under the ballyhoo. Pull the tag ends apart and snug the knot down behind the sinker. Form another overhand knot and snug it down again. Cut off the tag ends and you are ready to go fishing.\r\n\r\nYou now have a chin weighted ballyhoo with a harness. To fish it, simply slide your hook behind the harness where the knot is sitting on top of the ballyhoo’s mouth.\r\n\r\nYou can rig a bunch of these ahead of time and it does not matter which circle or even a J-hook that you are going to use. Ballyhoo rigged like this have proven to be very effective on sailfish, white marlin and blue marlin. It is easy to rig and it swims well. The next time you are fishing for billfish, give it a try.'),(389,17,'action','update'),(5478,382,'menu-item-url','a:3:{i:340;s:30:\"http://www.coastalmariner.com/\";i:157;s:1:\"#\";i:27;s:35:\"http://www.coastalmariner.com/boats\";}'),(5479,382,'menu-item-title','a:19:{i:340;s:4:\"Home\";i:109;s:8:\"Magazine\";i:499;s:6:\"Issues\";i:241;s:7:\"Boating\";i:110;s:7:\"Fishing\";i:179;s:7:\"Seafood\";i:382;s:15:\"Coastal History\";i:111;s:8:\"New Gear\";i:108;s:7:\"Hunting\";i:14;s:29:\"Premium Yacht & Boat Listings\";i:157;s:7:\"Weather\";i:156;s:14:\"North Carolina\";i:172;s:14:\"South Carolina\";i:509;s:7:\"Georgia\";i:513;s:7:\"Florida\";i:117;s:5:\"Forum\";i:27;s:16:\"Buy / Sell Boats\";i:1312;s:10:\"Contact Us\";i:1313;s:5:\"About\";}'),(2568,119,'post_parent','0'),(2562,119,'ping_status','closed'),(2563,119,'post_name','north-carolina'),(2557,119,'metakeyinput',''),(2558,119,'metavalue',''),(2552,119,'menu_order','0'),(2553,119,'post_title','North Carolina Coastal 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The ships are said to be spectral apparitions that materialize on the horizon before quickly disappearing, and they are believed to be a sign of bad things to come. The term is also used to describe abandoned vessels that are found adrift with no crew or passengers, often under frightening and mysterious circumstances. Whether real stories of these derelict ships or legends about phantom craft trawling the seas, the following are the ten most famous ghost ships that continue to provoke speculation and mystery in the nautical world.\r\n<h2>1. The Flying Dutchman</h2>\r\nIn maritime folklore, no ghost ship is more famous than the Flying Dutchman, which has inspired numerous paintings, horror stories, films, and even an opera. The ship was first mentioned in the late 1700s in George Barrington\'s seafaring book Voyage to Botany Bay, and since then its legend has continued to grow, thanks to numerous sightings of it by fisherman and sailors. As the story goes, the Flying Dutchman was a vessel out of Amsterdam that was captained by a man named Van der Decken. The ship was making its way toward the East Indies when it encountered dangerous weather near the Cape of Good Hope. Determined to make the crossing, Van der Decken supposedly went mad, murdered his first mate, and vowed that he would cross the Cape, “even if God would let me sail to Judgment Day!” Despite his best efforts, the ship sank in the storm, and as the legend goes, Van der Decken and his ghost ship are now cursed to sail the oceans for all eternity. To this day, the Flying Dutchman continues to be one of the most-sighted of all ghost ships, and people from deep-sea fishermen to the Prince of Wales have all claimed to have spotted it making its never- ending voyage across the oceans.\r\n<h2>2. The Mary Celeste</h2>\r\nUndoubtedly the most famous of all the real-life ghost ships, the Mary Celeste was a merchant ship that was found derelict and adrift in the Atlantic Ocean in 1872. The ship was in a seaworthy condition, with all its sails still up and a full store of food in its cargo hold, but its life boat, captain’s log book and, more importantly, the entire crew, had mysteriously vanished. There was no sign of a struggle, and the personal belongings of the crew and cargo of over 1500 barrels of alcohol were untouched, seemingly ruling out piracy as a possible explanation. In the years since its bizarre discovery, a number of theories have been proposed regarding the possible fate of the Mary Celeste’s crew. These include that those aboard were killed by a waterspout, that the crew mutinied, or even that eating flour contaminated with fungus led all the passengers to hallucinate and go mad. The most probable theory remains that a storm or some kind of technical is- sue led the crew to prematurely abandon the ship in the lifeboat, and that they later died at sea. Still, the mystery surrounding the Mary Celeste has led to much wild speculation, and others have proposed everything from ghosts to sea monsters and alien abduction as possible explanations.\r\n<h2>3. The Lady Lovibond</h2>\r\nThe UK has a long tradition of legends about ghost ships, and of these the Lady Lovibond is perhaps the most famous. As the story goes, the Lady Lovibond\'s captain, Simon Peel, had just gotten married, and decided to take his ship out on a cruise to celebrate. He brought his new bride along—going against a longstanding seafaring belief that bringing a woman on board a boat is bad luck—and set sail on Feb. 13, 1748. Unfortunately for Peel, his first mate was also in love with his new wife, and after watching the celebrations, the man became overwhelmed with rage and jealousy and intentionally steered the boat into the deadly Goodwind Sands, a sand bar notorious for causing ship wrecks. The Lady Lovibond sank, killing all those aboard. As the legend goes, ever since the wreck the Lady Lovibond can be seen sailing the waters around Kent every 50 years. It was sighted in 1798 by a few different ship captains, as well as in 1848 and 1898, when it supposedly appeared to be so real that some boats, thinking it a vessel in distress, actually sent out life rafts to help it. The Lady Lovibond was again seen in 1948, and while there were no confirmed sightings on its most recent anniversary in 1998, it continues to be one of the most well-known ghost ship legends in Europe.\r\n<h2>4. The Joyita</h2>\r\nThe Joyita was a fishing and charter boat that was found abandoned in the South Pacific in 1955. The ship, along with its 25 passengers and crew, were en route to the Tokelau Islands when something happened, and it was not until hours later that the Joyita was reportedoverdue and a rescue attempt launched. A massive air search was undertaken, but it failed to find the missing ship, and it was not until five weeks later that a merchant ship stumbled upon the Joyita drifting some 600 miles off its original course. There was no sign of any of the passengers, crew, cargo, or life rafts, and the ship was damaged and listing quite badly to one side. Further inspection by authorities found that the ship’s radio was tuned to the universal distress signal, and a search of the deck uncovered a doctor’s bag and several bloody bandages. None of the crew or passengers was ever seen again, and the mystery of what happened has never been revealed. The most popular theory is that pirates killed the passengers and threw their bodies overboard, but other claims have included everything from mutiny and kidnapping to insurance fraud.\r\n<h2>5. The Octavius</h2>\r\nAlthough it is now considered more legend than anything, the story of the Octavius remains one of the most famous of all ghost ship stories. The tale dates back to 1775, when it is said that a whaling ship called the Herald stumbled across the Octavius floating aimlessly off the coast of Greenland. Crewmembers from the Herald boarded the Octavius, where they discovered the bodies of the crew and passengers all frozen solid by the arctic cold. Most notably, the crew found the ship\'s captain still sitting at his desk, midway through finishing a log entry from 1762, which meant the Octavius had been adrift for 13 years. According to the legend, it was eventually discovered that the captain had gambled on making a quick return to England from the Orient via the Northwest Passage, but that the ship had become trapped in the ice. If true, this would mean the Octavius had completed its passage to the Atlantic as a ghost ship, its crew and captain long dead from exposure to the elements.\r\n<h2>6. The Baychimo</h2>\r\nOne of the most amazing cases of a real-life ghost ship concerns the Baychimo, a cargo steamer that was abandoned and left to drift the seas near Alaska for nearly forty years. The ship was owned by the Hudson Bay Company, and was launched in the early 1920s and used to trade pelts and furs with the Inuit in northern Canada. But in 1931, the Baychimo became trapped in pack ice near Alaska, and after many attempts to break it free, its crew were eventually airlifted out of the area to safety. After a heavy blizzard, the ship managed to break free of the ice, but it was badly damaged and was abandoned by the Hudson Bay Com- pany, who assumed it would not last the winter. Amazingly, the Baychimo managed to stay afloat, and for the next 38 years, it remained adrift in the waters off Alaska. The ship became something of a local legend, and was frequently sighted aimlessly floating near the frozen ice packs by Eskimos and other vessels. It was boarded several times, but weather conditions always made salvaging it nearly impossible. The Baychimo was last sighted in 1969, again frozen in the ice off of Alaska, but it has since disappeared. The ship is believed to have sunk in the intervening years, but recently a number of expeditions have been launched in search of now nearly 80-year-old ghost ship.\r\n<h2>7. The Carroll A. Deering</h2>\r\nPerhaps the most famous ghost ship of the Eastern Seaboard is the Carroll A. Deering, a schooner that ran aground near Cape Hatteras, North Carolina in 1921. The ship had just returned from a commercial voyage to deliver coal in South America, and had last been spotted just south of Hatteras by a lightship near Cape Lookout. It ran aground in the notori- ous Diamond Shoals, an area famous for causing shipwrecks, and sat there for several days before any help was able to reach it. When they did arrive, the Coast Guard found that the ship was completely abandoned. The navigation equipment and logbook were missing, as were the two lifeboats, but otherwise there were no signs of any kind of foul play. A massive investigation by the U.S. government followed, which discovered that several other ships had disappeared under mysterious circumstances around the same time. Several theories were eventually put forth, the most popular being that the ship fell victim to pirates or rumrunners. Others suggested that mutiny might have been the cause, as the Deering’s first mate was known to bear some animosity toward its Captain, but no definitive proof has even been discovered. The mystery surrounding the ghost ship has encouraged wild speculation, and many have argued that paranormal activity might have been responsible, citing the ship’s passage through the infamous Bermuda triangle as proof that some kind of otherworldly phenomena might be to blame.\r\n<h2>8. The Ourang Medan</h2>\r\nThe story of the Ourang Medan begins in 1947, when two American ships received a distress call while navigating the Strait of Malacca, off the coast of Malaysia. The caller identified himself as a member of the crew of the Ourang Medan, a Dutch vessel, and supposedly claimed that the ship’s captain and crew were all dead or dying. The messages became jumbled and bizarre before trailing off and ending with the words: “I die.” The ships quickly raced to the scene to help. When they arrived, they found that the Ourang Medan was undamaged, but that the entire crew—even the ship’s dog— was dead, their bodies and faces locked in terrified poses and expressions, and many pointing at something that was not there. Before the rescuers could investigate further, the ship mysteriously caught on fire, and they had to evacuate. Soon after, the Ourang Medan is said to have exploded and then sank. While the details and the overall veracity of the Ourang Medan story are still widely debated, there have been a number of theories proposed about what might have caused the death of the crew. The most popular of these is that the ship was illegally transporting nitroglycerin or some kind of illegal nerve agent, which was not properly secured and seeped out into the air. Others, meanwhile, have claimed the ship was a victim of a UFO attack or some other kind of paranormal event.\r\n<h2>9. The SS Valencia</h2>\r\nThe SS Valencia was steamer ship that sank off the coast of Vancouver, British Columbia in 1906. The ship had encountered bad weather near Cape Mendocino, and after drifting off course, struck a reef and began taking on water. The crew quickly began lowering lifeboats holding the ship’s 108 passengers into the water, but several of these capsized, and one simply disappeared. The Valencia eventually sank, and only 37 of the roughly 180 people on board survived. Five months later, a fisherman claimed he had found a life raft with 8 skeletons in it in a nearby cave. A search was launched, but it found nothing. Thanks to its dramatic end, the Valencia eventually became the source of numerous ghost ship stories. Sailors would often claim they could see the specter of the steamer drifting near the reef in Pachena Point, and to this day the ship is the source of frequent wild theories and ghost ship sightings. In a bizarre twist, 27 years after the sinking of the Valencia, one of its life rafts was found floating peacefully in nearby Barkley Sound. The “ghost raft” was said to be in remarkable condition, and even still had most of its original coat of paint.\r\n<h2>10. The Caleuche</h2>\r\nOne of the most well known legends of the Chilota mythology of southern Chile describes the Caleuche, a ghost ship that appears every night near the island of Chiloe. According to local legend, the ship is a kind of conscious being that sails the waters around the area, carrying with it the spirits of all the people who have drowned at sea. When spotted, the Caleuche is said to be strikingly beautiful and bright, and is always accompanied by the sounds of party music and people laughing. After appearing for a few moments, the ship is then said to disappear or submerge itself under the water. According to Chilota mythology, the spirits of the drowned are summoned to the ship by the Sirena Chilota, the Pincoya, and the Picoy, three Chilota \"water spirits\" who resemble mermaids. Once aboard the phantom ship, the drowned are said to be able to resume their life as it was before they died.'),(795,32,'excerpt',''),(796,32,'trackback_url',''),(797,32,'metakeyselect','#NONE#'),(798,32,'metakeyinput',''),(799,32,'metavalue',''),(800,32,'_ajax_nonce-add-meta','181b5c1c13'),(801,32,'advanced_view','1'),(802,32,'comment_status','open'),(803,32,'ping_status','open'),(804,32,'post_name','top-10-ghost-ships'),(805,32,'post_author_override','1'),(806,32,'pyre_featured_image','yes'),(807,32,'pyre_overall_score','0'),(808,32,'pyre_critera_1',''),(809,32,'pyre_critera_1_score','0'),(810,32,'pyre_critera_2',''),(811,32,'pyre_critera_2_score','0'),(812,32,'pyre_critera_3',''),(813,32,'pyre_critera_3_score','0'),(814,32,'pyre_critera_4',''),(815,32,'pyre_critera_4_score','0'),(816,32,'pyre_critera_5',''),(817,32,'pyre_critera_5_score','0'),(818,32,'post_mime_type',''),(819,32,'ID','32'),(820,32,'post_content','Ghost ships, or phantom ships, make up a big part of the seafaring lore that has been passed down by sailors and fisherman throughout the years. The ships are said to be spectral apparitions that materialize on the horizon before quickly disappearing, and they are believed to be a sign of bad things to come. The term is also used to describe abandoned vessels that are found adrift with no crew or passengers, often under frightening and mysterious circumstances. Whether real stories of these derelict ships or legends about phantom craft trawling the seas, the following are the ten most famous ghost ships that continue to provoke speculation and mystery in the nautical world.\r\n<h2>1. The Flying Dutchman</h2>\r\nIn maritime folklore, no ghost ship is more famous than the Flying Dutchman, which has inspired numerous paintings, horror stories, films, and even an opera. The ship was first mentioned in the late 1700s in George Barrington\'s seafaring book Voyage to Botany Bay, and since then its legend has continued to grow, thanks to numerous sightings of it by fisherman and sailors. As the story goes, the Flying Dutchman was a vessel out of Amsterdam that was captained by a man named Van der Decken. The ship was making its way toward the East Indies when it encountered dangerous weather near the Cape of Good Hope. Determined to make the crossing, Van der Decken supposedly went mad, murdered his first mate, and vowed that he would cross the Cape, “even if God would let me sail to Judgment Day!” Despite his best efforts, the ship sank in the storm, and as the legend goes, Van der Decken and his ghost ship are now cursed to sail the oceans for all eternity. To this day, the Flying Dutchman continues to be one of the most-sighted of all ghost ships, and people from deep-sea fishermen to the Prince of Wales have all claimed to have spotted it making its never- ending voyage across the oceans.\r\n<h2>2. The Mary Celeste</h2>\r\nUndoubtedly the most famous of all the real-life ghost ships, the Mary Celeste was a merchant ship that was found derelict and adrift in the Atlantic Ocean in 1872. The ship was in a seaworthy condition, with all its sails still up and a full store of food in its cargo hold, but its life boat, captain’s log book and, more importantly, the entire crew, had mysteriously vanished. There was no sign of a struggle, and the personal belongings of the crew and cargo of over 1500 barrels of alcohol were untouched, seemingly ruling out piracy as a possible explanation. In the years since its bizarre discovery, a number of theories have been proposed regarding the possible fate of the Mary Celeste’s crew. These include that those aboard were killed by a waterspout, that the crew mutinied, or even that eating flour contaminated with fungus led all the passengers to hallucinate and go mad. The most probable theory remains that a storm or some kind of technical is- sue led the crew to prematurely abandon the ship in the lifeboat, and that they later died at sea. Still, the mystery surrounding the Mary Celeste has led to much wild speculation, and others have proposed everything from ghosts to sea monsters and alien abduction as possible explanations.\r\n<h2>3. The Lady Lovibond</h2>\r\nThe UK has a long tradition of legends about ghost ships, and of these the Lady Lovibond is perhaps the most famous. As the story goes, the Lady Lovibond\'s captain, Simon Peel, had just gotten married, and decided to take his ship out on a cruise to celebrate. He brought his new bride along—going against a longstanding seafaring belief that bringing a woman on board a boat is bad luck—and set sail on Feb. 13, 1748. Unfortunately for Peel, his first mate was also in love with his new wife, and after watching the celebrations, the man became overwhelmed with rage and jealousy and intentionally steered the boat into the deadly Goodwind Sands, a sand bar notorious for causing ship wrecks. The Lady Lovibond sank, killing all those aboard. As the legend goes, ever since the wreck the Lady Lovibond can be seen sailing the waters around Kent every 50 years. It was sighted in 1798 by a few different ship captains, as well as in 1848 and 1898, when it supposedly appeared to be so real that some boats, thinking it a vessel in distress, actually sent out life rafts to help it. The Lady Lovibond was again seen in 1948, and while there were no confirmed sightings on its most recent anniversary in 1998, it continues to be one of the most well-known ghost ship legends in Europe.\r\n<h2>4. The Joyita</h2>\r\nThe Joyita was a fishing and charter boat that was found abandoned in the South Pacific in 1955. The ship, along with its 25 passengers and crew, were en route to the Tokelau Islands when something happened, and it was not until hours later that the Joyita was reportedoverdue and a rescue attempt launched. A massive air search was undertaken, but it failed to find the missing ship, and it was not until five weeks later that a merchant ship stumbled upon the Joyita drifting some 600 miles off its original course. There was no sign of any of the passengers, crew, cargo, or life rafts, and the ship was damaged and listing quite badly to one side. Further inspection by authorities found that the ship’s radio was tuned to the universal distress signal, and a search of the deck uncovered a doctor’s bag and several bloody bandages. None of the crew or passengers was ever seen again, and the mystery of what happened has never been revealed. The most popular theory is that pirates killed the passengers and threw their bodies overboard, but other claims have included everything from mutiny and kidnapping to insurance fraud.\r\n<h2>5. The Octavius</h2>\r\nAlthough it is now considered more legend than anything, the story of the Octavius remains one of the most famous of all ghost ship stories. The tale dates back to 1775, when it is said that a whaling ship called the Herald stumbled across the Octavius floating aimlessly off the coast of Greenland. Crewmembers from the Herald boarded the Octavius, where they discovered the bodies of the crew and passengers all frozen solid by the arctic cold. Most notably, the crew found the ship\'s captain still sitting at his desk, midway through finishing a log entry from 1762, which meant the Octavius had been adrift for 13 years. According to the legend, it was eventually discovered that the captain had gambled on making a quick return to England from the Orient via the Northwest Passage, but that the ship had become trapped in the ice. If true, this would mean the Octavius had completed its passage to the Atlantic as a ghost ship, its crew and captain long dead from exposure to the elements.\r\n<h2>6. The Baychimo</h2>\r\nOne of the most amazing cases of a real-life ghost ship concerns the Baychimo, a cargo steamer that was abandoned and left to drift the seas near Alaska for nearly forty years. The ship was owned by the Hudson Bay Company, and was launched in the early 1920s and used to trade pelts and furs with the Inuit in northern Canada. But in 1931, the Baychimo became trapped in pack ice near Alaska, and after many attempts to break it free, its crew were eventually airlifted out of the area to safety. After a heavy blizzard, the ship managed to break free of the ice, but it was badly damaged and was abandoned by the Hudson Bay Com- pany, who assumed it would not last the winter. Amazingly, the Baychimo managed to stay afloat, and for the next 38 years, it remained adrift in the waters off Alaska. The ship became something of a local legend, and was frequently sighted aimlessly floating near the frozen ice packs by Eskimos and other vessels. It was boarded several times, but weather conditions always made salvaging it nearly impossible. The Baychimo was last sighted in 1969, again frozen in the ice off of Alaska, but it has since disappeared. The ship is believed to have sunk in the intervening years, but recently a number of expeditions have been launched in search of now nearly 80-year-old ghost ship.\r\n<h2>7. The Carroll A. Deering</h2>\r\nPerhaps the most famous ghost ship of the Eastern Seaboard is the Carroll A. Deering, a schooner that ran aground near Cape Hatteras, North Carolina in 1921. The ship had just returned from a commercial voyage to deliver coal in South America, and had last been spotted just south of Hatteras by a lightship near Cape Lookout. It ran aground in the notori- ous Diamond Shoals, an area famous for causing shipwrecks, and sat there for several days before any help was able to reach it. When they did arrive, the Coast Guard found that the ship was completely abandoned. The navigation equipment and logbook were missing, as were the two lifeboats, but otherwise there were no signs of any kind of foul play. A massive investigation by the U.S. government followed, which discovered that several other ships had disappeared under mysterious circumstances around the same time. Several theories were eventually put forth, the most popular being that the ship fell victim to pirates or rumrunners. Others suggested that mutiny might have been the cause, as the Deering’s first mate was known to bear some animosity toward its Captain, but no definitive proof has even been discovered. The mystery surrounding the ghost ship has encouraged wild speculation, and many have argued that paranormal activity might have been responsible, citing the ship’s passage through the infamous Bermuda triangle as proof that some kind of otherworldly phenomena might be to blame.\r\n<h2>8. The Ourang Medan</h2>\r\nThe story of the Ourang Medan begins in 1947, when two American ships received a distress call while navigating the Strait of Malacca, off the coast of Malaysia. The caller identified himself as a member of the crew of the Ourang Medan, a Dutch vessel, and supposedly claimed that the ship’s captain and crew were all dead or dying. The messages became jumbled and bizarre before trailing off and ending with the words: “I die.” The ships quickly raced to the scene to help. When they arrived, they found that the Ourang Medan was undamaged, but that the entire crew—even the ship’s dog— was dead, their bodies and faces locked in terrified poses and expressions, and many pointing at something that was not there. Before the rescuers could investigate further, the ship mysteriously caught on fire, and they had to evacuate. Soon after, the Ourang Medan is said to have exploded and then sank. While the details and the overall veracity of the Ourang Medan story are still widely debated, there have been a number of theories proposed about what might have caused the death of the crew. The most popular of these is that the ship was illegally transporting nitroglycerin or some kind of illegal nerve agent, which was not properly secured and seeped out into the air. Others, meanwhile, have claimed the ship was a victim of a UFO attack or some other kind of paranormal event.\r\n<h2>9. The SS Valencia</h2>\r\nThe SS Valencia was steamer ship that sank off the coast of Vancouver, British Columbia in 1906. The ship had encountered bad weather near Cape Mendocino, and after drifting off course, struck a reef and began taking on water. The crew quickly began lowering lifeboats holding the ship’s 108 passengers into the water, but several of these capsized, and one simply disappeared. The Valencia eventually sank, and only 37 of the roughly 180 people on board survived. Five months later, a fisherman claimed he had found a life raft with 8 skeletons in it in a nearby cave. A search was launched, but it found nothing. Thanks to its dramatic end, the Valencia eventually became the source of numerous ghost ship stories. Sailors would often claim they could see the specter of the steamer drifting near the reef in Pachena Point, and to this day the ship is the source of frequent wild theories and ghost ship sightings. In a bizarre twist, 27 years after the sinking of the Valencia, one of its life rafts was found floating peacefully in nearby Barkley Sound. The “ghost raft” was said to be in remarkable condition, and even still had most of its original coat of paint.\r\n<h2>10. The Caleuche</h2>\r\nOne of the most well known legends of the Chilota mythology of southern Chile describes the Caleuche, a ghost ship that appears every night near the island of Chiloe. According to local legend, the ship is a kind of conscious being that sails the waters around the area, carrying with it the spirits of all the people who have drowned at sea. When spotted, the Caleuche is said to be strikingly beautiful and bright, and is always accompanied by the sounds of party music and people laughing. After appearing for a few moments, the ship is then said to disappear or submerge itself under the water. According to Chilota mythology, the spirits of the drowned are summoned to the ship by the Sirena Chilota, the Pincoya, and the Picoy, three Chilota \"water spirits\" who resemble mermaids. Once aboard the phantom ship, the drowned are said to be able to resume their life as it was before they died.'),(821,32,'post_excerpt',''),(822,32,'to_ping',''),(823,32,'edit_date','true'),(824,32,'post_date','2011-06-01 21:47:08'),(825,32,'post_date_gmt','2011-06-02 01:47:08'),(828,32,'save','Update'),(829,32,'meta','a:79:{i:770;a:2:{s:3:\"key\";s:2:\"aa\";s:5:\"value\";s:4:\"2011\";}i:749;a:2:{s:3:\"key\";s:6:\"action\";s:5:\"value\";s:8:\"editpost\";}i:801;a:2:{s:3:\"key\";s:13:\"advanced_view\";s:5:\"value\";s:1:\"1\";}i:758;a:2:{s:3:\"key\";s:13:\"autosavenonce\";s:5:\"value\";s:10:\"5ca59fe243\";}i:756;a:2:{s:3:\"key\";s:10:\"auto_draft\";s:5:\"value\";s:1:\"0\";}i:760;a:2:{s:3:\"key\";s:20:\"closedpostboxesnonce\";s:5:\"value\";s:10:\"23c91160d5\";}i:802;a:2:{s:3:\"key\";s:14:\"comment_status\";s:5:\"value\";s:4:\"open\";}i:794;a:2:{s:3:\"key\";s:7:\"content\";s:5:\"value\";s:13109:\"Ghost ships, or phantom ships, make up a big part of the seafaring lore that has been passed down by sailors and fisherman throughout the years. The ships are said to be spectral apparitions that materialize on the horizon before quickly disappearing, and they are believed to be a sign of bad things to come. The term is also used to describe abandoned vessels that are found adrift with no crew or passengers, often under frightening and mysterious circumstances. Whether real stories of these derelict ships or legends about phantom craft trawling the seas, the following are the ten most famous ghost ships that continue to provoke speculation and mystery in the nautical world.\r\n<h2>1. The Flying Dutchman</h2>\r\nIn maritime folklore, no ghost ship is more famous than the Flying Dutchman, which has inspired numerous paintings, horror stories, films, and even an opera. The ship was first mentioned in the late 1700s in George Barrington\'s seafaring book Voyage to Botany Bay, and since then its legend has continued to grow, thanks to numerous sightings of it by fisherman and sailors. As the story goes, the Flying Dutchman was a vessel out of Amsterdam that was captained by a man named Van der Decken. The ship was making its way toward the East Indies when it encountered dangerous weather near the Cape of Good Hope. Determined to make the crossing, Van der Decken supposedly went mad, murdered his first mate, and vowed that he would cross the Cape, “even if God would let me sail to Judgment Day!” Despite his best efforts, the ship sank in the storm, and as the legend goes, Van der Decken and his ghost ship are now cursed to sail the oceans for all eternity. To this day, the Flying Dutchman continues to be one of the most-sighted of all ghost ships, and people from deep-sea fishermen to the Prince of Wales have all claimed to have spotted it making its never- ending voyage across the oceans.\r\n<h2>2. The Mary Celeste</h2>\r\nUndoubtedly the most famous of all the real-life ghost ships, the Mary Celeste was a merchant ship that was found derelict and adrift in the Atlantic Ocean in 1872. The ship was in a seaworthy condition, with all its sails still up and a full store of food in its cargo hold, but its life boat, captain’s log book and, more importantly, the entire crew, had mysteriously vanished. There was no sign of a struggle, and the personal belongings of the crew and cargo of over 1500 barrels of alcohol were untouched, seemingly ruling out piracy as a possible explanation. In the years since its bizarre discovery, a number of theories have been proposed regarding the possible fate of the Mary Celeste’s crew. These include that those aboard were killed by a waterspout, that the crew mutinied, or even that eating flour contaminated with fungus led all the passengers to hallucinate and go mad. The most probable theory remains that a storm or some kind of technical is- sue led the crew to prematurely abandon the ship in the lifeboat, and that they later died at sea. Still, the mystery surrounding the Mary Celeste has led to much wild speculation, and others have proposed everything from ghosts to sea monsters and alien abduction as possible explanations.\r\n<h2>3. The Lady Lovibond</h2>\r\nThe UK has a long tradition of legends about ghost ships, and of these the Lady Lovibond is perhaps the most famous. As the story goes, the Lady Lovibond\'s captain, Simon Peel, had just gotten married, and decided to take his ship out on a cruise to celebrate. He brought his new bride along—going against a longstanding seafaring belief that bringing a woman on board a boat is bad luck—and set sail on Feb. 13, 1748. Unfortunately for Peel, his first mate was also in love with his new wife, and after watching the celebrations, the man became overwhelmed with rage and jealousy and intentionally steered the boat into the deadly Goodwind Sands, a sand bar notorious for causing ship wrecks. The Lady Lovibond sank, killing all those aboard. As the legend goes, ever since the wreck the Lady Lovibond can be seen sailing the waters around Kent every 50 years. It was sighted in 1798 by a few different ship captains, as well as in 1848 and 1898, when it supposedly appeared to be so real that some boats, thinking it a vessel in distress, actually sent out life rafts to help it. The Lady Lovibond was again seen in 1948, and while there were no confirmed sightings on its most recent anniversary in 1998, it continues to be one of the most well-known ghost ship legends in Europe.\r\n<h2>4. The Joyita</h2>\r\nThe Joyita was a fishing and charter boat that was found abandoned in the South Pacific in 1955. The ship, along with its 25 passengers and crew, were en route to the Tokelau Islands when something happened, and it was not until hours later that the Joyita was reportedoverdue and a rescue attempt launched. A massive air search was undertaken, but it failed to find the missing ship, and it was not until five weeks later that a merchant ship stumbled upon the Joyita drifting some 600 miles off its original course. There was no sign of any of the passengers, crew, cargo, or life rafts, and the ship was damaged and listing quite badly to one side. Further inspection by authorities found that the ship’s radio was tuned to the universal distress signal, and a search of the deck uncovered a doctor’s bag and several bloody bandages. None of the crew or passengers was ever seen again, and the mystery of what happened has never been revealed. The most popular theory is that pirates killed the passengers and threw their bodies overboard, but other claims have included everything from mutiny and kidnapping to insurance fraud.\r\n<h2>5. The Octavius</h2>\r\nAlthough it is now considered more legend than anything, the story of the Octavius remains one of the most famous of all ghost ship stories. The tale dates back to 1775, when it is said that a whaling ship called the Herald stumbled across the Octavius floating aimlessly off the coast of Greenland. Crewmembers from the Herald boarded the Octavius, where they discovered the bodies of the crew and passengers all frozen solid by the arctic cold. Most notably, the crew found the ship\'s captain still sitting at his desk, midway through finishing a log entry from 1762, which meant the Octavius had been adrift for 13 years. According to the legend, it was eventually discovered that the captain had gambled on making a quick return to England from the Orient via the Northwest Passage, but that the ship had become trapped in the ice. If true, this would mean the Octavius had completed its passage to the Atlantic as a ghost ship, its crew and captain long dead from exposure to the elements.\r\n<h2>6. The Baychimo</h2>\r\nOne of the most amazing cases of a real-life ghost ship concerns the Baychimo, a cargo steamer that was abandoned and left to drift the seas near Alaska for nearly forty years. The ship was owned by the Hudson Bay Company, and was launched in the early 1920s and used to trade pelts and furs with the Inuit in northern Canada. But in 1931, the Baychimo became trapped in pack ice near Alaska, and after many attempts to break it free, its crew were eventually airlifted out of the area to safety. After a heavy blizzard, the ship managed to break free of the ice, but it was badly damaged and was abandoned by the Hudson Bay Com- pany, who assumed it would not last the winter. Amazingly, the Baychimo managed to stay afloat, and for the next 38 years, it remained adrift in the waters off Alaska. The ship became something of a local legend, and was frequently sighted aimlessly floating near the frozen ice packs by Eskimos and other vessels. It was boarded several times, but weather conditions always made salvaging it nearly impossible. The Baychimo was last sighted in 1969, again frozen in the ice off of Alaska, but it has since disappeared. The ship is believed to have sunk in the intervening years, but recently a number of expeditions have been launched in search of now nearly 80-year-old ghost ship.\r\n<h2>7. The Carroll A. Deering</h2>\r\nPerhaps the most famous ghost ship of the Eastern Seaboard is the Carroll A. Deering, a schooner that ran aground near Cape Hatteras, North Carolina in 1921. The ship had just returned from a commercial voyage to deliver coal in South America, and had last been spotted just south of Hatteras by a lightship near Cape Lookout. It ran aground in the notori- ous Diamond Shoals, an area famous for causing shipwrecks, and sat there for several days before any help was able to reach it. When they did arrive, the Coast Guard found that the ship was completely abandoned. The navigation equipment and logbook were missing, as were the two lifeboats, but otherwise there were no signs of any kind of foul play. A massive investigation by the U.S. government followed, which discovered that several other ships had disappeared under mysterious circumstances around the same time. Several theories were eventually put forth, the most popular being that the ship fell victim to pirates or rumrunners. Others suggested that mutiny might have been the cause, as the Deering’s first mate was known to bear some animosity toward its Captain, but no definitive proof has even been discovered. The mystery surrounding the ghost ship has encouraged wild speculation, and many have argued that paranormal activity might have been responsible, citing the ship’s passage through the infamous Bermuda triangle as proof that some kind of otherworldly phenomena might be to blame.\r\n<h2>8. The Ourang Medan</h2>\r\nThe story of the Ourang Medan begins in 1947, when two American ships received a distress call while navigating the Strait of Malacca, off the coast of Malaysia. The caller identified himself as a member of the crew of the Ourang Medan, a Dutch vessel, and supposedly claimed that the ship’s captain and crew were all dead or dying. The messages became jumbled and bizarre before trailing off and ending with the words: “I die.” The ships quickly raced to the scene to help. When they arrived, they found that the Ourang Medan was undamaged, but that the entire crew—even the ship’s dog— was dead, their bodies and faces locked in terrified poses and expressions, and many pointing at something that was not there. Before the rescuers could investigate further, the ship mysteriously caught on fire, and they had to evacuate. Soon after, the Ourang Medan is said to have exploded and then sank. While the details and the overall veracity of the Ourang Medan story are still widely debated, there have been a number of theories proposed about what might have caused the death of the crew. The most popular of these is that the ship was illegally transporting nitroglycerin or some kind of illegal nerve agent, which was not properly secured and seeped out into the air. Others, meanwhile, have claimed the ship was a victim of a UFO attack or some other kind of paranormal event.\r\n<h2>9. The SS Valencia</h2>\r\nThe SS Valencia was steamer ship that sank off the coast of Vancouver, British Columbia in 1906. The ship had encountered bad weather near Cape Mendocino, and after drifting off course, struck a reef and began taking on water. The crew quickly began lowering lifeboats holding the ship’s 108 passengers into the water, but several of these capsized, and one simply disappeared. The Valencia eventually sank, and only 37 of the roughly 180 people on board survived. Five months later, a fisherman claimed he had found a life raft with 8 skeletons in it in a nearby cave. A search was launched, but it found nothing. Thanks to its dramatic end, the Valencia eventually became the source of numerous ghost ship stories. Sailors would often claim they could see the specter of the steamer drifting near the reef in Pachena Point, and to this day the ship is the source of frequent wild theories and ghost ship sightings. In a bizarre twist, 27 years after the sinking of the Valencia, one of its life rafts was found floating peacefully in nearby Barkley Sound. The “ghost raft” was said to be in remarkable condition, and even still had most of its original coat of paint.\r\n<h2>10. The Caleuche</h2>\r\nOne of the most well known legends of the Chilota mythology of southern Chile describes the Caleuche, a ghost ship that appears every night near the island of Chiloe. According to local legend, the ship is a kind of conscious being that sails the waters around the area, carrying with it the spirits of all the people who have drowned at sea. When spotted, the Caleuche is said to be strikingly beautiful and bright, and is always accompanied by the sounds of party music and people laughing. After appearing for a few moments, the ship is then said to disappear or submerge itself under the water. According to Chilota mythology, the spirits of the drowned are summoned to the ship by the Sirena Chilota, the Pincoya, and the Picoy, three Chilota \"water spirits\" who resemble mermaids. Once aboard the phantom ship, the drowned are said to be able to resume their life as it was before they died.\";}i:779;a:2:{s:3:\"key\";s:6:\"cur_aa\";s:5:\"value\";s:4:\"2011\";}i:781;a:2:{s:3:\"key\";s:6:\"cur_hh\";s:5:\"value\";s:2:\"18\";}i:777;a:2:{s:3:\"key\";s:6:\"cur_jj\";s:5:\"value\";s:2:\"18\";}i:775;a:2:{s:3:\"key\";s:6:\"cur_mm\";s:5:\"value\";s:2:\"10\";}i:783;a:2:{s:3:\"key\";s:6:\"cur_mn\";s:5:\"value\";s:2:\"44\";}i:823;a:2:{s:3:\"key\";s:9:\"edit_date\";s:5:\"value\";s:1:\"1\";}i:795;a:2:{s:3:\"key\";s:7:\"excerpt\";s:5:\"value\";s:0:\"\";}i:1209;a:2:{s:3:\"key\";s:14:\"gdsr_post_edit\";s:5:\"value\";s:4:\"edit\";}i:1213;a:2:{s:3:\"key\";s:23:\"gdsr_recc_vote_articles\";s:5:\"value\";s:1:\"A\";}i:1210;a:2:{s:3:\"key\";s:11:\"gdsr_review\";s:5:\"value\";s:2:\"-1\";}i:1211;a:2:{s:3:\"key\";s:19:\"gdsr_review_decimal\";s:5:\"value\";s:1:\"0\";}i:1212;a:2:{s:3:\"key\";s:18:\"gdsr_vote_articles\";s:5:\"value\";s:1:\"H\";}i:771;a:2:{s:3:\"key\";s:2:\"hh\";s:5:\"value\";s:2:\"21\";}i:778;a:2:{s:3:\"key\";s:9:\"hidden_aa\";s:5:\"value\";s:4:\"2011\";}i:780;a:2:{s:3:\"key\";s:9:\"hidden_hh\";s:5:\"value\";s:2:\"21\";}i:776;a:2:{s:3:\"key\";s:9:\"hidden_jj\";s:5:\"value\";s:2:\"01\";}i:774;a:2:{s:3:\"key\";s:9:\"hidden_mm\";s:5:\"value\";s:2:\"06\";}i:782;a:2:{s:3:\"key\";s:9:\"hidden_mn\";s:5:\"value\";s:2:\"47\";}i:764;a:2:{s:3:\"key\";s:20:\"hidden_post_password\";s:5:\"value\";s:0:\"\";}i:762;a:2:{s:3:\"key\";s:18:\"hidden_post_status\";s:5:\"value\";s:7:\"publish\";}i:765;a:2:{s:3:\"key\";s:22:\"hidden_post_visibility\";s:5:\"value\";s:6:\"public\";}i:819;a:2:{s:3:\"key\";s:2:\"ID\";s:5:\"value\";s:2:\"32\";}i:769;a:2:{s:3:\"key\";s:2:\"jj\";s:5:\"value\";s:2:\"01\";}i:759;a:2:{s:3:\"key\";s:20:\"meta-box-order-nonce\";s:5:\"value\";s:10:\"fb28bc3e41\";}i:798;a:2:{s:3:\"key\";s:12:\"metakeyinput\";s:5:\"value\";s:0:\"\";}i:797;a:2:{s:3:\"key\";s:13:\"metakeyselect\";s:5:\"value\";s:6:\"#NONE#\";}i:799;a:2:{s:3:\"key\";s:9:\"metavalue\";s:5:\"value\";s:0:\"\";}i:768;a:2:{s:3:\"key\";s:2:\"mm\";s:5:\"value\";s:2:\"06\";}i:772;a:2:{s:3:\"key\";s:2:\"mn\";s:5:\"value\";s:2:\"47\";}i:787;a:2:{s:3:\"key\";s:11:\"newcategory\";s:5:\"value\";s:17:\"New Category Name\";}i:788;a:2:{s:3:\"key\";s:18:\"newcategory_parent\";s:5:\"value\";s:2:\"-1\";}i:750;a:2:{s:3:\"key\";s:14:\"originalaction\";s:5:\"value\";s:8:\"editpost\";}i:753;a:2:{s:3:\"key\";s:20:\"original_post_status\";s:5:\"value\";s:7:\"publish\";}i:784;a:2:{s:3:\"key\";s:16:\"original_publish\";s:5:\"value\";s:6:\"Update\";}i:803;a:2:{s:3:\"key\";s:11:\"ping_status\";s:5:\"value\";s:4:\"open\";}i:751;a:2:{s:3:\"key\";s:11:\"post_author\";s:5:\"value\";s:1:\"1\";}i:805;a:2:{s:3:\"key\";s:20:\"post_author_override\";s:5:\"value\";s:1:\"1\";}i:820;a:2:{s:3:\"key\";s:12:\"post_content\";s:5:\"value\";s:13109:\"Ghost ships, or phantom ships, make up a big part of the seafaring lore that has been passed down by sailors and fisherman throughout the years. The ships are said to be spectral apparitions that materialize on the horizon before quickly disappearing, and they are believed to be a sign of bad things to come. The term is also used to describe abandoned vessels that are found adrift with no crew or passengers, often under frightening and mysterious circumstances. Whether real stories of these derelict ships or legends about phantom craft trawling the seas, the following are the ten most famous ghost ships that continue to provoke speculation and mystery in the nautical world.\r\n<h2>1. The Flying Dutchman</h2>\r\nIn maritime folklore, no ghost ship is more famous than the Flying Dutchman, which has inspired numerous paintings, horror stories, films, and even an opera. The ship was first mentioned in the late 1700s in George Barrington\'s seafaring book Voyage to Botany Bay, and since then its legend has continued to grow, thanks to numerous sightings of it by fisherman and sailors. As the story goes, the Flying Dutchman was a vessel out of Amsterdam that was captained by a man named Van der Decken. The ship was making its way toward the East Indies when it encountered dangerous weather near the Cape of Good Hope. Determined to make the crossing, Van der Decken supposedly went mad, murdered his first mate, and vowed that he would cross the Cape, “even if God would let me sail to Judgment Day!” Despite his best efforts, the ship sank in the storm, and as the legend goes, Van der Decken and his ghost ship are now cursed to sail the oceans for all eternity. To this day, the Flying Dutchman continues to be one of the most-sighted of all ghost ships, and people from deep-sea fishermen to the Prince of Wales have all claimed to have spotted it making its never- ending voyage across the oceans.\r\n<h2>2. The Mary Celeste</h2>\r\nUndoubtedly the most famous of all the real-life ghost ships, the Mary Celeste was a merchant ship that was found derelict and adrift in the Atlantic Ocean in 1872. The ship was in a seaworthy condition, with all its sails still up and a full store of food in its cargo hold, but its life boat, captain’s log book and, more importantly, the entire crew, had mysteriously vanished. There was no sign of a struggle, and the personal belongings of the crew and cargo of over 1500 barrels of alcohol were untouched, seemingly ruling out piracy as a possible explanation. In the years since its bizarre discovery, a number of theories have been proposed regarding the possible fate of the Mary Celeste’s crew. These include that those aboard were killed by a waterspout, that the crew mutinied, or even that eating flour contaminated with fungus led all the passengers to hallucinate and go mad. The most probable theory remains that a storm or some kind of technical is- sue led the crew to prematurely abandon the ship in the lifeboat, and that they later died at sea. Still, the mystery surrounding the Mary Celeste has led to much wild speculation, and others have proposed everything from ghosts to sea monsters and alien abduction as possible explanations.\r\n<h2>3. The Lady Lovibond</h2>\r\nThe UK has a long tradition of legends about ghost ships, and of these the Lady Lovibond is perhaps the most famous. As the story goes, the Lady Lovibond\'s captain, Simon Peel, had just gotten married, and decided to take his ship out on a cruise to celebrate. He brought his new bride along—going against a longstanding seafaring belief that bringing a woman on board a boat is bad luck—and set sail on Feb. 13, 1748. Unfortunately for Peel, his first mate was also in love with his new wife, and after watching the celebrations, the man became overwhelmed with rage and jealousy and intentionally steered the boat into the deadly Goodwind Sands, a sand bar notorious for causing ship wrecks. The Lady Lovibond sank, killing all those aboard. As the legend goes, ever since the wreck the Lady Lovibond can be seen sailing the waters around Kent every 50 years. It was sighted in 1798 by a few different ship captains, as well as in 1848 and 1898, when it supposedly appeared to be so real that some boats, thinking it a vessel in distress, actually sent out life rafts to help it. The Lady Lovibond was again seen in 1948, and while there were no confirmed sightings on its most recent anniversary in 1998, it continues to be one of the most well-known ghost ship legends in Europe.\r\n<h2>4. The Joyita</h2>\r\nThe Joyita was a fishing and charter boat that was found abandoned in the South Pacific in 1955. The ship, along with its 25 passengers and crew, were en route to the Tokelau Islands when something happened, and it was not until hours later that the Joyita was reportedoverdue and a rescue attempt launched. A massive air search was undertaken, but it failed to find the missing ship, and it was not until five weeks later that a merchant ship stumbled upon the Joyita drifting some 600 miles off its original course. There was no sign of any of the passengers, crew, cargo, or life rafts, and the ship was damaged and listing quite badly to one side. Further inspection by authorities found that the ship’s radio was tuned to the universal distress signal, and a search of the deck uncovered a doctor’s bag and several bloody bandages. None of the crew or passengers was ever seen again, and the mystery of what happened has never been revealed. The most popular theory is that pirates killed the passengers and threw their bodies overboard, but other claims have included everything from mutiny and kidnapping to insurance fraud.\r\n<h2>5. The Octavius</h2>\r\nAlthough it is now considered more legend than anything, the story of the Octavius remains one of the most famous of all ghost ship stories. The tale dates back to 1775, when it is said that a whaling ship called the Herald stumbled across the Octavius floating aimlessly off the coast of Greenland. Crewmembers from the Herald boarded the Octavius, where they discovered the bodies of the crew and passengers all frozen solid by the arctic cold. Most notably, the crew found the ship\'s captain still sitting at his desk, midway through finishing a log entry from 1762, which meant the Octavius had been adrift for 13 years. According to the legend, it was eventually discovered that the captain had gambled on making a quick return to England from the Orient via the Northwest Passage, but that the ship had become trapped in the ice. If true, this would mean the Octavius had completed its passage to the Atlantic as a ghost ship, its crew and captain long dead from exposure to the elements.\r\n<h2>6. The Baychimo</h2>\r\nOne of the most amazing cases of a real-life ghost ship concerns the Baychimo, a cargo steamer that was abandoned and left to drift the seas near Alaska for nearly forty years. The ship was owned by the Hudson Bay Company, and was launched in the early 1920s and used to trade pelts and furs with the Inuit in northern Canada. But in 1931, the Baychimo became trapped in pack ice near Alaska, and after many attempts to break it free, its crew were eventually airlifted out of the area to safety. After a heavy blizzard, the ship managed to break free of the ice, but it was badly damaged and was abandoned by the Hudson Bay Com- pany, who assumed it would not last the winter. Amazingly, the Baychimo managed to stay afloat, and for the next 38 years, it remained adrift in the waters off Alaska. The ship became something of a local legend, and was frequently sighted aimlessly floating near the frozen ice packs by Eskimos and other vessels. It was boarded several times, but weather conditions always made salvaging it nearly impossible. The Baychimo was last sighted in 1969, again frozen in the ice off of Alaska, but it has since disappeared. The ship is believed to have sunk in the intervening years, but recently a number of expeditions have been launched in search of now nearly 80-year-old ghost ship.\r\n<h2>7. The Carroll A. Deering</h2>\r\nPerhaps the most famous ghost ship of the Eastern Seaboard is the Carroll A. Deering, a schooner that ran aground near Cape Hatteras, North Carolina in 1921. The ship had just returned from a commercial voyage to deliver coal in South America, and had last been spotted just south of Hatteras by a lightship near Cape Lookout. It ran aground in the notori- ous Diamond Shoals, an area famous for causing shipwrecks, and sat there for several days before any help was able to reach it. When they did arrive, the Coast Guard found that the ship was completely abandoned. The navigation equipment and logbook were missing, as were the two lifeboats, but otherwise there were no signs of any kind of foul play. A massive investigation by the U.S. government followed, which discovered that several other ships had disappeared under mysterious circumstances around the same time. Several theories were eventually put forth, the most popular being that the ship fell victim to pirates or rumrunners. Others suggested that mutiny might have been the cause, as the Deering’s first mate was known to bear some animosity toward its Captain, but no definitive proof has even been discovered. The mystery surrounding the ghost ship has encouraged wild speculation, and many have argued that paranormal activity might have been responsible, citing the ship’s passage through the infamous Bermuda triangle as proof that some kind of otherworldly phenomena might be to blame.\r\n<h2>8. The Ourang Medan</h2>\r\nThe story of the Ourang Medan begins in 1947, when two American ships received a distress call while navigating the Strait of Malacca, off the coast of Malaysia. The caller identified himself as a member of the crew of the Ourang Medan, a Dutch vessel, and supposedly claimed that the ship’s captain and crew were all dead or dying. The messages became jumbled and bizarre before trailing off and ending with the words: “I die.” The ships quickly raced to the scene to help. When they arrived, they found that the Ourang Medan was undamaged, but that the entire crew—even the ship’s dog— was dead, their bodies and faces locked in terrified poses and expressions, and many pointing at something that was not there. Before the rescuers could investigate further, the ship mysteriously caught on fire, and they had to evacuate. Soon after, the Ourang Medan is said to have exploded and then sank. While the details and the overall veracity of the Ourang Medan story are still widely debated, there have been a number of theories proposed about what might have caused the death of the crew. The most popular of these is that the ship was illegally transporting nitroglycerin or some kind of illegal nerve agent, which was not properly secured and seeped out into the air. Others, meanwhile, have claimed the ship was a victim of a UFO attack or some other kind of paranormal event.\r\n<h2>9. The SS Valencia</h2>\r\nThe SS Valencia was steamer ship that sank off the coast of Vancouver, British Columbia in 1906. The ship had encountered bad weather near Cape Mendocino, and after drifting off course, struck a reef and began taking on water. The crew quickly began lowering lifeboats holding the ship’s 108 passengers into the water, but several of these capsized, and one simply disappeared. The Valencia eventually sank, and only 37 of the roughly 180 people on board survived. Five months later, a fisherman claimed he had found a life raft with 8 skeletons in it in a nearby cave. A search was launched, but it found nothing. Thanks to its dramatic end, the Valencia eventually became the source of numerous ghost ship stories. Sailors would often claim they could see the specter of the steamer drifting near the reef in Pachena Point, and to this day the ship is the source of frequent wild theories and ghost ship sightings. In a bizarre twist, 27 years after the sinking of the Valencia, one of its life rafts was found floating peacefully in nearby Barkley Sound. The “ghost raft” was said to be in remarkable condition, and even still had most of its original coat of paint.\r\n<h2>10. The Caleuche</h2>\r\nOne of the most well known legends of the Chilota mythology of southern Chile describes the Caleuche, a ghost ship that appears every night near the island of Chiloe. According to local legend, the ship is a kind of conscious being that sails the waters around the area, carrying with it the spirits of all the people who have drowned at sea. When spotted, the Caleuche is said to be strikingly beautiful and bright, and is always accompanied by the sounds of party music and people laughing. After appearing for a few moments, the ship is then said to disappear or submerge itself under the water. According to Chilota mythology, the spirits of the drowned are summoned to the ship by the Sirena Chilota, the Pincoya, and the Picoy, three Chilota \"water spirits\" who resemble mermaids. Once aboard the phantom ship, the drowned are said to be able to resume their life as it was before they died.\";}i:824;a:2:{s:3:\"key\";s:9:\"post_date\";s:5:\"value\";s:19:\"2011-06-01 21:47:08\";}i:825;a:2:{s:3:\"key\";s:13:\"post_date_gmt\";s:5:\"value\";s:19:\"2011-06-01 21:47:08\";}i:821;a:2:{s:3:\"key\";s:12:\"post_excerpt\";s:5:\"value\";s:0:\"\";}i:831;a:2:{s:3:\"key\";s:11:\"post_format\";s:5:\"value\";s:1:\"0\";}i:757;a:2:{s:3:\"key\";s:7:\"post_ID\";s:5:\"value\";s:2:\"32\";}i:818;a:2:{s:3:\"key\";s:14:\"post_mime_type\";s:5:\"value\";s:0:\"\";}i:804;a:2:{s:3:\"key\";s:9:\"post_name\";s:5:\"value\";s:18:\"top-10-ghost-ships\";}i:767;a:2:{s:3:\"key\";s:13:\"post_password\";s:5:\"value\";s:0:\"\";}i:763;a:2:{s:3:\"key\";s:11:\"post_status\";s:5:\"value\";s:7:\"publish\";}i:792;a:2:{s:3:\"key\";s:10:\"post_title\";s:5:\"value\";s:18:\"Top 10 Ghost 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D60\";s:7:\"caption\";s:0:\"\";s:17:\"created_timestamp\";i:1233418561;s:9:\"copyright\";s:0:\"\";s:12:\"focal_length\";s:3:\"150\";s:3:\"iso\";s:3:\"200\";s:13:\"shutter_speed\";s:5:\"0.002\";s:5:\"title\";s:0:\"\";}}'),(13009,1305,'_wp_attached_file','Boat-31Jan09-040-2-2.jpg'),(12892,1241,'publish','Publish'),(1213,32,'gdsr_recc_vote_articles','A'),(1211,32,'gdsr_review_decimal','0'),(1210,32,'gdsr_review','-1'),(1212,32,'gdsr_vote_articles','H'),(2817,173,'mm','12'),(2816,173,'post_password',''),(2788,173,'_edit_last','1'),(1209,32,'gdsr_post_edit','edit'),(1274,55,'excerpt',''),(1275,55,'trackback_url',''),(1276,55,'metakeyselect','#NONE#'),(1277,55,'metakeyinput',''),(1278,55,'metavalue',''),(1279,55,'_ajax_nonce-add-meta','dbe012fbf0'),(1280,55,'advanced_view','1'),(1281,55,'comment_status','open'),(1282,55,'ping_status','open'),(1283,55,'post_name','swim-a-circle-hook'),(1284,55,'post_author_override','1'),(1285,55,'post_format','0'),(1286,55,'pyre_featured_image','no'),(1287,55,'pyre_overall_score','0'),(1288,55,'pyre_critera_1',''),(1289,55,'pyre_critera_1_score','0'),(1290,55,'pyre_critera_2',''),(1291,55,'pyre_critera_2_score','0'),(1292,55,'pyre_critera_3',''),(1293,55,'pyre_critera_3_score','0'),(1294,55,'pyre_critera_4',''),(1295,55,'pyre_critera_4_score','0'),(1296,55,'pyre_critera_5',''),(1297,55,'pyre_critera_5_score','0'),(1298,55,'post_mime_type',''),(1299,55,'ID','55'),(1300,55,'post_content','We know that fishing with circle hooks is better for the billfish that we catch while using normal, drop back techniques. In addition to this, there are times when we are required to fish with circle hooks, either by government regulations or by tournament rules. For these reasons, anglers have come up with a number of ways to rig ballyhoo with circle hooks. Many ways have been used to rig a ballyhoo to skip with a circle hook. A naked, skipping ballyhoo is a wonderful billfish bait but my absolute, favorite bait for white marlin is a naked, swimming ballyhoo.\r\n\r\nTo get a ballyhoo to swim with a J-hook, the classic split-bill rig is used. Trying to rig a split-bill ballyhoo with a circle hook does not work very well so other rigging techniques have been developed to get a ballyhoo to swim with a circle hook. One way is to use a swivel attached to the head of the ballyhoo. The circle hook is run through the ring of swivel. This rig swims great and it is an excel- lent fish catcher. A problem with it is that the ring on the swivel and the hook have to be perfectly matched. If the ring is too small, you cannot get the barb off the hook to slide through it. If the ring is too big, you risk the hook sliding out of the ring during your drop back. The solution to this is to get rid of the swivel. You can just use a loop in rigging wire in place of the swivel. The rigging wire is attached to the bend in the hook via a haywire twist. The loop is loose enough to allow the circle hook to move but small enough so that it cannot slide over the shank of the hook. This is another great rigging technique which also has a problem. Sometimes, the rigging wire will fatigue and break. This typically will happen at just the wrong moment.\r\n\r\nWhile helping Dr. John Graves of the Virginia Institute of Marine Science with his study of white marlin, I have been fortunate to spend a fair amount of time fishing with some of the best captains and mates in the world. These guys can rig a ballyhoo anyway you can think of and we have tried most of them. While fishing off of Venezuela, we learned another circle hook swimming rig. It has become my favorite for a number of reasons. It is simple to rig. It does not matter what hook you use which was a real advantage when we kept changing hooks as part of the study. Hooks do not fall out during drop back and there is no wire to fatigue and break.\r\n\r\n[gallery link=\"file\" columns=\"3\"]\r\n\r\nPrepare your ballyhoo how you normally prepare it for rigging. Remove the eyes. You can snip off the pectoral fins. I usually leave them alone as long as they are positioned normally along the body. If they are stuck forward, I cut them off. Cut or break the bill off square leaving about 1⁄2 inch of bill remaining. To rig your ballyhoo you simply need a piece of waxed rigging floss about twenty inches long and an egg sinker of 1/4 to 1/3 ounce to use for a chin weight. Fold the floss in half and tie an overhand knot at the tag end. Thread the loop end through the egg sinker and you are ready to rig your ballyhoo. Slide the loop over the head of the ballyhoo. Pass the floss under the gill plates on both sides. Position the egg sinker under the ballyhoo’s chin. Slide the tag end of your floss over the bill. Pull the tag ends apart and the knot will slide down, snug it up. Make sure the sinker is centered and the knot ties the mouth closed.\r\n\r\nNow, pass each tag end through the eyes from opposite sides and form another overhand knot with the tag ends under the ballyhoo. Pull the tag ends apart and snug the knot down behind the sinker. Form another overhand knot and snug it down again. Cut off the tag ends and you are ready to go fishing.\r\n\r\nYou now have a chin weighted ballyhoo with a harness. To fish it, simply slide your hook behind the harness where the knot is sitting on top of the ballyhoo’s mouth.\r\n\r\nYou can rig a bunch of these ahead of time and it does not matter which circle or even a J-hook that you are going to use. Ballyhoo rigged like this have proven to be very effective on sailfish, white marlin and blue marlin. It is easy to rig and it swims well. The next time you are fishing for billfish, give it a try.'),(1301,55,'post_excerpt',''),(1302,55,'to_ping',''),(1306,55,'meta','a:79:{i:1249;a:2:{s:3:\"key\";s:2:\"aa\";s:5:\"value\";s:4:\"2011\";}i:1223;a:2:{s:3:\"key\";s:6:\"action\";s:5:\"value\";s:8:\"editpost\";}i:1280;a:2:{s:3:\"key\";s:13:\"advanced_view\";s:5:\"value\";s:1:\"1\";}i:1232;a:2:{s:3:\"key\";s:13:\"autosavenonce\";s:5:\"value\";s:10:\"b6a823e0c3\";}i:1230;a:2:{s:3:\"key\";s:10:\"auto_draft\";s:5:\"value\";s:1:\"0\";}i:1234;a:2:{s:3:\"key\";s:20:\"closedpostboxesnonce\";s:5:\"value\";s:10:\"359ffb4b40\";}i:1281;a:2:{s:3:\"key\";s:14:\"comment_status\";s:5:\"value\";s:4:\"open\";}i:1273;a:2:{s:3:\"key\";s:7:\"content\";s:5:\"value\";s:4196:\"We know that fishing with circle hooks is better for the billfish that we catch while using normal, drop back techniques. In addition to this, there are times when we are required to fish with circle hooks, either by government regulations or by tournament rules. For these reasons, anglers have come up with a number of ways to rig ballyhoo with circle hooks. Many ways have been used to rig a ballyhoo to skip with a circle hook. A naked, skipping ballyhoo is a wonderful billfish bait but my absolute, favorite bait for white marlin is a naked, swimming ballyhoo.\r\n\r\nTo get a ballyhoo to swim with a J-hook, the classic split-bill rig is used. Trying to rig a split-bill ballyhoo with a circle hook does not work very well so other rigging techniques have been developed to get a ballyhoo to swim with a circle hook. One way is to use a swivel attached to the head of the ballyhoo. The circle hook is run through the ring of swivel. This rig swims great and it is an excel- lent fish catcher. A problem with it is that the ring on the swivel and the hook have to be perfectly matched. If the ring is too small, you cannot get the barb off the hook to slide through it. If the ring is too big, you risk the hook sliding out of the ring during your drop back. The solution to this is to get rid of the swivel. You can just use a loop in rigging wire in place of the swivel. The rigging wire is attached to the bend in the hook via a haywire twist. The loop is loose enough to allow the circle hook to move but small enough so that it cannot slide over the shank of the hook. This is another great rigging technique which also has a problem. Sometimes, the rigging wire will fatigue and break. This typically will happen at just the wrong moment.\r\n\r\nWhile helping Dr. John Graves of the Virginia Institute of Marine Science with his study of white marlin, I have been fortunate to spend a fair amount of time fishing with some of the best captains and mates in the world. These guys can rig a ballyhoo anyway you can think of and we have tried most of them. While fishing off of Venezuela, we learned another circle hook swimming rig. It has become my favorite for a number of reasons. It is simple to rig. It does not matter what hook you use which was a real advantage when we kept changing hooks as part of the study. Hooks do not fall out during drop back and there is no wire to fatigue and break.\r\n\r\n[gallery link=\"file\" columns=\"3\"]\r\n\r\nPrepare your ballyhoo how you normally prepare it for rigging. Remove the eyes. You can snip off the pectoral fins. I usually leave them alone as long as they are positioned normally along the body. If they are stuck forward, I cut them off. Cut or break the bill off square leaving about 1⁄2 inch of bill remaining. To rig your ballyhoo you simply need a piece of waxed rigging floss about twenty inches long and an egg sinker of 1/4 to 1/3 ounce to use for a chin weight. Fold the floss in half and tie an overhand knot at the tag end. Thread the loop end through the egg sinker and you are ready to rig your ballyhoo. Slide the loop over the head of the ballyhoo. Pass the floss under the gill plates on both sides. Position the egg sinker under the ballyhoo’s chin. Slide the tag end of your floss over the bill. Pull the tag ends apart and the knot will slide down, snug it up. Make sure the sinker is centered and the knot ties the mouth closed.\r\n\r\nNow, pass each tag end through the eyes from opposite sides and form another overhand knot with the tag ends under the ballyhoo. Pull the tag ends apart and snug the knot down behind the sinker. Form another overhand knot and snug it down again. Cut off the tag ends and you are ready to go fishing.\r\n\r\nYou now have a chin weighted ballyhoo with a harness. To fish it, simply slide your hook behind the harness where the knot is sitting on top of the ballyhoo’s mouth.\r\n\r\nYou can rig a bunch of these ahead of time and it does not matter which circle or even a J-hook that you are going to use. Ballyhoo rigged like this have proven to be very effective on sailfish, white marlin and blue marlin. It is easy to rig and it swims well. The next time you are fishing for billfish, give it a try.\";}i:1258;a:2:{s:3:\"key\";s:6:\"cur_aa\";s:5:\"value\";s:4:\"2011\";}i:1260;a:2:{s:3:\"key\";s:6:\"cur_hh\";s:5:\"value\";s:2:\"21\";}i:1256;a:2:{s:3:\"key\";s:6:\"cur_jj\";s:5:\"value\";s:2:\"05\";}i:1254;a:2:{s:3:\"key\";s:6:\"cur_mm\";s:5:\"value\";s:2:\"12\";}i:1262;a:2:{s:3:\"key\";s:6:\"cur_mn\";s:5:\"value\";s:2:\"18\";}i:1308;a:2:{s:3:\"key\";s:9:\"edit_date\";s:5:\"value\";s:1:\"1\";}i:1274;a:2:{s:3:\"key\";s:7:\"excerpt\";s:5:\"value\";s:0:\"\";}i:1235;a:2:{s:3:\"key\";s:14:\"gdsr_post_edit\";s:5:\"value\";s:4:\"edit\";}i:1239;a:2:{s:3:\"key\";s:23:\"gdsr_recc_vote_articles\";s:5:\"value\";s:1:\"H\";}i:1236;a:2:{s:3:\"key\";s:11:\"gdsr_review\";s:5:\"value\";s:2:\"-1\";}i:1237;a:2:{s:3:\"key\";s:19:\"gdsr_review_decimal\";s:5:\"value\";s:1:\"0\";}i:1238;a:2:{s:3:\"key\";s:18:\"gdsr_vote_articles\";s:5:\"value\";s:1:\"H\";}i:1250;a:2:{s:3:\"key\";s:2:\"hh\";s:5:\"value\";s:2:\"22\";}i:1257;a:2:{s:3:\"key\";s:9:\"hidden_aa\";s:5:\"value\";s:4:\"2011\";}i:1259;a:2:{s:3:\"key\";s:9:\"hidden_hh\";s:5:\"value\";s:2:\"22\";}i:1255;a:2:{s:3:\"key\";s:9:\"hidden_jj\";s:5:\"value\";s:2:\"01\";}i:1253;a:2:{s:3:\"key\";s:9:\"hidden_mm\";s:5:\"value\";s:2:\"07\";}i:1261;a:2:{s:3:\"key\";s:9:\"hidden_mn\";s:5:\"value\";s:2:\"31\";}i:1243;a:2:{s:3:\"key\";s:20:\"hidden_post_password\";s:5:\"value\";s:0:\"\";}i:1241;a:2:{s:3:\"key\";s:18:\"hidden_post_status\";s:5:\"value\";s:7:\"publish\";}i:1244;a:2:{s:3:\"key\";s:22:\"hidden_post_visibility\";s:5:\"value\";s:6:\"public\";}i:1299;a:2:{s:3:\"key\";s:2:\"ID\";s:5:\"value\";s:2:\"55\";}i:1248;a:2:{s:3:\"key\";s:2:\"jj\";s:5:\"value\";s:2:\"01\";}i:1233;a:2:{s:3:\"key\";s:20:\"meta-box-order-nonce\";s:5:\"value\";s:10:\"004ad66a29\";}i:1277;a:2:{s:3:\"key\";s:12:\"metakeyinput\";s:5:\"value\";s:0:\"\";}i:1276;a:2:{s:3:\"key\";s:13:\"metakeyselect\";s:5:\"value\";s:6:\"#NONE#\";}i:1278;a:2:{s:3:\"key\";s:9:\"metavalue\";s:5:\"value\";s:0:\"\";}i:1247;a:2:{s:3:\"key\";s:2:\"mm\";s:5:\"value\";s:2:\"07\";}i:1251;a:2:{s:3:\"key\";s:2:\"mn\";s:5:\"value\";s:2:\"31\";}i:1266;a:2:{s:3:\"key\";s:11:\"newcategory\";s:5:\"value\";s:17:\"New Category Name\";}i:1267;a:2:{s:3:\"key\";s:18:\"newcategory_parent\";s:5:\"value\";s:2:\"-1\";}i:1224;a:2:{s:3:\"key\";s:14:\"originalaction\";s:5:\"value\";s:8:\"editpost\";}i:1227;a:2:{s:3:\"key\";s:20:\"original_post_status\";s:5:\"value\";s:7:\"publish\";}i:1263;a:2:{s:3:\"key\";s:16:\"original_publish\";s:5:\"value\";s:6:\"Update\";}i:1282;a:2:{s:3:\"key\";s:11:\"ping_status\";s:5:\"value\";s:4:\"open\";}i:1225;a:2:{s:3:\"key\";s:11:\"post_author\";s:5:\"value\";s:1:\"1\";}i:1284;a:2:{s:3:\"key\";s:20:\"post_author_override\";s:5:\"value\";s:1:\"1\";}i:1300;a:2:{s:3:\"key\";s:12:\"post_content\";s:5:\"value\";s:4196:\"We know that fishing with circle hooks is better for the billfish that we catch while using normal, drop back techniques. In addition to this, there are times when we are required to fish with circle hooks, either by government regulations or by tournament rules. For these reasons, anglers have come up with a number of ways to rig ballyhoo with circle hooks. Many ways have been used to rig a ballyhoo to skip with a circle hook. A naked, skipping ballyhoo is a wonderful billfish bait but my absolute, favorite bait for white marlin is a naked, swimming ballyhoo.\r\n\r\nTo get a ballyhoo to swim with a J-hook, the classic split-bill rig is used. Trying to rig a split-bill ballyhoo with a circle hook does not work very well so other rigging techniques have been developed to get a ballyhoo to swim with a circle hook. One way is to use a swivel attached to the head of the ballyhoo. The circle hook is run through the ring of swivel. This rig swims great and it is an excel- lent fish catcher. A problem with it is that the ring on the swivel and the hook have to be perfectly matched. If the ring is too small, you cannot get the barb off the hook to slide through it. If the ring is too big, you risk the hook sliding out of the ring during your drop back. The solution to this is to get rid of the swivel. You can just use a loop in rigging wire in place of the swivel. The rigging wire is attached to the bend in the hook via a haywire twist. The loop is loose enough to allow the circle hook to move but small enough so that it cannot slide over the shank of the hook. This is another great rigging technique which also has a problem. Sometimes, the rigging wire will fatigue and break. This typically will happen at just the wrong moment.\r\n\r\nWhile helping Dr. John Graves of the Virginia Institute of Marine Science with his study of white marlin, I have been fortunate to spend a fair amount of time fishing with some of the best captains and mates in the world. These guys can rig a ballyhoo anyway you can think of and we have tried most of them. While fishing off of Venezuela, we learned another circle hook swimming rig. It has become my favorite for a number of reasons. It is simple to rig. It does not matter what hook you use which was a real advantage when we kept changing hooks as part of the study. Hooks do not fall out during drop back and there is no wire to fatigue and break.\r\n\r\n[gallery link=\"file\" columns=\"3\"]\r\n\r\nPrepare your ballyhoo how you normally prepare it for rigging. Remove the eyes. You can snip off the pectoral fins. I usually leave them alone as long as they are positioned normally along the body. If they are stuck forward, I cut them off. Cut or break the bill off square leaving about 1⁄2 inch of bill remaining. To rig your ballyhoo you simply need a piece of waxed rigging floss about twenty inches long and an egg sinker of 1/4 to 1/3 ounce to use for a chin weight. Fold the floss in half and tie an overhand knot at the tag end. Thread the loop end through the egg sinker and you are ready to rig your ballyhoo. Slide the loop over the head of the ballyhoo. Pass the floss under the gill plates on both sides. Position the egg sinker under the ballyhoo’s chin. Slide the tag end of your floss over the bill. Pull the tag ends apart and the knot will slide down, snug it up. Make sure the sinker is centered and the knot ties the mouth closed.\r\n\r\nNow, pass each tag end through the eyes from opposite sides and form another overhand knot with the tag ends under the ballyhoo. Pull the tag ends apart and snug the knot down behind the sinker. Form another overhand knot and snug it down again. Cut off the tag ends and you are ready to go fishing.\r\n\r\nYou now have a chin weighted ballyhoo with a harness. To fish it, simply slide your hook behind the harness where the knot is sitting on top of the ballyhoo’s mouth.\r\n\r\nYou can rig a bunch of these ahead of time and it does not matter which circle or even a J-hook that you are going to use. Ballyhoo rigged like this have proven to be very effective on sailfish, white marlin and blue marlin. It is easy to rig and it swims well. The next time you are fishing for billfish, give it a try.\";}i:1309;a:2:{s:3:\"key\";s:9:\"post_date\";s:5:\"value\";s:19:\"2011-07-01 22:31:20\";}i:1310;a:2:{s:3:\"key\";s:13:\"post_date_gmt\";s:5:\"value\";s:19:\"2011-07-01 22:31:20\";}i:1301;a:2:{s:3:\"key\";s:12:\"post_excerpt\";s:5:\"value\";s:0:\"\";}i:1285;a:2:{s:3:\"key\";s:11:\"post_format\";s:5:\"value\";s:1:\"0\";}i:1231;a:2:{s:3:\"key\";s:7:\"post_ID\";s:5:\"value\";s:2:\"55\";}i:1298;a:2:{s:3:\"key\";s:14:\"post_mime_type\";s:5:\"value\";s:0:\"\";}i:1283;a:2:{s:3:\"key\";s:9:\"post_name\";s:5:\"value\";s:18:\"swim-a-circle-hook\";}i:1246;a:2:{s:3:\"key\";s:13:\"post_password\";s:5:\"value\";s:0:\"\";}i:1242;a:2:{s:3:\"key\";s:11:\"post_status\";s:5:\"value\";s:7:\"publish\";}i:1271;a:2:{s:3:\"key\";s:10:\"post_title\";s:5:\"value\";s:18:\"Swim a Circle Hook\";}i:1226;a:2:{s:3:\"key\";s:9:\"post_type\";s:5:\"value\";s:4:\"post\";}i:1264;a:2:{s:3:\"key\";s:7:\"publish\";s:5:\"value\";s:7:\"Publish\";}i:1288;a:2:{s:3:\"key\";s:14:\"pyre_critera_1\";s:5:\"value\";s:0:\"\";}i:1289;a:2:{s:3:\"key\";s:20:\"pyre_critera_1_score\";s:5:\"value\";s:1:\"0\";}i:1290;a:2:{s:3:\"key\";s:14:\"pyre_critera_2\";s:5:\"value\";s:0:\"\";}i:1291;a:2:{s:3:\"key\";s:20:\"pyre_critera_2_score\";s:5:\"value\";s:1:\"0\";}i:1292;a:2:{s:3:\"key\";s:14:\"pyre_critera_3\";s:5:\"value\";s:0:\"\";}i:1293;a:2:{s:3:\"key\";s:20:\"pyre_critera_3_score\";s:5:\"value\";s:1:\"0\";}i:1294;a:2:{s:3:\"key\";s:14:\"pyre_critera_4\";s:5:\"value\";s:0:\"\";}i:1295;a:2:{s:3:\"key\";s:20:\"pyre_critera_4_score\";s:5:\"value\";s:1:\"0\";}i:1296;a:2:{s:3:\"key\";s:14:\"pyre_critera_5\";s:5:\"value\";s:0:\"\";}i:1297;a:2:{s:3:\"key\";s:20:\"pyre_critera_5_score\";s:5:\"value\";s:1:\"0\";}i:1286;a:2:{s:3:\"key\";s:19:\"pyre_featured_image\";s:5:\"value\";s:3:\"yes\";}i:1287;a:2:{s:3:\"key\";s:18:\"pyre_overall_score\";s:5:\"value\";s:1:\"0\";}i:1228;a:2:{s:3:\"key\";s:10:\"referredby\";s:5:\"value\";s:77:\"http://www.coastalmariner.com/wp-admin/post.php?post=55&action=edit&message=1\";}i:1272;a:2:{s:3:\"key\";s:20:\"samplepermalinknonce\";s:5:\"value\";s:10:\"73f0e14b6e\";}i:1305;a:2:{s:3:\"key\";s:4:\"save\";s:5:\"value\";s:6:\"Update\";}i:1252;a:2:{s:3:\"key\";s:2:\"ss\";s:5:\"value\";s:2:\"20\";}i:1302;a:2:{s:3:\"key\";s:7:\"to_ping\";s:5:\"value\";s:0:\"\";}i:1275;a:2:{s:3:\"key\";s:13:\"trackback_url\";s:5:\"value\";s:0:\"\";}i:1222;a:2:{s:3:\"key\";s:7:\"user_ID\";s:5:\"value\";s:1:\"1\";}i:1245;a:2:{s:3:\"key\";s:10:\"visibility\";s:5:\"value\";s:6:\"public\";}i:1240;a:2:{s:3:\"key\";s:10:\"wp-preview\";s:5:\"value\";s:0:\"\";}}'),(1305,55,'save','Update'),(1307,55,'_ajax_nonce','3cb46828b2'),(1308,55,'edit_date','1'),(1309,55,'post_date','2011-07-01 22:31:20'),(1310,55,'post_date_gmt','2011-07-01 22:31:20'),(1314,58,'_edit_lock','1323120980:1'),(1313,58,'_edit_last','1'),(1315,58,'_wpnonce','ffa1166cf9'),(1316,58,'_wp_http_referer','/cm/wp-admin/post.php?post=58&action=edit&message=1'),(1317,58,'user_ID','1'),(1318,58,'action','editpost'),(1319,58,'originalaction','editpost'),(1320,58,'post_author','1'),(1321,58,'post_type','post'),(1322,58,'original_post_status','publish'),(1323,58,'referredby','http://www.coastalmariner.com/wp-admin/post.php?post=58&action=edit&message=1'),(1324,58,'_wp_original_http_referer','http://www.coastalmariner.com/wp-admin/post.php?post=58&action=edit&message=1'),(1325,58,'auto_draft','0'),(1326,58,'post_ID','58'),(1327,58,'autosavenonce','b6a823e0c3'),(1328,58,'meta-box-order-nonce','004ad66a29'),(1329,58,'closedpostboxesnonce','359ffb4b40'),(1330,58,'gdsr_post_edit','edit'),(1331,58,'gdsr_review','-1'),(1332,58,'gdsr_review_decimal','0'),(1333,58,'gdsr_vote_articles','H'),(1334,58,'gdsr_recc_vote_articles','H'),(1335,58,'wp-preview',''),(1336,58,'hidden_post_status','publish'),(1337,58,'post_status','publish'),(1338,58,'hidden_post_password',''),(1339,58,'hidden_post_visibility','public'),(1340,58,'visibility','public'),(1341,58,'post_password',''),(1342,58,'mm','07'),(1343,58,'jj','01'),(1344,58,'aa','2011'),(1345,58,'hh','22'),(1346,58,'mn','32'),(1347,58,'ss','12'),(1348,58,'hidden_mm','07'),(1349,58,'cur_mm','12'),(1350,58,'hidden_jj','01'),(1351,58,'cur_jj','05'),(1352,58,'hidden_aa','2011'),(1353,58,'cur_aa','2011'),(1354,58,'hidden_hh','22'),(1355,58,'cur_hh','21'),(1356,58,'hidden_mn','32'),(1357,58,'cur_mn','35'),(1358,58,'original_publish','Update'),(1359,58,'publish','Publish'),(1360,58,'post_category','a:3:{i:0;s:1:\"0\";i:1;s:1:\"7\";i:2;s:1:\"3\";}'),(1361,58,'newcategory','New Category Name'),(1362,58,'newcategory_parent','-1'),(1363,58,'_ajax_nonce-add-category','6401987157'),(1364,58,'tax_input','a:1:{s:8:\"post_tag\";s:20:\"fishing knots,how-to\";}'),(1365,58,'newtag','a:1:{s:8:\"post_tag\";s:0:\"\";}'),(1366,58,'post_title','8 Fishing Knots to Know'),(1367,58,'samplepermalinknonce','73f0e14b6e'),(1368,58,'content','<em>By Aaron Derr</em>\r\n\r\nA novice fisherman will hit the water armed only with the knowledge of an overhand knot. A real angler wouldn’t dare venture out with such a limited arsenal.\r\nDifferent situations call for different knots. The knots needed for tying fishing line to a hook are different from the knots needed to join two sections of line together.\r\n\r\nTo be prepared for anything, learn these knots before you hit the water.\r\n<h2>IMPROVED CLINCH KNOT</h2>\r\n<h2><a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/improvedcinch.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-287\" title=\"improved cinch\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/improvedcinch-150x150.jpg\" alt=\"\" width=\"150\" height=\"150\" /></a></h2>\r\n(for tying line to a hook)\r\n<ol>\r\n	<li>Thread the line through the eye of the hook, then make 5 to 7 wraps around the line with the loose end.</li>\r\n	<li>Thread the loose end of the line through the loop closest to the eye, then back around inside the loose section of line.</li>\r\n	<li>Pull both ends of the line until tight.</li>\r\n	<li>Trim the loose end of the line if necessary.</li>\r\n</ol>\r\n<h2>TURLE KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/turtle.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-291\" title=\"turle knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/turtle-150x150.jpg\" alt=\"turle knot\" width=\"150\" height=\"150\" /></a>(for tying thin line to a small hook)\r\n<ol>\r\n	<li>Run the line through the eye of the hook, then tie a loose double overhand knot in the end of the line.</li>\r\n	<li>Pass the open loop over the hook and tighten the whole thing so that the loop tightens around the eye.</li>\r\n</ol>\r\n<h2>BLOOD KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/blood.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-292\" title=\"blood knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/blood-150x150.jpg\" alt=\"blood knot\" width=\"150\" height=\"150\" /></a>(for joining two sections of line together)\r\n<ol>\r\n	<li>Line up the ends of each line together for several inches, then wrap the first line around the second at least five times.</li>\r\n	<li>Wrap the second around the first at least five times, and bring both loose ends back to the middle between the two lines.</li>\r\n	<li>Pull tight on each line until the knot is snug.</li>\r\n</ol>\r\n<h2>PALOMAR KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/parla.png\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-293\" title=\"palomar knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/parla-150x150.png\" alt=\"palomar knot\" width=\"150\" height=\"150\" /></a>(for tying line to a hook)\r\n<ol>\r\n	<li>Double your line to make a loop, then push the loop through the eye of your hook.</li>\r\n	<li>Tie a loose overhand knot.</li>\r\n	<li>Pass the loop around the end of the hook and pull on the line to tighten.</li>\r\n</ol>\r\n<h2>DOUBLE SURGEON\'S LOOP</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/doubleSurgeon.png\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-295\" title=\"doubleSurgeon\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/doubleSurgeon-150x150.png\" alt=\"\" width=\"150\" height=\"150\" /></a>(for forming a loop in the end of a line)\r\n<ol>\r\n	<li>Fold over the end of the line to make a double line, then tie a single overhand knot.</li>\r\n	<li>Pass the loop through the hole in the overhand knot one more time.</li>\r\n	<li>Moisten the knot and tighten.</li>\r\n</ol>\r\n<h2>WIRE LINE TO MONO KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/wireline.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-296\" title=\"wireline\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/wireline-150x120.jpg\" alt=\"\" width=\"150\" height=\"120\" /></a>(for attaching wire line to monofilament)\r\n<ol>\r\n	<li>Fold four inches of wire line back over itself to form a bend at the end of the line.</li>\r\n</ol>\r\n<h2>TUCKED SHEET BEND</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/sheep.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-297\" title=\"tucked sheet bend knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/sheep-150x63.jpg\" alt=\"tucked sheet bend knot\" width=\"150\" height=\"63\" /></a>(for attaching line to a leader loop, or snelled hook to the line)\r\n<ol>\r\n	<li>Pass the end of the line through the loop, then make a simple sheet bend knot.</li>\r\n	<li>Pass the end of the line back through the loop of the sheet bend.</li>\r\n	<li>Tighten until snug.</li>\r\n</ol>\r\n<h2>SNELLING A HOOK</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/snelling.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-298\" title=\"snelling a hook\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/snelling-150x144.jpg\" alt=\"snelling a hook\" width=\"150\" height=\"144\" /></a>(for attaching monofilament to a hook)\r\n<ol>\r\n	<li>Pass the end of the line through the eye of the hook twice, creating a loop that hangs alongside the hook.</li>\r\n	<li>Wrap the loop around the hook, forming tight coils, 5 to 10 times.</li>\r\n	<li>Holding the coils in place with one finger, pull the line up until the loop is snug under the coils.</li>\r\n</ol>'),(1369,58,'excerpt',''),(1370,58,'trackback_url',''),(1371,58,'metakeyselect','#NONE#'),(1372,58,'metakeyinput',''),(1373,58,'metavalue',''),(1374,58,'_ajax_nonce-add-meta','dbe012fbf0'),(1375,58,'advanced_view','1'),(1376,58,'comment_status','open'),(1377,58,'ping_status','open'),(1378,58,'post_name','8-fishing-knots-to-know'),(1379,58,'post_author_override','1'),(1380,58,'post_format','0'),(1381,58,'pyre_featured_image','no'),(1382,58,'pyre_overall_score','0'),(1383,58,'pyre_critera_1',''),(1384,58,'pyre_critera_1_score','0'),(1385,58,'pyre_critera_2',''),(1386,58,'pyre_critera_2_score','0'),(1387,58,'pyre_critera_3',''),(1388,58,'pyre_critera_3_score','0'),(1389,58,'pyre_critera_4',''),(1390,58,'pyre_critera_4_score','0'),(1391,58,'pyre_critera_5',''),(1392,58,'pyre_critera_5_score','0'),(1393,58,'post_mime_type',''),(1394,58,'ID','58'),(1395,58,'post_content','<em>By Aaron Derr</em>\r\n\r\nA novice fisherman will hit the water armed only with the knowledge of an overhand knot. A real angler wouldn’t dare venture out with such a limited arsenal.\r\nDifferent situations call for different knots. The knots needed for tying fishing line to a hook are different from the knots needed to join two sections of line together.\r\n\r\nTo be prepared for anything, learn these knots before you hit the water.\r\n<h2>IMPROVED CLINCH KNOT</h2>\r\n<h2><a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/improvedcinch.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-287\" title=\"improved cinch\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/improvedcinch-150x150.jpg\" alt=\"\" width=\"150\" height=\"150\" /></a></h2>\r\n(for tying line to a hook)\r\n<ol>\r\n	<li>Thread the line through the eye of the hook, then make 5 to 7 wraps around the line with the loose end.</li>\r\n	<li>Thread the loose end of the line through the loop closest to the eye, then back around inside the loose section of line.</li>\r\n	<li>Pull both ends of the line until tight.</li>\r\n	<li>Trim the loose end of the line if necessary.</li>\r\n</ol>\r\n<h2>TURLE KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/turtle.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-291\" title=\"turle knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/turtle-150x150.jpg\" alt=\"turle knot\" width=\"150\" height=\"150\" /></a>(for tying thin line to a small hook)\r\n<ol>\r\n	<li>Run the line through the eye of the hook, then tie a loose double overhand knot in the end of the line.</li>\r\n	<li>Pass the open loop over the hook and tighten the whole thing so that the loop tightens around the eye.</li>\r\n</ol>\r\n<h2>BLOOD KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/blood.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-292\" title=\"blood knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/blood-150x150.jpg\" alt=\"blood knot\" width=\"150\" height=\"150\" /></a>(for joining two sections of line together)\r\n<ol>\r\n	<li>Line up the ends of each line together for several inches, then wrap the first line around the second at least five times.</li>\r\n	<li>Wrap the second around the first at least five times, and bring both loose ends back to the middle between the two lines.</li>\r\n	<li>Pull tight on each line until the knot is snug.</li>\r\n</ol>\r\n<h2>PALOMAR KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/parla.png\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-293\" title=\"palomar knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/parla-150x150.png\" alt=\"palomar knot\" width=\"150\" height=\"150\" /></a>(for tying line to a hook)\r\n<ol>\r\n	<li>Double your line to make a loop, then push the loop through the eye of your hook.</li>\r\n	<li>Tie a loose overhand knot.</li>\r\n	<li>Pass the loop around the end of the hook and pull on the line to tighten.</li>\r\n</ol>\r\n<h2>DOUBLE SURGEON\'S LOOP</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/doubleSurgeon.png\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-295\" title=\"doubleSurgeon\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/doubleSurgeon-150x150.png\" alt=\"\" width=\"150\" height=\"150\" /></a>(for forming a loop in the end of a line)\r\n<ol>\r\n	<li>Fold over the end of the line to make a double line, then tie a single overhand knot.</li>\r\n	<li>Pass the loop through the hole in the overhand knot one more time.</li>\r\n	<li>Moisten the knot and tighten.</li>\r\n</ol>\r\n<h2>WIRE LINE TO MONO KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/wireline.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-296\" title=\"wireline\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/wireline-150x120.jpg\" alt=\"\" width=\"150\" height=\"120\" /></a>(for attaching wire line to monofilament)\r\n<ol>\r\n	<li>Fold four inches of wire line back over itself to form a bend at the end of the line.</li>\r\n</ol>\r\n<h2>TUCKED SHEET BEND</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/sheep.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-297\" title=\"tucked sheet bend knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/sheep-150x63.jpg\" alt=\"tucked sheet bend knot\" width=\"150\" height=\"63\" /></a>(for attaching line to a leader loop, or snelled hook to the line)\r\n<ol>\r\n	<li>Pass the end of the line through the loop, then make a simple sheet bend knot.</li>\r\n	<li>Pass the end of the line back through the loop of the sheet bend.</li>\r\n	<li>Tighten until snug.</li>\r\n</ol>\r\n<h2>SNELLING A HOOK</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/snelling.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-298\" title=\"snelling a hook\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/snelling-150x144.jpg\" alt=\"snelling a hook\" width=\"150\" height=\"144\" /></a>(for attaching monofilament to a hook)\r\n<ol>\r\n	<li>Pass the end of the line through the eye of the hook twice, creating a loop that hangs alongside the hook.</li>\r\n	<li>Wrap the loop around the hook, forming tight coils, 5 to 10 times.</li>\r\n	<li>Holding the coils in place with one finger, pull the line up until the loop is snug under the coils.</li>\r\n</ol>'),(1396,58,'post_excerpt',''),(1397,58,'to_ping',''),(1398,58,'edit_date','1'),(1399,58,'post_date','2011-07-01 22:32:12'),(1400,58,'post_date_gmt','2011-07-01 22:32:12'),(1403,58,'save','Update'),(1404,58,'meta','a:79:{i:1344;a:2:{s:3:\"key\";s:2:\"aa\";s:5:\"value\";s:4:\"2011\";}i:1318;a:2:{s:3:\"key\";s:6:\"action\";s:5:\"value\";s:8:\"editpost\";}i:1375;a:2:{s:3:\"key\";s:13:\"advanced_view\";s:5:\"value\";s:1:\"1\";}i:1327;a:2:{s:3:\"key\";s:13:\"autosavenonce\";s:5:\"value\";s:10:\"b6a823e0c3\";}i:1325;a:2:{s:3:\"key\";s:10:\"auto_draft\";s:5:\"value\";s:1:\"0\";}i:1329;a:2:{s:3:\"key\";s:20:\"closedpostboxesnonce\";s:5:\"value\";s:10:\"359ffb4b40\";}i:1376;a:2:{s:3:\"key\";s:14:\"comment_status\";s:5:\"value\";s:4:\"open\";}i:1368;a:2:{s:3:\"key\";s:7:\"content\";s:5:\"value\";s:5451:\"<em>By Aaron Derr</em>\r\n\r\nA novice fisherman will hit the water armed only with the knowledge of an overhand knot. A real angler wouldn’t dare venture out with such a limited arsenal.\r\nDifferent situations call for different knots. The knots needed for tying fishing line to a hook are different from the knots needed to join two sections of line together.\r\n\r\nTo be prepared for anything, learn these knots before you hit the water.\r\n<h2>IMPROVED CLINCH KNOT</h2>\r\n<h2><a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/improvedcinch.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-287\" title=\"improved cinch\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/improvedcinch-150x150.jpg\" alt=\"\" width=\"150\" height=\"150\" /></a></h2>\r\n(for tying line to a hook)\r\n<ol>\r\n	<li>Thread the line through the eye of the hook, then make 5 to 7 wraps around the line with the loose end.</li>\r\n	<li>Thread the loose end of the line through the loop closest to the eye, then back around inside the loose section of line.</li>\r\n	<li>Pull both ends of the line until tight.</li>\r\n	<li>Trim the loose end of the line if necessary.</li>\r\n</ol>\r\n<h2>TURLE KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/turtle.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-291\" title=\"turle knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/turtle-150x150.jpg\" alt=\"turle knot\" width=\"150\" height=\"150\" /></a>(for tying thin line to a small hook)\r\n<ol>\r\n	<li>Run the line through the eye of the hook, then tie a loose double overhand knot in the end of the line.</li>\r\n	<li>Pass the open loop over the hook and tighten the whole thing so that the loop tightens around the eye.</li>\r\n</ol>\r\n<h2>BLOOD KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/blood.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-292\" title=\"blood knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/blood-150x150.jpg\" alt=\"blood knot\" width=\"150\" height=\"150\" /></a>(for joining two sections of line together)\r\n<ol>\r\n	<li>Line up the ends of each line together for several inches, then wrap the first line around the second at least five times.</li>\r\n	<li>Wrap the second around the first at least five times, and bring both loose ends back to the middle between the two lines.</li>\r\n	<li>Pull tight on each line until the knot is snug.</li>\r\n</ol>\r\n<h2>PALOMAR KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/parla.png\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-293\" title=\"palomar knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/parla-150x150.png\" alt=\"palomar knot\" width=\"150\" height=\"150\" /></a>(for tying line to a hook)\r\n<ol>\r\n	<li>Double your line to make a loop, then push the loop through the eye of your hook.</li>\r\n	<li>Tie a loose overhand knot.</li>\r\n	<li>Pass the loop around the end of the hook and pull on the line to tighten.</li>\r\n</ol>\r\n<h2>DOUBLE SURGEON\'S LOOP</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/doubleSurgeon.png\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-295\" title=\"doubleSurgeon\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/doubleSurgeon-150x150.png\" alt=\"\" width=\"150\" height=\"150\" /></a>(for forming a loop in the end of a line)\r\n<ol>\r\n	<li>Fold over the end of the line to make a double line, then tie a single overhand knot.</li>\r\n	<li>Pass the loop through the hole in the overhand knot one more time.</li>\r\n	<li>Moisten the knot and tighten.</li>\r\n</ol>\r\n<h2>WIRE LINE TO MONO KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/wireline.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-296\" title=\"wireline\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/wireline-150x120.jpg\" alt=\"\" width=\"150\" height=\"120\" /></a>(for attaching wire line to monofilament)\r\n<ol>\r\n	<li>Fold four inches of wire line back over itself to form a bend at the end of the line.</li>\r\n</ol>\r\n<h2>TUCKED SHEET BEND</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/sheep.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-297\" title=\"tucked sheet bend knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/sheep-150x63.jpg\" alt=\"tucked sheet bend knot\" width=\"150\" height=\"63\" /></a>(for attaching line to a leader loop, or snelled hook to the line)\r\n<ol>\r\n	<li>Pass the end of the line through the loop, then make a simple sheet bend knot.</li>\r\n	<li>Pass the end of the line back through the loop of the sheet bend.</li>\r\n	<li>Tighten until snug.</li>\r\n</ol>\r\n<h2>SNELLING A HOOK</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/snelling.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-298\" title=\"snelling a hook\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/snelling-150x144.jpg\" alt=\"snelling a hook\" width=\"150\" height=\"144\" /></a>(for attaching monofilament to a hook)\r\n<ol>\r\n	<li>Pass the end of the line through the eye of the hook twice, creating a loop that hangs alongside the hook.</li>\r\n	<li>Wrap the loop around the hook, forming tight coils, 5 to 10 times.</li>\r\n	<li>Holding the coils in place with one finger, pull the line up until the loop is snug under the coils.</li>\r\n</ol>\";}i:1353;a:2:{s:3:\"key\";s:6:\"cur_aa\";s:5:\"value\";s:4:\"2011\";}i:1355;a:2:{s:3:\"key\";s:6:\"cur_hh\";s:5:\"value\";s:2:\"21\";}i:1351;a:2:{s:3:\"key\";s:6:\"cur_jj\";s:5:\"value\";s:2:\"05\";}i:1349;a:2:{s:3:\"key\";s:6:\"cur_mm\";s:5:\"value\";s:2:\"12\";}i:1357;a:2:{s:3:\"key\";s:6:\"cur_mn\";s:5:\"value\";s:2:\"34\";}i:1398;a:2:{s:3:\"key\";s:9:\"edit_date\";s:5:\"value\";s:1:\"1\";}i:1369;a:2:{s:3:\"key\";s:7:\"excerpt\";s:5:\"value\";s:0:\"\";}i:1330;a:2:{s:3:\"key\";s:14:\"gdsr_post_edit\";s:5:\"value\";s:4:\"edit\";}i:1334;a:2:{s:3:\"key\";s:23:\"gdsr_recc_vote_articles\";s:5:\"value\";s:1:\"H\";}i:1331;a:2:{s:3:\"key\";s:11:\"gdsr_review\";s:5:\"value\";s:2:\"-1\";}i:1332;a:2:{s:3:\"key\";s:19:\"gdsr_review_decimal\";s:5:\"value\";s:1:\"0\";}i:1333;a:2:{s:3:\"key\";s:18:\"gdsr_vote_articles\";s:5:\"value\";s:1:\"H\";}i:1345;a:2:{s:3:\"key\";s:2:\"hh\";s:5:\"value\";s:2:\"22\";}i:1352;a:2:{s:3:\"key\";s:9:\"hidden_aa\";s:5:\"value\";s:4:\"2011\";}i:1354;a:2:{s:3:\"key\";s:9:\"hidden_hh\";s:5:\"value\";s:2:\"22\";}i:1350;a:2:{s:3:\"key\";s:9:\"hidden_jj\";s:5:\"value\";s:2:\"01\";}i:1348;a:2:{s:3:\"key\";s:9:\"hidden_mm\";s:5:\"value\";s:2:\"07\";}i:1356;a:2:{s:3:\"key\";s:9:\"hidden_mn\";s:5:\"value\";s:2:\"32\";}i:1338;a:2:{s:3:\"key\";s:20:\"hidden_post_password\";s:5:\"value\";s:0:\"\";}i:1336;a:2:{s:3:\"key\";s:18:\"hidden_post_status\";s:5:\"value\";s:7:\"publish\";}i:1339;a:2:{s:3:\"key\";s:22:\"hidden_post_visibility\";s:5:\"value\";s:6:\"public\";}i:1394;a:2:{s:3:\"key\";s:2:\"ID\";s:5:\"value\";s:2:\"58\";}i:1343;a:2:{s:3:\"key\";s:2:\"jj\";s:5:\"value\";s:2:\"01\";}i:1328;a:2:{s:3:\"key\";s:20:\"meta-box-order-nonce\";s:5:\"value\";s:10:\"004ad66a29\";}i:1372;a:2:{s:3:\"key\";s:12:\"metakeyinput\";s:5:\"value\";s:0:\"\";}i:1371;a:2:{s:3:\"key\";s:13:\"metakeyselect\";s:5:\"value\";s:6:\"#NONE#\";}i:1373;a:2:{s:3:\"key\";s:9:\"metavalue\";s:5:\"value\";s:0:\"\";}i:1342;a:2:{s:3:\"key\";s:2:\"mm\";s:5:\"value\";s:2:\"07\";}i:1346;a:2:{s:3:\"key\";s:2:\"mn\";s:5:\"value\";s:2:\"32\";}i:1361;a:2:{s:3:\"key\";s:11:\"newcategory\";s:5:\"value\";s:17:\"New 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A real angler wouldn’t dare venture out with such a limited arsenal.\r\nDifferent situations call for different knots. The knots needed for tying fishing line to a hook are different from the knots needed to join two sections of line together.\r\n\r\nTo be prepared for anything, learn these knots before you hit the water.\r\n<h2>IMPROVED CLINCH KNOT</h2>\r\n<h2><a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/improvedcinch.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-287\" title=\"improved cinch\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/improvedcinch-150x150.jpg\" alt=\"\" width=\"150\" height=\"150\" /></a></h2>\r\n(for tying line to a hook)\r\n<ol>\r\n	<li>Thread the line through the eye of the hook, then make 5 to 7 wraps around the line with the loose end.</li>\r\n	<li>Thread the loose end of the line through the loop closest to the eye, then back around inside the loose section of line.</li>\r\n	<li>Pull both ends of the line until tight.</li>\r\n	<li>Trim the loose end of the line if necessary.</li>\r\n</ol>\r\n<h2>TURLE KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/turtle.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-291\" title=\"turle knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/turtle-150x150.jpg\" alt=\"turle knot\" width=\"150\" height=\"150\" /></a>(for tying thin line to a small hook)\r\n<ol>\r\n	<li>Run the line through the eye of the hook, then tie a loose double overhand knot in the end of the line.</li>\r\n	<li>Pass the open loop over the hook and tighten the whole thing so that the loop tightens around the eye.</li>\r\n</ol>\r\n<h2>BLOOD KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/blood.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-292\" title=\"blood knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/blood-150x150.jpg\" alt=\"blood knot\" width=\"150\" height=\"150\" /></a>(for joining two sections of line together)\r\n<ol>\r\n	<li>Line up the ends of each line together for several inches, then wrap the first line around the second at least five times.</li>\r\n	<li>Wrap the second around the first at least five times, and bring both loose ends back to the middle between the two lines.</li>\r\n	<li>Pull tight on each line until the knot is snug.</li>\r\n</ol>\r\n<h2>PALOMAR KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/parla.png\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-293\" title=\"palomar knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/parla-150x150.png\" alt=\"palomar knot\" width=\"150\" height=\"150\" /></a>(for tying line to a hook)\r\n<ol>\r\n	<li>Double your line to make a loop, then push the loop through the eye of your hook.</li>\r\n	<li>Tie a loose overhand knot.</li>\r\n	<li>Pass the loop around the end of the hook and pull on the line to tighten.</li>\r\n</ol>\r\n<h2>DOUBLE SURGEON\'S LOOP</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/doubleSurgeon.png\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-295\" title=\"doubleSurgeon\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/doubleSurgeon-150x150.png\" alt=\"\" width=\"150\" height=\"150\" /></a>(for forming a loop in the end of a line)\r\n<ol>\r\n	<li>Fold over the end of the line to make a double line, then tie a single overhand knot.</li>\r\n	<li>Pass the loop through the hole in the overhand knot one more time.</li>\r\n	<li>Moisten the knot and tighten.</li>\r\n</ol>\r\n<h2>WIRE LINE TO MONO KNOT</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/wireline.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-296\" title=\"wireline\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/wireline-150x120.jpg\" alt=\"\" width=\"150\" height=\"120\" /></a>(for attaching wire line to monofilament)\r\n<ol>\r\n	<li>Fold four inches of wire line back over itself to form a bend at the end of the line.</li>\r\n</ol>\r\n<h2>TUCKED SHEET BEND</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/sheep.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-297\" title=\"tucked sheet bend knot\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/sheep-150x63.jpg\" alt=\"tucked sheet bend knot\" width=\"150\" height=\"63\" /></a>(for attaching line to a leader loop, or snelled hook to the line)\r\n<ol>\r\n	<li>Pass the end of the line through the loop, then make a simple sheet bend knot.</li>\r\n	<li>Pass the end of the line back through the loop of the sheet bend.</li>\r\n	<li>Tighten until snug.</li>\r\n</ol>\r\n<h2>SNELLING A HOOK</h2>\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/snelling.jpg\" class=\"lightbox\"><img class=\"alignright size-thumbnail wp-image-298\" title=\"snelling a hook\" src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/snelling-150x144.jpg\" alt=\"snelling a hook\" width=\"150\" height=\"144\" /></a>(for attaching monofilament to a hook)\r\n<ol>\r\n	<li>Pass the end of the line through the eye of the hook twice, creating a loop that hangs alongside the hook.</li>\r\n	<li>Wrap the loop around the hook, forming tight coils, 5 to 10 times.</li>\r\n	<li>Holding the coils in place with one finger, pull the line up until the loop is snug under the coils.</li>\r\n</ol>\";}i:1399;a:2:{s:3:\"key\";s:9:\"post_date\";s:5:\"value\";s:19:\"2011-07-01 22:32:12\";}i:1400;a:2:{s:3:\"key\";s:13:\"post_date_gmt\";s:5:\"value\";s:19:\"2011-07-01 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Category Name'),(1461,63,'newcategory_parent','-1'),(1462,63,'_ajax_nonce-add-category','6401987157'),(1463,63,'tax_input','a:1:{s:8:\"post_tag\";s:0:\"\";}'),(1464,63,'newtag','a:1:{s:8:\"post_tag\";s:0:\"\";}'),(1465,63,'post_title','Can Fish See Color?'),(1466,63,'samplepermalinknonce','73f0e14b6e'),(1467,63,'content','<em>By Mark Fisher</em>\r\n\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/color.jpg\" class=\"lightbox\"><img src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/color-300x210.jpg\" alt=\"\" title=\"color\" width=\"300\" height=\"210\" class=\"alignright size-medium wp-image-304\" /></a>Like most vertebrates, the eye of a fish has a cornea (outer covering), an iris (aperture for light passage), a lens (to focus the image), a retina (receives the image from the lens), and an optic nerve (transmits the image to the brain). One difference between a fish eye and most other vertebrates is a fish can change the focus of the lens by changing the distance between the lens and the retina; other vertebrates (including humans) focus by altering the shape of the lens. Fish can focus their eye just like a camera. Also, the iris of most fish lacks muscles and is fixed in shape—they cannot control the amount of light entering the eye by contracting or dilating the iris. Sharks and rays do have movable irises and are the exception.\r\n\r\nThe retina contains special receptor cells called rods and cones. Rods are more light- sensitive than cones, but only respond to black and white. Cones respond to color and produce more detailed images than rods, but are only about one-thirtieth as sensitive to light as rods. Rods “see” light, while cones provide color and detail. Like us, fish cannot see color at night, or other low-light conditions.\r\n\r\nA fish\'s eye is adapted to better see movement and contrast at the expense of detail. The cones in a human eye are densely packed around the retina, allowing for better detail. The cones in a fish’s eye are distributed throughout, which provides better detection of movement and contrast, but with lesser detail. In daylight, the rods contract and the cones expand. Pigment granules move toward and around the rods to shield them from light. At night, the pigment is drawn back to expose the rods, and they expand to become exposed to more light. This process takes about an hour, and most predatory fish are able to adapt faster than their prey. This is probably the reason many predatory fish feed most actively at sunrise and sunset—their eyes can adapt to changing light faster than their prey, giving them a distinct visual advantage.\r\n\r\nColor vision requires different types of cone cells to detect each of the three primary colors, and most fish possess at least two while some have all three. In general, fish can see farther into the violet range than humans, and some can see into the ultraviolet range.\r\n\r\nResearchers at the Virginia Institute of Marine Science have used electroretinography to better understand how fishes see color. This method exposes a range of colors to an anesthetized fish, and uses electrodes to measure which colors elicits a response in the retina. The article can be found here. This figure (from http://www.vims.edu/newsmedia/press_release/fish_vision.htm) shows the color range for each species, with the thicker black bar depicting the peak response. Except for striped bass, none of these species can see red, while weakfish can see far into the ultraviolet range. Spotted seatrout and red drum can see a range from violet to orange, with a peak in the blue-green range.\r\n\r\nColor vision is used by fishes to help them see prey against a variety of backgrounds. Duplicating the exact color of a prey item is less important than choosing a color that ensures good contrast between your fly and the background. For example, chartreuse is a color that does not occur in nature, yet can be an effective color choice for a fly because it is so visible. Not only is chartreuse well within the visual range of a fishes eye, it is also fluorescent when exposed to ultraviolet light, and many fish can see into the ultraviolet range. Red and white is another effective color combination, but many fish (including reds and trout) cannot see red; instead, red appears as a shade of gray. Red and white is effective because it has good contrast against a variety of backgrounds. Gray and white would be just as effective.\r\n\r\nThe amount of light available and the color of the background is dependent upon a number of factors, including time of day, water clarity, bottom type, water depth, and vegetation. A fly with high contrast would be more visible under low light (sunrise/ sunset) or turbid water conditions. Black is a good color choice at night because it provides the best silhouette against a moonlit sky. Fluorescent colors are highly visible on cloudy days, when ultraviolet light is more prevalent than clear days. A fly with high contrast is less important in clear water and on bright sunny days, and may even \"spook\" some fish. Finally, in addition to vision, fish also depend on hearing and smell to help them find prey. A large fly that “pushes” a lot of water can be detected, even if they can’t see it. Poppers and gurglers are examples of flies designed to make noise. Also, some fly anglers targeting black drum have used “spray-on” fish attractants with great success.<strong></strong>\r\n\r\n<strong>In summary:</strong>\r\n<ul>\r\n	<li>Fish can see color, but they use color vision to help them find prey against different backgrounds, not necessarily to identify prey. Fish cannot see color at night.</li>\r\n	<li>A fish\'s eye is adapted to see movement and contrast at the expense of detail. An exact replica of a prey item is not necessary, but movement and general shape is.</li>\r\n	<li>Many predatory fish are well adapted to find prey at sunrise and sunset.</li>\r\n	<li>In general, the brighter the day and the clearer the water, the lighter your fly should be.</li>\r\n	<li>Consider the background when choosing a fly.</li>\r\n</ul>'),(1468,63,'excerpt',''),(1469,63,'trackback_url',''),(1470,63,'metakeyselect','#NONE#'),(1471,63,'metakeyinput',''),(1472,63,'metavalue',''),(1473,63,'_ajax_nonce-add-meta','dbe012fbf0'),(1474,63,'advanced_view','1'),(1475,63,'comment_status','open'),(1476,63,'ping_status','open'),(1477,63,'post_name','can-fish-see-color'),(1478,63,'post_author_override','1'),(1479,63,'post_format','0'),(1480,63,'pyre_featured_image','no'),(1481,63,'pyre_overall_score','0'),(1482,63,'pyre_critera_1',''),(1483,63,'pyre_critera_1_score','0'),(1484,63,'pyre_critera_2',''),(1485,63,'pyre_critera_2_score','0'),(1486,63,'pyre_critera_3',''),(1487,63,'pyre_critera_3_score','0'),(1488,63,'pyre_critera_4',''),(1489,63,'pyre_critera_4_score','0'),(1490,63,'pyre_critera_5',''),(1491,63,'pyre_critera_5_score','0'),(1492,63,'post_mime_type',''),(1493,63,'ID','63'),(1494,63,'post_content','<em>By Mark Fisher</em>\r\n\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/color.jpg\" class=\"lightbox\"><img src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/color-300x210.jpg\" alt=\"\" title=\"color\" width=\"300\" height=\"210\" class=\"alignright size-medium wp-image-304\" /></a>Like most vertebrates, the eye of a fish has a cornea (outer covering), an iris (aperture for light passage), a lens (to focus the image), a retina (receives the image from the lens), and an optic nerve (transmits the image to the brain). One difference between a fish eye and most other vertebrates is a fish can change the focus of the lens by changing the distance between the lens and the retina; other vertebrates (including humans) focus by altering the shape of the lens. Fish can focus their eye just like a camera. Also, the iris of most fish lacks muscles and is fixed in shape—they cannot control the amount of light entering the eye by contracting or dilating the iris. Sharks and rays do have movable irises and are the exception.\r\n\r\nThe retina contains special receptor cells called rods and cones. Rods are more light- sensitive than cones, but only respond to black and white. Cones respond to color and produce more detailed images than rods, but are only about one-thirtieth as sensitive to light as rods. Rods “see” light, while cones provide color and detail. Like us, fish cannot see color at night, or other low-light conditions.\r\n\r\nA fish\'s eye is adapted to better see movement and contrast at the expense of detail. The cones in a human eye are densely packed around the retina, allowing for better detail. The cones in a fish’s eye are distributed throughout, which provides better detection of movement and contrast, but with lesser detail. In daylight, the rods contract and the cones expand. Pigment granules move toward and around the rods to shield them from light. At night, the pigment is drawn back to expose the rods, and they expand to become exposed to more light. This process takes about an hour, and most predatory fish are able to adapt faster than their prey. This is probably the reason many predatory fish feed most actively at sunrise and sunset—their eyes can adapt to changing light faster than their prey, giving them a distinct visual advantage.\r\n\r\nColor vision requires different types of cone cells to detect each of the three primary colors, and most fish possess at least two while some have all three. In general, fish can see farther into the violet range than humans, and some can see into the ultraviolet range.\r\n\r\nResearchers at the Virginia Institute of Marine Science have used electroretinography to better understand how fishes see color. This method exposes a range of colors to an anesthetized fish, and uses electrodes to measure which colors elicits a response in the retina. The article can be found here. This figure (from http://www.vims.edu/newsmedia/press_release/fish_vision.htm) shows the color range for each species, with the thicker black bar depicting the peak response. Except for striped bass, none of these species can see red, while weakfish can see far into the ultraviolet range. Spotted seatrout and red drum can see a range from violet to orange, with a peak in the blue-green range.\r\n\r\nColor vision is used by fishes to help them see prey against a variety of backgrounds. Duplicating the exact color of a prey item is less important than choosing a color that ensures good contrast between your fly and the background. For example, chartreuse is a color that does not occur in nature, yet can be an effective color choice for a fly because it is so visible. Not only is chartreuse well within the visual range of a fishes eye, it is also fluorescent when exposed to ultraviolet light, and many fish can see into the ultraviolet range. Red and white is another effective color combination, but many fish (including reds and trout) cannot see red; instead, red appears as a shade of gray. Red and white is effective because it has good contrast against a variety of backgrounds. Gray and white would be just as effective.\r\n\r\nThe amount of light available and the color of the background is dependent upon a number of factors, including time of day, water clarity, bottom type, water depth, and vegetation. A fly with high contrast would be more visible under low light (sunrise/ sunset) or turbid water conditions. Black is a good color choice at night because it provides the best silhouette against a moonlit sky. Fluorescent colors are highly visible on cloudy days, when ultraviolet light is more prevalent than clear days. A fly with high contrast is less important in clear water and on bright sunny days, and may even \"spook\" some fish. Finally, in addition to vision, fish also depend on hearing and smell to help them find prey. A large fly that “pushes” a lot of water can be detected, even if they can’t see it. Poppers and gurglers are examples of flies designed to make noise. Also, some fly anglers targeting black drum have used “spray-on” fish attractants with great success.<strong></strong>\r\n\r\n<strong>In summary:</strong>\r\n<ul>\r\n	<li>Fish can see color, but they use color vision to help them find prey against different backgrounds, not necessarily to identify prey. Fish cannot see color at night.</li>\r\n	<li>A fish\'s eye is adapted to see movement and contrast at the expense of detail. An exact replica of a prey item is not necessary, but movement and general shape is.</li>\r\n	<li>Many predatory fish are well adapted to find prey at sunrise and sunset.</li>\r\n	<li>In general, the brighter the day and the clearer the water, the lighter your fly should be.</li>\r\n	<li>Consider the background when choosing a fly.</li>\r\n</ul>'),(1495,63,'post_excerpt',''),(1496,63,'to_ping',''),(1499,63,'save','Update'),(1500,63,'meta','a:79:{i:1443;a:2:{s:3:\"key\";s:2:\"aa\";s:5:\"value\";s:4:\"2011\";}i:1417;a:2:{s:3:\"key\";s:6:\"action\";s:5:\"value\";s:8:\"editpost\";}i:1474;a:2:{s:3:\"key\";s:13:\"advanced_view\";s:5:\"value\";s:1:\"1\";}i:1426;a:2:{s:3:\"key\";s:13:\"autosavenonce\";s:5:\"value\";s:10:\"b6a823e0c3\";}i:1424;a:2:{s:3:\"key\";s:10:\"auto_draft\";s:5:\"value\";s:1:\"0\";}i:1428;a:2:{s:3:\"key\";s:20:\"closedpostboxesnonce\";s:5:\"value\";s:10:\"359ffb4b40\";}i:1475;a:2:{s:3:\"key\";s:14:\"comment_status\";s:5:\"value\";s:4:\"open\";}i:1467;a:2:{s:3:\"key\";s:7:\"content\";s:5:\"value\";s:5756:\"<em>By Mark Fisher</em>\r\n\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/color.jpg\" class=\"lightbox\"><img src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/color-300x210.jpg\" alt=\"\" title=\"color\" width=\"300\" height=\"210\" class=\"alignright size-medium wp-image-304\" /></a>Like most vertebrates, the eye of a fish has a cornea (outer covering), an iris (aperture for light passage), a lens (to focus the image), a retina (receives the image from the lens), and an optic nerve (transmits the image to the brain). One difference between a fish eye and most other vertebrates is a fish can change the focus of the lens by changing the distance between the lens and the retina; other vertebrates (including humans) focus by altering the shape of the lens. Fish can focus their eye just like a camera. Also, the iris of most fish lacks muscles and is fixed in shape—they cannot control the amount of light entering the eye by contracting or dilating the iris. Sharks and rays do have movable irises and are the exception.\r\n\r\nThe retina contains special receptor cells called rods and cones. Rods are more light- sensitive than cones, but only respond to black and white. Cones respond to color and produce more detailed images than rods, but are only about one-thirtieth as sensitive to light as rods. Rods “see” light, while cones provide color and detail. Like us, fish cannot see color at night, or other low-light conditions.\r\n\r\nA fish\'s eye is adapted to better see movement and contrast at the expense of detail. The cones in a human eye are densely packed around the retina, allowing for better detail. The cones in a fish’s eye are distributed throughout, which provides better detection of movement and contrast, but with lesser detail. In daylight, the rods contract and the cones expand. Pigment granules move toward and around the rods to shield them from light. At night, the pigment is drawn back to expose the rods, and they expand to become exposed to more light. This process takes about an hour, and most predatory fish are able to adapt faster than their prey. This is probably the reason many predatory fish feed most actively at sunrise and sunset—their eyes can adapt to changing light faster than their prey, giving them a distinct visual advantage.\r\n\r\nColor vision requires different types of cone cells to detect each of the three primary colors, and most fish possess at least two while some have all three. In general, fish can see farther into the violet range than humans, and some can see into the ultraviolet range.\r\n\r\nResearchers at the Virginia Institute of Marine Science have used electroretinography to better understand how fishes see color. This method exposes a range of colors to an anesthetized fish, and uses electrodes to measure which colors elicits a response in the retina. The article can be found here. This figure (from http://www.vims.edu/newsmedia/press_release/fish_vision.htm) shows the color range for each species, with the thicker black bar depicting the peak response. Except for striped bass, none of these species can see red, while weakfish can see far into the ultraviolet range. Spotted seatrout and red drum can see a range from violet to orange, with a peak in the blue-green range.\r\n\r\nColor vision is used by fishes to help them see prey against a variety of backgrounds. Duplicating the exact color of a prey item is less important than choosing a color that ensures good contrast between your fly and the background. For example, chartreuse is a color that does not occur in nature, yet can be an effective color choice for a fly because it is so visible. Not only is chartreuse well within the visual range of a fishes eye, it is also fluorescent when exposed to ultraviolet light, and many fish can see into the ultraviolet range. Red and white is another effective color combination, but many fish (including reds and trout) cannot see red; instead, red appears as a shade of gray. Red and white is effective because it has good contrast against a variety of backgrounds. Gray and white would be just as effective.\r\n\r\nThe amount of light available and the color of the background is dependent upon a number of factors, including time of day, water clarity, bottom type, water depth, and vegetation. A fly with high contrast would be more visible under low light (sunrise/ sunset) or turbid water conditions. Black is a good color choice at night because it provides the best silhouette against a moonlit sky. Fluorescent colors are highly visible on cloudy days, when ultraviolet light is more prevalent than clear days. A fly with high contrast is less important in clear water and on bright sunny days, and may even \"spook\" some fish. Finally, in addition to vision, fish also depend on hearing and smell to help them find prey. A large fly that “pushes” a lot of water can be detected, even if they can’t see it. Poppers and gurglers are examples of flies designed to make noise. Also, some fly anglers targeting black drum have used “spray-on” fish attractants with great success.<strong></strong>\r\n\r\n<strong>In summary:</strong>\r\n<ul>\r\n	<li>Fish can see color, but they use color vision to help them find prey against different backgrounds, not necessarily to identify prey. Fish cannot see color at night.</li>\r\n	<li>A fish\'s eye is adapted to see movement and contrast at the expense of detail. An exact replica of a prey item is not necessary, but movement and general shape is.</li>\r\n	<li>Many predatory fish are well adapted to find prey at sunrise and sunset.</li>\r\n	<li>In general, the brighter the day and the clearer the water, the lighter your fly should be.</li>\r\n	<li>Consider the background when choosing a fly.</li>\r\n</ul>\";}i:1452;a:2:{s:3:\"key\";s:6:\"cur_aa\";s:5:\"value\";s:4:\"2011\";}i:1454;a:2:{s:3:\"key\";s:6:\"cur_hh\";s:5:\"value\";s:2:\"21\";}i:1450;a:2:{s:3:\"key\";s:6:\"cur_jj\";s:5:\"value\";s:2:\"05\";}i:1448;a:2:{s:3:\"key\";s:6:\"cur_mm\";s:5:\"value\";s:2:\"12\";}i:1456;a:2:{s:3:\"key\";s:6:\"cur_mn\";s:5:\"value\";s:2:\"38\";}i:1506;a:2:{s:3:\"key\";s:9:\"edit_date\";s:5:\"value\";s:1:\"1\";}i:1468;a:2:{s:3:\"key\";s:7:\"excerpt\";s:5:\"value\";s:0:\"\";}i:1429;a:2:{s:3:\"key\";s:14:\"gdsr_post_edit\";s:5:\"value\";s:4:\"edit\";}i:1433;a:2:{s:3:\"key\";s:23:\"gdsr_recc_vote_articles\";s:5:\"value\";s:1:\"H\";}i:1430;a:2:{s:3:\"key\";s:11:\"gdsr_review\";s:5:\"value\";s:2:\"-1\";}i:1431;a:2:{s:3:\"key\";s:19:\"gdsr_review_decimal\";s:5:\"value\";s:1:\"0\";}i:1432;a:2:{s:3:\"key\";s:18:\"gdsr_vote_articles\";s:5:\"value\";s:1:\"H\";}i:1444;a:2:{s:3:\"key\";s:2:\"hh\";s:5:\"value\";s:2:\"22\";}i:1451;a:2:{s:3:\"key\";s:9:\"hidden_aa\";s:5:\"value\";s:4:\"2011\";}i:1453;a:2:{s:3:\"key\";s:9:\"hidden_hh\";s:5:\"value\";s:2:\"22\";}i:1449;a:2:{s:3:\"key\";s:9:\"hidden_jj\";s:5:\"value\";s:2:\"01\";}i:1447;a:2:{s:3:\"key\";s:9:\"hidden_mm\";s:5:\"value\";s:2:\"07\";}i:1455;a:2:{s:3:\"key\";s:9:\"hidden_mn\";s:5:\"value\";s:2:\"37\";}i:1437;a:2:{s:3:\"key\";s:20:\"hidden_post_password\";s:5:\"value\";s:0:\"\";}i:1435;a:2:{s:3:\"key\";s:18:\"hidden_post_status\";s:5:\"value\";s:7:\"publish\";}i:1438;a:2:{s:3:\"key\";s:22:\"hidden_post_visibility\";s:5:\"value\";s:6:\"public\";}i:1493;a:2:{s:3:\"key\";s:2:\"ID\";s:5:\"value\";s:2:\"63\";}i:1442;a:2:{s:3:\"key\";s:2:\"jj\";s:5:\"value\";s:2:\"01\";}i:1427;a:2:{s:3:\"key\";s:20:\"meta-box-order-nonce\";s:5:\"value\";s:10:\"004ad66a29\";}i:1471;a:2:{s:3:\"key\";s:12:\"metakeyinput\";s:5:\"value\";s:0:\"\";}i:1470;a:2:{s:3:\"key\";s:13:\"metakeyselect\";s:5:\"value\";s:6:\"#NONE#\";}i:1472;a:2:{s:3:\"key\";s:9:\"metavalue\";s:5:\"value\";s:0:\"\";}i:1441;a:2:{s:3:\"key\";s:2:\"mm\";s:5:\"value\";s:2:\"07\";}i:1445;a:2:{s:3:\"key\";s:2:\"mn\";s:5:\"value\";s:2:\"37\";}i:1460;a:2:{s:3:\"key\";s:11:\"newcategory\";s:5:\"value\";s:17:\"New Category Name\";}i:1461;a:2:{s:3:\"key\";s:18:\"newcategory_parent\";s:5:\"value\";s:2:\"-1\";}i:1418;a:2:{s:3:\"key\";s:14:\"originalaction\";s:5:\"value\";s:8:\"editpost\";}i:1421;a:2:{s:3:\"key\";s:20:\"original_post_status\";s:5:\"value\";s:7:\"publish\";}i:1457;a:2:{s:3:\"key\";s:16:\"original_publish\";s:5:\"value\";s:6:\"Update\";}i:1476;a:2:{s:3:\"key\";s:11:\"ping_status\";s:5:\"value\";s:4:\"open\";}i:1419;a:2:{s:3:\"key\";s:11:\"post_author\";s:5:\"value\";s:1:\"1\";}i:1478;a:2:{s:3:\"key\";s:20:\"post_author_override\";s:5:\"value\";s:1:\"1\";}i:1494;a:2:{s:3:\"key\";s:12:\"post_content\";s:5:\"value\";s:5756:\"<em>By Mark Fisher</em>\r\n\r\n<a href=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/color.jpg\" class=\"lightbox\"><img src=\"http://www.coastalmariner.com/wp-content/uploads/2011/07/color-300x210.jpg\" alt=\"\" title=\"color\" width=\"300\" height=\"210\" class=\"alignright size-medium wp-image-304\" /></a>Like most vertebrates, the eye of a fish has a cornea (outer covering), an iris (aperture for light passage), a lens (to focus the image), a retina (receives the image from the lens), and an optic nerve (transmits the image to the brain). One difference between a fish eye and most other vertebrates is a fish can change the focus of the lens by changing the distance between the lens and the retina; other vertebrates (including humans) focus by altering the shape of the lens. Fish can focus their eye just like a camera. Also, the iris of most fish lacks muscles and is fixed in shape—they cannot control the amount of light entering the eye by contracting or dilating the iris. Sharks and rays do have movable irises and are the exception.\r\n\r\nThe retina contains special receptor cells called rods and cones. Rods are more light- sensitive than cones, but only respond to black and white. Cones respond to color and produce more detailed images than rods, but are only about one-thirtieth as sensitive to light as rods. Rods “see” light, while cones provide color and detail. Like us, fish cannot see color at night, or other low-light conditions.\r\n\r\nA fish\'s eye is adapted to better see movement and contrast at the expense of detail. The cones in a human eye are densely packed around the retina, allowing for better detail. The cones in a fish’s eye are distributed throughout, which provides better detection of movement and contrast, but with lesser detail. In daylight, the rods contract and the cones expand. Pigment granules move toward and around the rods to shield them from light. At night, the pigment is drawn back to expose the rods, and they expand to become exposed to more light. This process takes about an hour, and most predatory fish are able to adapt faster than their prey. This is probably the reason many predatory fish feed most actively at sunrise and sunset—their eyes can adapt to changing light faster than their prey, giving them a distinct visual advantage.\r\n\r\nColor vision requires different types of cone cells to detect each of the three primary colors, and most fish possess at least two while some have all three. In general, fish can see farther into the violet range than humans, and some can see into the ultraviolet range.\r\n\r\nResearchers at the Virginia Institute of Marine Science have used electroretinography to better understand how fishes see color. This method exposes a range of colors to an anesthetized fish, and uses electrodes to measure which colors elicits a response in the retina. The article can be found here. This figure (from http://www.vims.edu/newsmedia/press_release/fish_vision.htm) shows the color range for each species, with the thicker black bar depicting the peak response. Except for striped bass, none of these species can see red, while weakfish can see far into the ultraviolet range. Spotted seatrout and red drum can see a range from violet to orange, with a peak in the blue-green range.\r\n\r\nColor vision is used by fishes to help them see prey against a variety of backgrounds. Duplicating the exact color of a prey item is less important than choosing a color that ensures good contrast between your fly and the background. For example, chartreuse is a color that does not occur in nature, yet can be an effective color choice for a fly because it is so visible. Not only is chartreuse well within the visual range of a fishes eye, it is also fluorescent when exposed to ultraviolet light, and many fish can see into the ultraviolet range. Red and white is another effective color combination, but many fish (including reds and trout) cannot see red; instead, red appears as a shade of gray. Red and white is effective because it has good contrast against a variety of backgrounds. Gray and white would be just as effective.\r\n\r\nThe amount of light available and the color of the background is dependent upon a number of factors, including time of day, water clarity, bottom type, water depth, and vegetation. A fly with high contrast would be more visible under low light (sunrise/ sunset) or turbid water conditions. Black is a good color choice at night because it provides the best silhouette against a moonlit sky. Fluorescent colors are highly visible on cloudy days, when ultraviolet light is more prevalent than clear days. A fly with high contrast is less important in clear water and on bright sunny days, and may even \"spook\" some fish. Finally, in addition to vision, fish also depend on hearing and smell to help them find prey. A large fly that “pushes” a lot of water can be detected, even if they can’t see it. Poppers and gurglers are examples of flies designed to make noise. Also, some fly anglers targeting black drum have used “spray-on” fish attractants with great success.<strong></strong>\r\n\r\n<strong>In summary:</strong>\r\n<ul>\r\n	<li>Fish can see color, but they use color vision to help them find prey against different backgrounds, not necessarily to identify prey. Fish cannot see color at night.</li>\r\n	<li>A fish\'s eye is adapted to see movement and contrast at the expense of detail. An exact replica of a prey item is not necessary, but movement and general shape is.</li>\r\n	<li>Many predatory fish are well adapted to find prey at sunrise and sunset.</li>\r\n	<li>In general, the brighter the day and the clearer the water, the lighter your fly should be.</li>\r\n	<li>Consider the background when choosing a fly.</li>\r\n</ul>\";}i:1507;a:2:{s:3:\"key\";s:9:\"post_date\";s:5:\"value\";s:19:\"2011-07-01 22:37:57\";}i:1508;a:2:{s:3:\"key\";s:13:\"post_date_gmt\";s:5:\"value\";s:19:\"2011-07-01 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<em>Dale Burrus Senior Inspector (at the time he compiled this history and findings) Spanish Mustang Registry</em>\r\n\r\nIn order to understand the Banker Horse, one must understand the location and environment from which they developed. Until recent years, the Outer Banks of North Carolina were considered some of the most isolated and under-developed areas in the country. The banks consist of a string of sand dunes that serve to protect the mainland of North Carolina from the Atlantic Ocean. They are separated from the mainland by large bodies of water called “sounds.” The Outer Banks are approximately 175 miles long from the Virginia line to below Cape Lookout. Perhaps the islands are best described by the name of one of the Indian tribes that lived there....”Hatterasil”, an Algonquin word meaning “there is less vegetation”.\r\n\r\nThe following history was derived from historic journals of sailing vessels researched from archives in England and Spain, regarding exploration and colonization in the 16th century. The author, the late Dale Burrus,was a lifelong resident of Hatteras Island, North Carolina, and was Senior Inspector for the Spanish Mustang Registry at the time he wrote this history.\r\n<h3>Lucas Vasquez de Allyon’s Expeditions</h3>\r\nAmong the first explorers to visit the North Carolina coast was a Spaniard named Lucas Vasquez de Allyon, who had received a charter from the Spanish king which gave him the right to explore and colonize much of the eastern seaboard. In 1521, Allyon sent one of his captains, Gordilk, in charge of an expedition which landed at River John the Baptist (thought to have been Cape Fear). Other Allyon explorers spent considerable time at a place called “Chicom,” thought to be in the same vicinity.\r\n\r\nThe Spaniards had trouble with the Indians. It seems they were taking Indian children as slaves and sending them to the West Indies. There was a great Indian uprising led by Corees, and the Spaniards were forced to flee to stronger Spanish holdings in Florida, leaving behind all their livestock.\r\n<h3>Richard Greenville’s Expeditions</h3>\r\nThe next direct line of history comes from vessel logs detailing the importation of livestock to the Outer Banks by Richard Greenville’s expeditions from 1584 to 1590. For four years, Raleigh’s ships maintained a steady traffic between England and the Outer Banks, in spring of 1584, 1585, 1586, and 1587. They followed the same general route to the Canary Islands and across the Atlantic, stopping at the same places in the West Indies such as Tallaboa Bay and Puerto Rico. They reached the Outer Banks in early summer. A Spaniard concerned over these activities, could have set his calendar by the comings and goings of these vessels carrying colonists and supplies to the land the English called Virginia, in honor of their virgin queen.\r\n\r\nAlthough Spain and England were at a state of war during this period, trade was still carried on between the Spanish colonists of the West Indies and the ships of Greenville. The Spanish authorities in Puerto Rico were not passive while this was going on. The Governor, Diego Menendez de Valdez, claimed that he received news at San Juan de Puerto Rico of Commander Jones’ (commanding the Tyger) approach to the southern shore on May 10. He ordered his lieutenant at San Jerman who had 40 men, to keep watch on the English who had, he assumed, only landed to water. On May 16, a patrol of eight Spanish horsemen made their appearance at an encampment, but soon disappeared when challenged by ten of Jone’s arquebusman.\r\n\r\nOn May 22 a further party of twenty horsemen appeared, led by the commander if the local garrison. This time Greenville sent out two horsemen of his own and some footmen to arrange a parley. Two men from each side exchanged formal courtesies, the English declaring they were anxious to trade and to purchase food. A rendezvous for an exchange was arranged two days ahead. The lieutenant was now in a position to send a full report to the governor, which reached him on May 25. He at once sent off 35 arquebusmen to assist the lieutenant in harassing the English if they emerged from the encampment.\r\n\r\nThese reinforcements were only a one-day march from San Juan, when they were met by news that the English had “quitted their fort.” Greenville, after launching his pinnance on May 23, had gone to the rendezvous the next day, but the Spaniards did not appear. He returned to the camp, where he found the huts were burned and the embankments thrown down.\r\n\r\nIn a prominent place he erected a post and carved it with an inscription announcing the safe arrival and departure of the Tyger and Elizabeth as a guide to the missing vessels of the squadron, should they arrive later. The Spanish, however, uprooted the post soon after and with some difficulty had its inscription translated and forwarded to Spain.\r\n\r\nThe reason for Greenville’s desertion of the encampment was the likelihood of a Spanish attack, but he did not at once leave the coast. He lay in wait for “prizes” in the Mona Channel and he took a small frigate, but she proved to be empty. A more valuable prize was made the same night, belonging to Lorenzo de Vallejo, which had come from Spain with the flotilla carrying cloth and other merchandise. She had put into Santa Domingo and was making her way with cargo and passengers to San Juan when she was taken without struggle. Greenville put “prize crews” on board and retired to a nearby anchorage, having apparently sent word ashore to San Jerman that he again wished to trade.\r\n\r\nOne of the commanders, Commander Lane, was persuaded to take the smaller prize with some Spanish prisoners, and to bring salt from what was apparently Salinas Bay, near Cape Rojo. Finding two salt mounds ready, he enclosed them with entrenchments and began removing them, but a Spanish force came up. Lane believed this force to be commanded by the governor himself, and the force consisted of 40 horses and 300 footmen. They did not attempt to try Lane’s defenses. Lane, on rejoining the Tyger, protested violently at having been placed in jeopardy with a handful of men, and began a series of quarrels with Greenville, which destroyed the harmony of the expedition.\r\n\r\nMeanwhile, the Tyger, the Elizabeth, the pinnance and the larger prize had been trading with the Spaniards in the vicinity of Guanica or Guayanilla. Neither the English nor the Spanish documents are quite clear how this was arranged, but it appears that Greenville offered one of the frigates for sale, attempted to ransom his prisoners (“getting good round summes, but nothing at allone of the released Spaniards claimed”, he said). The ships logs show that Greenville acquired livestock, hogs sows, young cattle, mares and male horses, foodstuffs, plants of sugar cane, bananas and other fruits to supply the colony which it was intending to grow there. The governor, hearing of such exchanges, sent orders that they were to cease, but again Greenville had moved before his instructions had taken effect. The squadron (now of five vessels) sailed on May 29 for the north coast of Hispaniola.\r\n\r\nAccording to Spanish documentation, the Spaniards put in at Puerto-de-Plata and then moved on to the Bahia Isabela, the harbor immediately to the west. After two days at Isabela, Governor Alcade and Captain Regifo de Angulo made friendly overtures to Greenville, promising to come to visit him. The English ships were in an area which had a long record of illicit trade that took place with the French. On June 5, Greenville and his company were invited onshore, where an elaborate entertainment was prepared for them. Feasting was followed by a bullfight and sports by commerce. On June 6, male horses and mares (with saddles and bridles), cows and bulls, sheep and swine were purchased for the colony, together with hides, sugar, ginger, tobacco and pearls (most of which were evidently for the English market). The English had already been observed on Puerto Rico collecting banana plants and other fruit trees along the shore and they continued to do so in Hispaniola. John White, a commander, recorded a number of plants and animals on paper.\r\n\r\nWhatever Greenville’s views on the missing vessels were (and we do not know precisely how stores and men had been distributed between them) it is clear that he did not regard their absence as sufficient enough to make him abandon the projected colony. His men were well, and his supplies of livestock, plants and food improved the prospects of settlement, though the delays had sacrificed valuable planting time. He sailed from Hispaniola on June 7 northwest, being nearly lost when he visited a small island the next day to take seals. The following day, they failed to find salt on one of the Caicos Islands and entered the Bahamas, landing at Eleuthera, Guanima on June 12, and Ciguateo (Great Abaco) on June 15. Then, sailing through Providence North West Channel, he sighted the American mainland on June 20, between 27 degrees and 30 degrees north.\r\n\r\nOn June 23 they encountered the shoals of a headland which they believed to be, and most probably was Cape Fear. Rounding the shoals with difficulty, they anchored the next day in a harbor which is likely to have been that of Beaufort, North Carolina. They were now clearly probing the coast closely. On June 26, they came to an inlet through the Carolina Banks, called Wococon, which is about in the middle of the present Portsmouth Island.\r\n\r\nCommander Lane said, in his journal book, that all their ships went aground on the shallow bar, but were floated off without too much difficulty. However, the Tyger had been lying offshore, and when an attempt was made on June 29 to bring her into harbor, serious disaster occurred. She struck, according to the Tyger journal. Two hours of struggle went on to prevent her from breaking up. Finally she was beached. The damage was a severe blow to the intended colony, since all the corn, salt, meal, rice, biscuits, and other provisions were destroyed or damaged by the salt water. Livestock was either lost, or swam ashore. This was a first and salutary example of the dangers which threatened shipping along this most risky stretch of coast.\r\nFor many years, it has been very difficult to put together the needed information concerning the early exploration and colonization attempts by Sir Walter Raleigh’s ships, especially the parts dealing with his exploits and trading in the West Indies, but in 1955 the Halkuyt Society published a two volume set which included all of the old material, plus considerable new information, most of it located in archives in England and Spain.\r\n<h3>John Lawson’s Observations (early 1700’s)</h3>\r\nA quote from an English historian, John Lawson (who explored and documented southeastern North Carolina from 1700 until his death at the hands of the Tuscaroras in 1711) says, “The horses are well-shaped and swift. The best of them would sell for ten or twelve pounds in England. They prove excellent drudges, and will travel incredible journeys. They are troubled with very few distempers, neither do the cloudy-faced grey horses go blind here as in Europe. As for sprains, splints and ringbones, they are here never met withal, as I can learn. Were we to have our stallions and choice of mares from England, or any other of a good sort, and careful to keep them on the highlands, we could not fail of a good breed; but having been supplied with our first horses from the neighboring plantations, which were but mean, they do not as yet come up to the Excellency of the English horses; tho we generally find that the colts exceed in beauty and strength....”\r\nJohn Lawson also reported how well the horses were treated by the Indians.... “These creatures they continually cram and feed with maize, and what the horse will eat—‘til he is as fat as a hog, never making any farther use of him than to fetch a deer home”.\r\n<h3>Edmund Ruffin’s Report on Banker Horses (mid-1800’s)</h3>\r\nIn 1856, another historian visited the Outer Banks. His name was Edmund Ruffin, famous as an authority on agriculture and as an editor (but more usually credited with firing the first shot in the Civil War). He said “Twice a year on the Banks, the stock owners hold a wild horse penning, at which time all of the wild horses on the island were corralled and the colts branded. The horses pennings are much attended, and are very interesting festivals for all the residents of the neigh-boring mainland. There are few adults residing within a days sailing of the horse pen that have not attended one or more of these exciting scenes. A strong enclosure, called the horse pen, is made at a narrow part of the reef and suitable in other respects for the purpose---with a connected strong fence stretching quite across the reef. All of the many proprietors of the horses, and many assistants, drive the horses from the remote extremities of the reef, and easily encircle and bring all the horses to the fence and near to the pen”.\r\n\r\nRuffin said that all of the horses in use on the reef, and on many of the nearest farms on the mainland are of these previously wild “banks “horses. He described them as “all of small size, with rough shaggy coats, and long manes; their hoofs in many cases grow to unusual lengths, they are capable of great endurance of labor and hardship, and live so roughly that any others from abroad seldom live a year on such food and other such great exposure. By the same token, he said when the banks horses were removed to the mainland, away from the salt marshes, many die before learning to eat grain or other strange provider, while other injure or kill themselves in struggling in vain efforts to break through the stables or enclosures in which they are subsequently confined. The horses fed entirely on the coarse salt grasses of the marshes and supply their want of fresh water by pawing away the sand deep enough to reach the fresh water which oozes into the excavation, and which reservoir serves for this use while it remains open”.\r\n<h3>Federal Writers Project (late 1930’s)</h3>\r\nIn 1939 a book was compiled and written by the Federal Writers Project of the Federal Works Agency Work Projects Administration for the state of North Carolina. They write “On Cape Hatteras, wildlife is abundant. For years herds of wild horses, cattle, and hogs ranged at will, until the Federal Program of Sand Fixation by Grass Plantings necessitated a strict stock law. In 1938, the county placed a bounty on the few remaining wild horses, traditional descendants of Barbary horses brought over by the Raleigh colonists or saved from wrecked Portuguese ships. In winter, the waters are dotted with ducks and geese, and there is frequently the gleam of a white swan. Sandpipers and gulls feed in flocks, undisturbed by scurrying sandfiddlers. Eagles and Ospreys wheel above the water on the lookout for prey, and schools of porpoises sport just beyond the breakers of the roaring Atlantic.”\r\n<h3>Spanish Mustang Registry Observation (early 1980’s)</h3>\r\nDare County is only one of the counties that make up the North Carolina Outer Banks. Currituck County borders Dare on the north, and Hyde County on the south. In more remote areas of these counties, some of the pure Banker Horses were able to survive. In June, 1982, members of the Spanish Mustang Registry came to the Outer Banks and “due to feats of great endurance”, were able to observe the last known remaining bands of Banker Horses still existing in the natural state as they have been for the past 500 years---on the Currituck County Outer Banks.\r\n<h3>Conclusions</h3>\r\nAlthough the Ocracoke strain of Spanish mustang cannot be directly traced to a single breeder, importer, or sire, certain physiological features of present day horses, and historical data lead strongly to the conclusion that the ancestors of these horses were escapees from Spanish stock brought to the Outer Banks of North Carolina in the first part of the 16th century.\r\n\r\nAccounts of Spanish explorations and colonization attempts in the early 1500’s state that Spanish Barb and Arabian horses were imported. One colony, d’Allyon’s, describes topographical features which Lefler and Newsome (A History of North Carolina, UNC Press, 1973) believe were around Cape Fear, North Carolina. The colony failed and the Spaniards retreated to their stronger holdings in Florida. The circumstances of the retreat, manner of travel and the coastal topography offer a combination of events conducive to the establishment of feral herds along the barrier islands.\r\nPresent day Ocracoke and Corolla wild horses carry the distinguishing features of Spanish type horses. One striking similarity to the Arabian ancestry is the number of vertebra (one less than most breeds) which occurs in the Banker Horse Breed. Their even temperament, endurance, size, and the startling beauty which crops up frequently in the Banker Horses all point strongly to their dramatic history...these are the remnants of once numerous herds of Spanish stock which ran free along the sandy islands of our coast.\r\n\r\nThe Spanish Mustang Registry is satisfied that the Banker Horses, in particular the Corolla strain, are as lineally pure to the 16th century Spanish importations as can be found in North America today, and that they compare closely to the selectively bred South American Spanish derivative stock.\r\n\r\n<strong>COROLLA WILD HORSE FUND</strong>\r\nP.O. Box 361 / 1126 Old Schoolhouse Ln\r\nCorolla, NC. 27927\r\n(252) 453-8002\r\n<a href=\"http://www.corollawildhorses.com\" target=\"_blank\">www.corollawildhorses.com</a>\";}i:5404;a:2:{s:3:\"key\";s:6:\"cur_aa\";s:5:\"value\";s:4:\"2011\";}i:5406;a:2:{s:3:\"key\";s:6:\"cur_hh\";s:5:\"value\";s:2:\"20\";}i:5402;a:2:{s:3:\"key\";s:6:\"cur_jj\";s:5:\"value\";s:2:\"16\";}i:5400;a:2:{s:3:\"key\";s:6:\"cur_mm\";s:5:\"value\";s:2:\"12\";}i:5408;a:2:{s:3:\"key\";s:6:\"cur_mn\";s:5:\"value\";s:2:\"28\";}i:5449;a:2:{s:3:\"key\";s:9:\"edit_date\";s:5:\"value\";s:1:\"1\";}i:5420;a:2:{s:3:\"key\";s:7:\"excerpt\";s:5:\"value\";s:0:\"\";}i:5381;a:2:{s:3:\"key\";s:14:\"gdsr_post_edit\";s:5:\"value\";s:4:\"edit\";}i:5385;a:2:{s:3:\"key\";s:23:\"gdsr_recc_vote_articles\";s:5:\"value\";s:1:\"H\";}i:5382;a:2:{s:3:\"key\";s:11:\"gdsr_review\";s:5:\"value\";s:2:\"-1\";}i:5383;a:2:{s:3:\"key\";s:19:\"gdsr_review_decimal\";s:5:\"value\";s:1:\"0\";}i:5384;a:2:{s:3:\"key\";s:18:\"gdsr_vote_articles\";s:5:\"value\";s:1:\"H\";}i:5396;a:2:{s:3:\"key\";s:2:\"hh\";s:5:\"value\";s:2:\"20\";}i:5403;a:2:{s:3:\"key\";s:9:\"hidden_aa\";s:5:\"value\";s:4:\"2011\";}i:5405;a:2:{s:3:\"key\";s:9:\"hidden_hh\";s:5:\"value\";s:2:\"20\";}i:5401;a:2:{s:3:\"key\";s:9:\"hidden_jj\";s:5:\"value\";s:2:\"01\";}i:5399;a:2:{s:3:\"key\";s:9:\"hidden_mm\";s:5:\"value\";s:2:\"10\";}i:5407;a:2:{s:3:\"key\";s:9:\"hidden_mn\";s:5:\"value\";s:2:\"21\";}i:5389;a:2:{s:3:\"key\";s:20:\"hidden_post_password\";s:5:\"value\";s:0:\"\";}i:5387;a:2:{s:3:\"key\";s:18:\"hidden_post_status\";s:5:\"value\";s:7:\"publish\";}i:5390;a:2:{s:3:\"key\";s:22:\"hidden_post_visibility\";s:5:\"value\";s:6:\"public\";}i:5445;a:2:{s:3:\"key\";s:2:\"ID\";s:5:\"value\";s:3:\"379\";}i:5394;a:2:{s:3:\"key\";s:2:\"jj\";s:5:\"value\";s:2:\"01\";}i:5379;a:2:{s:3:\"key\";s:20:\"meta-box-order-nonce\";s:5:\"value\";s:10:\"e8a4851cdb\";}i:5423;a:2:{s:3:\"key\";s:12:\"metakeyinput\";s:5:\"value\";s:0:\"\";}i:5422;a:2:{s:3:\"key\";s:13:\"metakeyselect\";s:5:\"value\";s:6:\"#NONE#\";}i:5424;a:2:{s:3:\"key\";s:9:\"metavalue\";s:5:\"value\";s:0:\"\";}i:5393;a:2:{s:3:\"key\";s:2:\"mm\";s:5:\"value\";s:2:\"10\";}i:5397;a:2:{s:3:\"key\";s:2:\"mn\";s:5:\"value\";s:2:\"21\";}i:5412;a:2:{s:3:\"key\";s:11:\"newcategory\";s:5:\"value\";s:17:\"New Category Name\";}i:5413;a:2:{s:3:\"key\";s:18:\"newcategory_parent\";s:5:\"value\";s:2:\"-1\";}i:5370;a:2:{s:3:\"key\";s:14:\"originalaction\";s:5:\"value\";s:8:\"editpost\";}i:5373;a:2:{s:3:\"key\";s:20:\"original_post_status\";s:5:\"value\";s:7:\"publish\";}i:5409;a:2:{s:3:\"key\";s:16:\"original_publish\";s:5:\"value\";s:6:\"Update\";}i:5428;a:2:{s:3:\"key\";s:11:\"ping_status\";s:5:\"value\";s:4:\"open\";}i:5371;a:2:{s:3:\"key\";s:11:\"post_author\";s:5:\"value\";s:1:\"1\";}i:5430;a:2:{s:3:\"key\";s:20:\"post_author_override\";s:5:\"value\";s:1:\"1\";}i:5446;a:2:{s:3:\"key\";s:12:\"post_content\";s:5:\"value\";s:17764:\"<strong>Author:</strong> <em>Dale Burrus Senior Inspector (at the time he compiled this history and findings) Spanish Mustang Registry</em>\r\n\r\nIn order to understand the Banker Horse, one must understand the location and environment from which they developed. Until recent years, the Outer Banks of North Carolina were considered some of the most isolated and under-developed areas in the country. The banks consist of a string of sand dunes that serve to protect the mainland of North Carolina from the Atlantic Ocean. They are separated from the mainland by large bodies of water called “sounds.” The Outer Banks are approximately 175 miles long from the Virginia line to below Cape Lookout. Perhaps the islands are best described by the name of one of the Indian tribes that lived there....”Hatterasil”, an Algonquin word meaning “there is less vegetation”.\r\n\r\nThe following history was derived from historic journals of sailing vessels researched from archives in England and Spain, regarding exploration and colonization in the 16th century. The author, the late Dale Burrus,was a lifelong resident of Hatteras Island, North Carolina, and was Senior Inspector for the Spanish Mustang Registry at the time he wrote this history.\r\n<h3>Lucas Vasquez de Allyon’s Expeditions</h3>\r\nAmong the first explorers to visit the North Carolina coast was a Spaniard named Lucas Vasquez de Allyon, who had received a charter from the Spanish king which gave him the right to explore and colonize much of the eastern seaboard. In 1521, Allyon sent one of his captains, Gordilk, in charge of an expedition which landed at River John the Baptist (thought to have been Cape Fear). Other Allyon explorers spent considerable time at a place called “Chicom,” thought to be in the same vicinity.\r\n\r\nThe Spaniards had trouble with the Indians. It seems they were taking Indian children as slaves and sending them to the West Indies. There was a great Indian uprising led by Corees, and the Spaniards were forced to flee to stronger Spanish holdings in Florida, leaving behind all their livestock.\r\n<h3>Richard Greenville’s Expeditions</h3>\r\nThe next direct line of history comes from vessel logs detailing the importation of livestock to the Outer Banks by Richard Greenville’s expeditions from 1584 to 1590. For four years, Raleigh’s ships maintained a steady traffic between England and the Outer Banks, in spring of 1584, 1585, 1586, and 1587. They followed the same general route to the Canary Islands and across the Atlantic, stopping at the same places in the West Indies such as Tallaboa Bay and Puerto Rico. They reached the Outer Banks in early summer. A Spaniard concerned over these activities, could have set his calendar by the comings and goings of these vessels carrying colonists and supplies to the land the English called Virginia, in honor of their virgin queen.\r\n\r\nAlthough Spain and England were at a state of war during this period, trade was still carried on between the Spanish colonists of the West Indies and the ships of Greenville. The Spanish authorities in Puerto Rico were not passive while this was going on. The Governor, Diego Menendez de Valdez, claimed that he received news at San Juan de Puerto Rico of Commander Jones’ (commanding the Tyger) approach to the southern shore on May 10. He ordered his lieutenant at San Jerman who had 40 men, to keep watch on the English who had, he assumed, only landed to water. On May 16, a patrol of eight Spanish horsemen made their appearance at an encampment, but soon disappeared when challenged by ten of Jone’s arquebusman.\r\n\r\nOn May 22 a further party of twenty horsemen appeared, led by the commander if the local garrison. This time Greenville sent out two horsemen of his own and some footmen to arrange a parley. Two men from each side exchanged formal courtesies, the English declaring they were anxious to trade and to purchase food. A rendezvous for an exchange was arranged two days ahead. The lieutenant was now in a position to send a full report to the governor, which reached him on May 25. He at once sent off 35 arquebusmen to assist the lieutenant in harassing the English if they emerged from the encampment.\r\n\r\nThese reinforcements were only a one-day march from San Juan, when they were met by news that the English had “quitted their fort.” Greenville, after launching his pinnance on May 23, had gone to the rendezvous the next day, but the Spaniards did not appear. He returned to the camp, where he found the huts were burned and the embankments thrown down.\r\n\r\nIn a prominent place he erected a post and carved it with an inscription announcing the safe arrival and departure of the Tyger and Elizabeth as a guide to the missing vessels of the squadron, should they arrive later. The Spanish, however, uprooted the post soon after and with some difficulty had its inscription translated and forwarded to Spain.\r\n\r\nThe reason for Greenville’s desertion of the encampment was the likelihood of a Spanish attack, but he did not at once leave the coast. He lay in wait for “prizes” in the Mona Channel and he took a small frigate, but she proved to be empty. A more valuable prize was made the same night, belonging to Lorenzo de Vallejo, which had come from Spain with the flotilla carrying cloth and other merchandise. She had put into Santa Domingo and was making her way with cargo and passengers to San Juan when she was taken without struggle. Greenville put “prize crews” on board and retired to a nearby anchorage, having apparently sent word ashore to San Jerman that he again wished to trade.\r\n\r\nOne of the commanders, Commander Lane, was persuaded to take the smaller prize with some Spanish prisoners, and to bring salt from what was apparently Salinas Bay, near Cape Rojo. Finding two salt mounds ready, he enclosed them with entrenchments and began removing them, but a Spanish force came up. Lane believed this force to be commanded by the governor himself, and the force consisted of 40 horses and 300 footmen. They did not attempt to try Lane’s defenses. Lane, on rejoining the Tyger, protested violently at having been placed in jeopardy with a handful of men, and began a series of quarrels with Greenville, which destroyed the harmony of the expedition.\r\n\r\nMeanwhile, the Tyger, the Elizabeth, the pinnance and the larger prize had been trading with the Spaniards in the vicinity of Guanica or Guayanilla. Neither the English nor the Spanish documents are quite clear how this was arranged, but it appears that Greenville offered one of the frigates for sale, attempted to ransom his prisoners (“getting good round summes, but nothing at allone of the released Spaniards claimed”, he said). The ships logs show that Greenville acquired livestock, hogs sows, young cattle, mares and male horses, foodstuffs, plants of sugar cane, bananas and other fruits to supply the colony which it was intending to grow there. The governor, hearing of such exchanges, sent orders that they were to cease, but again Greenville had moved before his instructions had taken effect. The squadron (now of five vessels) sailed on May 29 for the north coast of Hispaniola.\r\n\r\nAccording to Spanish documentation, the Spaniards put in at Puerto-de-Plata and then moved on to the Bahia Isabela, the harbor immediately to the west. After two days at Isabela, Governor Alcade and Captain Regifo de Angulo made friendly overtures to Greenville, promising to come to visit him. The English ships were in an area which had a long record of illicit trade that took place with the French. On June 5, Greenville and his company were invited onshore, where an elaborate entertainment was prepared for them. Feasting was followed by a bullfight and sports by commerce. On June 6, male horses and mares (with saddles and bridles), cows and bulls, sheep and swine were purchased for the colony, together with hides, sugar, ginger, tobacco and pearls (most of which were evidently for the English market). The English had already been observed on Puerto Rico collecting banana plants and other fruit trees along the shore and they continued to do so in Hispaniola. John White, a commander, recorded a number of plants and animals on paper.\r\n\r\nWhatever Greenville’s views on the missing vessels were (and we do not know precisely how stores and men had been distributed between them) it is clear that he did not regard their absence as sufficient enough to make him abandon the projected colony. His men were well, and his supplies of livestock, plants and food improved the prospects of settlement, though the delays had sacrificed valuable planting time. He sailed from Hispaniola on June 7 northwest, being nearly lost when he visited a small island the next day to take seals. The following day, they failed to find salt on one of the Caicos Islands and entered the Bahamas, landing at Eleuthera, Guanima on June 12, and Ciguateo (Great Abaco) on June 15. Then, sailing through Providence North West Channel, he sighted the American mainland on June 20, between 27 degrees and 30 degrees north.\r\n\r\nOn June 23 they encountered the shoals of a headland which they believed to be, and most probably was Cape Fear. Rounding the shoals with difficulty, they anchored the next day in a harbor which is likely to have been that of Beaufort, North Carolina. They were now clearly probing the coast closely. On June 26, they came to an inlet through the Carolina Banks, called Wococon, which is about in the middle of the present Portsmouth Island.\r\n\r\nCommander Lane said, in his journal book, that all their ships went aground on the shallow bar, but were floated off without too much difficulty. However, the Tyger had been lying offshore, and when an attempt was made on June 29 to bring her into harbor, serious disaster occurred. She struck, according to the Tyger journal. Two hours of struggle went on to prevent her from breaking up. Finally she was beached. The damage was a severe blow to the intended colony, since all the corn, salt, meal, rice, biscuits, and other provisions were destroyed or damaged by the salt water. Livestock was either lost, or swam ashore. This was a first and salutary example of the dangers which threatened shipping along this most risky stretch of coast.\r\nFor many years, it has been very difficult to put together the needed information concerning the early exploration and colonization attempts by Sir Walter Raleigh’s ships, especially the parts dealing with his exploits and trading in the West Indies, but in 1955 the Halkuyt Society published a two volume set which included all of the old material, plus considerable new information, most of it located in archives in England and Spain.\r\n<h3>John Lawson’s Observations (early 1700’s)</h3>\r\nA quote from an English historian, John Lawson (who explored and documented southeastern North Carolina from 1700 until his death at the hands of the Tuscaroras in 1711) says, “The horses are well-shaped and swift. The best of them would sell for ten or twelve pounds in England. They prove excellent drudges, and will travel incredible journeys. They are troubled with very few distempers, neither do the cloudy-faced grey horses go blind here as in Europe. As for sprains, splints and ringbones, they are here never met withal, as I can learn. Were we to have our stallions and choice of mares from England, or any other of a good sort, and careful to keep them on the highlands, we could not fail of a good breed; but having been supplied with our first horses from the neighboring plantations, which were but mean, they do not as yet come up to the Excellency of the English horses; tho we generally find that the colts exceed in beauty and strength....”\r\nJohn Lawson also reported how well the horses were treated by the Indians.... “These creatures they continually cram and feed with maize, and what the horse will eat—‘til he is as fat as a hog, never making any farther use of him than to fetch a deer home”.\r\n<h3>Edmund Ruffin’s Report on Banker Horses (mid-1800’s)</h3>\r\nIn 1856, another historian visited the Outer Banks. His name was Edmund Ruffin, famous as an authority on agriculture and as an editor (but more usually credited with firing the first shot in the Civil War). He said “Twice a year on the Banks, the stock owners hold a wild horse penning, at which time all of the wild horses on the island were corralled and the colts branded. The horses pennings are much attended, and are very interesting festivals for all the residents of the neigh-boring mainland. There are few adults residing within a days sailing of the horse pen that have not attended one or more of these exciting scenes. A strong enclosure, called the horse pen, is made at a narrow part of the reef and suitable in other respects for the purpose---with a connected strong fence stretching quite across the reef. All of the many proprietors of the horses, and many assistants, drive the horses from the remote extremities of the reef, and easily encircle and bring all the horses to the fence and near to the pen”.\r\n\r\nRuffin said that all of the horses in use on the reef, and on many of the nearest farms on the mainland are of these previously wild “banks “horses. He described them as “all of small size, with rough shaggy coats, and long manes; their hoofs in many cases grow to unusual lengths, they are capable of great endurance of labor and hardship, and live so roughly that any others from abroad seldom live a year on such food and other such great exposure. By the same token, he said when the banks horses were removed to the mainland, away from the salt marshes, many die before learning to eat grain or other strange provider, while other injure or kill themselves in struggling in vain efforts to break through the stables or enclosures in which they are subsequently confined. The horses fed entirely on the coarse salt grasses of the marshes and supply their want of fresh water by pawing away the sand deep enough to reach the fresh water which oozes into the excavation, and which reservoir serves for this use while it remains open”.\r\n<h3>Federal Writers Project (late 1930’s)</h3>\r\nIn 1939 a book was compiled and written by the Federal Writers Project of the Federal Works Agency Work Projects Administration for the state of North Carolina. They write “On Cape Hatteras, wildlife is abundant. For years herds of wild horses, cattle, and hogs ranged at will, until the Federal Program of Sand Fixation by Grass Plantings necessitated a strict stock law. In 1938, the county placed a bounty on the few remaining wild horses, traditional descendants of Barbary horses brought over by the Raleigh colonists or saved from wrecked Portuguese ships. In winter, the waters are dotted with ducks and geese, and there is frequently the gleam of a white swan. Sandpipers and gulls feed in flocks, undisturbed by scurrying sandfiddlers. Eagles and Ospreys wheel above the water on the lookout for prey, and schools of porpoises sport just beyond the breakers of the roaring Atlantic.”\r\n<h3>Spanish Mustang Registry Observation (early 1980’s)</h3>\r\nDare County is only one of the counties that make up the North Carolina Outer Banks. Currituck County borders Dare on the north, and Hyde County on the south. In more remote areas of these counties, some of the pure Banker Horses were able to survive. In June, 1982, members of the Spanish Mustang Registry came to the Outer Banks and “due to feats of great endurance”, were able to observe the last known remaining bands of Banker Horses still existing in the natural state as they have been for the past 500 years---on the Currituck County Outer Banks.\r\n<h3>Conclusions</h3>\r\nAlthough the Ocracoke strain of Spanish mustang cannot be directly traced to a single breeder, importer, or sire, certain physiological features of present day horses, and historical data lead strongly to the conclusion that the ancestors of these horses were escapees from Spanish stock brought to the Outer Banks of North Carolina in the first part of the 16th century.\r\n\r\nAccounts of Spanish explorations and colonization attempts in the early 1500’s state that Spanish Barb and Arabian horses were imported. One colony, d’Allyon’s, describes topographical features which Lefler and Newsome (A History of North Carolina, UNC Press, 1973) believe were around Cape Fear, North Carolina. The colony failed and the Spaniards retreated to their stronger holdings in Florida. The circumstances of the retreat, manner of travel and the coastal topography offer a combination of events conducive to the establishment of feral herds along the barrier islands.\r\nPresent day Ocracoke and Corolla wild horses carry the distinguishing features of Spanish type horses. One striking similarity to the Arabian ancestry is the number of vertebra (one less than most breeds) which occurs in the Banker Horse Breed. Their even temperament, endurance, size, and the startling beauty which crops up frequently in the Banker Horses all point strongly to their dramatic history...these are the remnants of once numerous herds of Spanish stock which ran free along the sandy islands of our coast.\r\n\r\nThe Spanish Mustang Registry is satisfied that the Banker Horses, in particular the Corolla strain, are as lineally pure to the 16th century Spanish importations as can be found in North America today, and that they compare closely to the selectively bred South American Spanish derivative stock.\r\n\r\n<strong>COROLLA WILD HORSE FUND</strong>\r\nP.O. Box 361 / 1126 Old Schoolhouse Ln\r\nCorolla, NC. 27927\r\n(252) 453-8002\r\n<a href=\"http://www.corollawildhorses.com\" target=\"_blank\">www.corollawildhorses.com</a>\";}i:5450;a:2:{s:3:\"key\";s:9:\"post_date\";s:5:\"value\";s:19:\"2011-10-01 20:21:57\";}i:5451;a:2:{s:3:\"key\";s:13:\"post_date_gmt\";s:5:\"value\";s:19:\"2011-10-01 20:21:57\";}i:5447;a:2:{s:3:\"key\";s:12:\"post_excerpt\";s:5:\"value\";s:0:\"\";}i:5431;a:2:{s:3:\"key\";s:11:\"post_format\";s:5:\"value\";s:1:\"0\";}i:5377;a:2:{s:3:\"key\";s:7:\"post_ID\";s:5:\"value\";s:3:\"379\";}i:5444;a:2:{s:3:\"key\";s:14:\"post_mime_type\";s:5:\"value\";s:0:\"\";}i:5429;a:2:{s:3:\"key\";s:9:\"post_name\";s:5:\"value\";s:28:\"history-of-the-banker-horses\";}i:5392;a:2:{s:3:\"key\";s:13:\"post_password\";s:5:\"value\";s:0:\"\";}i:5388;a:2:{s:3:\"key\";s:11:\"post_status\";s:5:\"value\";s:7:\"publish\";}i:5417;a:2:{s:3:\"key\";s:10:\"post_title\";s:5:\"value\";s:28:\"History of the Banker Horses\";}i:5372;a:2:{s:3:\"key\";s:9:\"post_type\";s:5:\"value\";s:4:\"post\";}i:5410;a:2:{s:3:\"key\";s:7:\"publish\";s:5:\"value\";s:7:\"Publish\";}i:5434;a:2:{s:3:\"key\";s:14:\"pyre_critera_1\";s:5:\"value\";s:0:\"\";}i:5435;a:2:{s:3:\"key\";s:20:\"pyre_critera_1_score\";s:5:\"value\";s:1:\"0\";}i:5436;a:2:{s:3:\"key\";s:14:\"pyre_critera_2\";s:5:\"value\";s:0:\"\";}i:5437;a:2:{s:3:\"key\";s:20:\"pyre_critera_2_score\";s:5:\"value\";s:1:\"0\";}i:5438;a:2:{s:3:\"key\";s:14:\"pyre_critera_3\";s:5:\"value\";s:0:\"\";}i:5439;a:2:{s:3:\"key\";s:20:\"pyre_critera_3_score\";s:5:\"value\";s:1:\"0\";}i:5440;a:2:{s:3:\"key\";s:14:\"pyre_critera_4\";s:5:\"value\";s:0:\"\";}i:5441;a:2:{s:3:\"key\";s:20:\"pyre_critera_4_score\";s:5:\"value\";s:1:\"0\";}i:5442;a:2:{s:3:\"key\";s:14:\"pyre_critera_5\";s:5:\"value\";s:0:\"\";}i:5443;a:2:{s:3:\"key\";s:20:\"pyre_critera_5_score\";s:5:\"value\";s:1:\"0\";}i:5432;a:2:{s:3:\"key\";s:19:\"pyre_featured_image\";s:5:\"value\";s:3:\"yes\";}i:5433;a:2:{s:3:\"key\";s:18:\"pyre_overall_score\";s:5:\"value\";s:1:\"0\";}i:5374;a:2:{s:3:\"key\";s:10:\"referredby\";s:5:\"value\";s:51:\"http://www.coastalmariner.com/wp-admin/post-new.php\";}i:5418;a:2:{s:3:\"key\";s:20:\"samplepermalinknonce\";s:5:\"value\";s:10:\"24c8690007\";}i:5454;a:2:{s:3:\"key\";s:4:\"save\";s:5:\"value\";s:6:\"Update\";}i:5398;a:2:{s:3:\"key\";s:2:\"ss\";s:5:\"value\";s:2:\"57\";}i:5448;a:2:{s:3:\"key\";s:7:\"to_ping\";s:5:\"value\";s:0:\"\";}i:5421;a:2:{s:3:\"key\";s:13:\"trackback_url\";s:5:\"value\";s:0:\"\";}i:5368;a:2:{s:3:\"key\";s:7:\"user_ID\";s:5:\"value\";s:1:\"1\";}i:5391;a:2:{s:3:\"key\";s:10:\"visibility\";s:5:\"value\";s:6:\"public\";}i:5386;a:2:{s:3:\"key\";s:10:\"wp-preview\";s:5:\"value\";s:0:\"\";}}'),(5375,379,'_wp_original_http_referer','http://www.coastalmariner.com/wp-admin/post.php?post=379&action=edit&message=6'),(5454,379,'save','Update'),(5376,379,'auto_draft','0'),(5377,379,'post_ID','379'),(5378,379,'autosavenonce','53d918765b'),(5379,379,'meta-box-order-nonce','e8a4851cdb'),(5380,379,'closedpostboxesnonce','5e45f60f11'),(5381,379,'gdsr_post_edit','edit'),(5382,379,'gdsr_review','-1'),(5383,379,'gdsr_review_decimal','0'),(5384,379,'gdsr_vote_articles','H'),(5385,379,'gdsr_recc_vote_articles','H'),(5386,379,'wp-preview',''),(5387,379,'hidden_post_status','publish'),(5388,379,'post_status','publish'),(5389,379,'hidden_post_password',''),(5390,379,'hidden_post_visibility','public'),(5391,379,'visibility','public'),(5392,379,'post_password',''),(5393,379,'mm','10'),(5394,379,'jj','01'),(5395,379,'aa','2011'),(5396,379,'hh','20'),(5397,379,'mn','21'),(5398,379,'ss','57'),(5399,379,'hidden_mm','10'),(5400,379,'cur_mm','12'),(5401,379,'hidden_jj','01'),(5402,379,'cur_jj','16'),(5403,379,'hidden_aa','2011'),(5404,379,'cur_aa','2011'),(5405,379,'hidden_hh','20'),(5406,379,'cur_hh','20'),(5407,379,'hidden_mn','21'),(5408,379,'cur_mn','28'),(5409,379,'original_publish','Update'),(5410,379,'publish','Publish'),(5411,379,'post_category','a:2:{i:0;s:1:\"0\";i:1;s:2:\"72\";}'),(5412,379,'newcategory','New Category Name'),(5413,379,'newcategory_parent','-1'),(5414,379,'_ajax_nonce-add-category','bb89d0edeb'),(5415,379,'tax_input','a:1:{s:8:\"post_tag\";s:21:\"banker horses,corolla\";}'),(5416,379,'newtag','a:1:{s:8:\"post_tag\";s:0:\"\";}'),(5417,379,'post_title','History of the Banker Horses'),(5418,379,'samplepermalinknonce','24c8690007'),(5419,379,'content','<strong>Author:</strong> <em>Dale Burrus Senior Inspector (at the time he compiled this history and findings) Spanish Mustang Registry</em>\r\n\r\nIn order to understand the Banker Horse, one must understand the location and environment from which they developed. Until recent years, the Outer Banks of North Carolina were considered some of the most isolated and under-developed areas in the country. The banks consist of a string of sand dunes that serve to protect the mainland of North Carolina from the Atlantic Ocean. They are separated from the mainland by large bodies of water called “sounds.” The Outer Banks are approximately 175 miles long from the Virginia line to below Cape Lookout. Perhaps the islands are best described by the name of one of the Indian tribes that lived there....”Hatterasil”, an Algonquin word meaning “there is less vegetation”.\r\n\r\nThe following history was derived from historic journals of sailing vessels researched from archives in England and Spain, regarding exploration and colonization in the 16th century. The author, the late Dale Burrus,was a lifelong resident of Hatteras Island, North Carolina, and was Senior Inspector for the Spanish Mustang Registry at the time he wrote this history.\r\n<h3>Lucas Vasquez de Allyon’s Expeditions</h3>\r\nAmong the first explorers to visit the North Carolina coast was a Spaniard named Lucas Vasquez de Allyon, who had received a charter from the Spanish king which gave him the right to explore and colonize much of the eastern seaboard. In 1521, Allyon sent one of his captains, Gordilk, in charge of an expedition which landed at River John the Baptist (thought to have been Cape Fear). Other Allyon explorers spent considerable time at a place called “Chicom,” thought to be in the same vicinity.\r\n\r\nThe Spaniards had trouble with the Indians. It seems they were taking Indian children as slaves and sending them to the West Indies. There was a great Indian uprising led by Corees, and the Spaniards were forced to flee to stronger Spanish holdings in Florida, leaving behind all their livestock.\r\n<h3>Richard Greenville’s Expeditions</h3>\r\nThe next direct line of history comes from vessel logs detailing the importation of livestock to the Outer Banks by Richard Greenville’s expeditions from 1584 to 1590. For four years, Raleigh’s ships maintained a steady traffic between England and the Outer Banks, in spring of 1584, 1585, 1586, and 1587. They followed the same general route to the Canary Islands and across the Atlantic, stopping at the same places in the West Indies such as Tallaboa Bay and Puerto Rico. They reached the Outer Banks in early summer. A Spaniard concerned over these activities, could have set his calendar by the comings and goings of these vessels carrying colonists and supplies to the land the English called Virginia, in honor of their virgin queen.\r\n\r\nAlthough Spain and England were at a state of war during this period, trade was still carried on between the Spanish colonists of the West Indies and the ships of Greenville. The Spanish authorities in Puerto Rico were not passive while this was going on. The Governor, Diego Menendez de Valdez, claimed that he received news at San Juan de Puerto Rico of Commander Jones’ (commanding the Tyger) approach to the southern shore on May 10. He ordered his lieutenant at San Jerman who had 40 men, to keep watch on the English who had, he assumed, only landed to water. On May 16, a patrol of eight Spanish horsemen made their appearance at an encampment, but soon disappeared when challenged by ten of Jone’s arquebusman.\r\n\r\nOn May 22 a further party of twenty horsemen appeared, led by the commander if the local garrison. This time Greenville sent out two horsemen of his own and some footmen to arrange a parley. Two men from each side exchanged formal courtesies, the English declaring they were anxious to trade and to purchase food. A rendezvous for an exchange was arranged two days ahead. The lieutenant was now in a position to send a full report to the governor, which reached him on May 25. He at once sent off 35 arquebusmen to assist the lieutenant in harassing the English if they emerged from the encampment.\r\n\r\nThese reinforcements were only a one-day march from San Juan, when they were met by news that the English had “quitted their fort.” Greenville, after launching his pinnance on May 23, had gone to the rendezvous the next day, but the Spaniards did not appear. He returned to the camp, where he found the huts were burned and the embankments thrown down.\r\n\r\nIn a prominent place he erected a post and carved it with an inscription announcing the safe arrival and departure of the Tyger and Elizabeth as a guide to the missing vessels of the squadron, should they arrive later. The Spanish, however, uprooted the post soon after and with some difficulty had its inscription translated and forwarded to Spain.\r\n\r\nThe reason for Greenville’s desertion of the encampment was the likelihood of a Spanish attack, but he did not at once leave the coast. He lay in wait for “prizes” in the Mona Channel and he took a small frigate, but she proved to be empty. A more valuable prize was made the same night, belonging to Lorenzo de Vallejo, which had come from Spain with the flotilla carrying cloth and other merchandise. She had put into Santa Domingo and was making her way with cargo and passengers to San Juan when she was taken without struggle. Greenville put “prize crews” on board and retired to a nearby anchorage, having apparently sent word ashore to San Jerman that he again wished to trade.\r\n\r\nOne of the commanders, Commander Lane, was persuaded to take the smaller prize with some Spanish prisoners, and to bring salt from what was apparently Salinas Bay, near Cape Rojo. Finding two salt mounds ready, he enclosed them with entrenchments and began removing them, but a Spanish force came up. Lane believed this force to be commanded by the governor himself, and the force consisted of 40 horses and 300 footmen. They did not attempt to try Lane’s defenses. Lane, on rejoining the Tyger, protested violently at having been placed in jeopardy with a handful of men, and began a series of quarrels with Greenville, which destroyed the harmony of the expedition.\r\n\r\nMeanwhile, the Tyger, the Elizabeth, the pinnance and the larger prize had been trading with the Spaniards in the vicinity of Guanica or Guayanilla. Neither the English nor the Spanish documents are quite clear how this was arranged, but it appears that Greenville offered one of the frigates for sale, attempted to ransom his prisoners (“getting good round summes, but nothing at allone of the released Spaniards claimed”, he said). The ships logs show that Greenville acquired livestock, hogs sows, young cattle, mares and male horses, foodstuffs, plants of sugar cane, bananas and other fruits to supply the colony which it was intending to grow there. The governor, hearing of such exchanges, sent orders that they were to cease, but again Greenville had moved before his instructions had taken effect. The squadron (now of five vessels) sailed on May 29 for the north coast of Hispaniola.\r\n\r\nAccording to Spanish documentation, the Spaniards put in at Puerto-de-Plata and then moved on to the Bahia Isabela, the harbor immediately to the west. After two days at Isabela, Governor Alcade and Captain Regifo de Angulo made friendly overtures to Greenville, promising to come to visit him. The English ships were in an area which had a long record of illicit trade that took place with the French. On June 5, Greenville and his company were invited onshore, where an elaborate entertainment was prepared for them. Feasting was followed by a bullfight and sports by commerce. On June 6, male horses and mares (with saddles and bridles), cows and bulls, sheep and swine were purchased for the colony, together with hides, sugar, ginger, tobacco and pearls (most of which were evidently for the English market). The English had already been observed on Puerto Rico collecting banana plants and other fruit trees along the shore and they continued to do so in Hispaniola. John White, a commander, recorded a number of plants and animals on paper.\r\n\r\nWhatever Greenville’s views on the missing vessels were (and we do not know precisely how stores and men had been distributed between them) it is clear that he did not regard their absence as sufficient enough to make him abandon the projected colony. His men were well, and his supplies of livestock, plants and food improved the prospects of settlement, though the delays had sacrificed valuable planting time. He sailed from Hispaniola on June 7 northwest, being nearly lost when he visited a small island the next day to take seals. The following day, they failed to find salt on one of the Caicos Islands and entered the Bahamas, landing at Eleuthera, Guanima on June 12, and Ciguateo (Great Abaco) on June 15. Then, sailing through Providence North West Channel, he sighted the American mainland on June 20, between 27 degrees and 30 degrees north.\r\n\r\nOn June 23 they encountered the shoals of a headland which they believed to be, and most probably was Cape Fear. Rounding the shoals with difficulty, they anchored the next day in a harbor which is likely to have been that of Beaufort, North Carolina. They were now clearly probing the coast closely. On June 26, they came to an inlet through the Carolina Banks, called Wococon, which is about in the middle of the present Portsmouth Island.\r\n\r\nCommander Lane said, in his journal book, that all their ships went aground on the shallow bar, but were floated off without too much difficulty. However, the Tyger had been lying offshore, and when an attempt was made on June 29 to bring her into harbor, serious disaster occurred. She struck, according to the Tyger journal. Two hours of struggle went on to prevent her from breaking up. Finally she was beached. The damage was a severe blow to the intended colony, since all the corn, salt, meal, rice, biscuits, and other provisions were destroyed or damaged by the salt water. Livestock was either lost, or swam ashore. This was a first and salutary example of the dangers which threatened shipping along this most risky stretch of coast.\r\nFor many years, it has been very difficult to put together the needed information concerning the early exploration and colonization attempts by Sir Walter Raleigh’s ships, especially the parts dealing with his exploits and trading in the West Indies, but in 1955 the Halkuyt Society published a two volume set which included all of the old material, plus considerable new information, most of it located in archives in England and Spain.\r\n<h3>John Lawson’s Observations (early 1700’s)</h3>\r\nA quote from an English historian, John Lawson (who explored and documented southeastern North Carolina from 1700 until his death at the hands of the Tuscaroras in 1711) says, “The horses are well-shaped and swift. The best of them would sell for ten or twelve pounds in England. They prove excellent drudges, and will travel incredible journeys. They are troubled with very few distempers, neither do the cloudy-faced grey horses go blind here as in Europe. As for sprains, splints and ringbones, they are here never met withal, as I can learn. Were we to have our stallions and choice of mares from England, or any other of a good sort, and careful to keep them on the highlands, we could not fail of a good breed; but having been supplied with our first horses from the neighboring plantations, which were but mean, they do not as yet come up to the Excellency of the English horses; tho we generally find that the colts exceed in beauty and strength....”\r\nJohn Lawson also reported how well the horses were treated by the Indians.... “These creatures they continually cram and feed with maize, and what the horse will eat—‘til he is as fat as a hog, never making any farther use of him than to fetch a deer home”.\r\n<h3>Edmund Ruffin’s Report on Banker Horses (mid-1800’s)</h3>\r\nIn 1856, another historian visited the Outer Banks. His name was Edmund Ruffin, famous as an authority on agriculture and as an editor (but more usually credited with firing the first shot in the Civil War). He said “Twice a year on the Banks, the stock owners hold a wild horse penning, at which time all of the wild horses on the island were corralled and the colts branded. The horses pennings are much attended, and are very interesting festivals for all the residents of the neigh-boring mainland. There are few adults residing within a days sailing of the horse pen that have not attended one or more of these exciting scenes. A strong enclosure, called the horse pen, is made at a narrow part of the reef and suitable in other respects for the purpose---with a connected strong fence stretching quite across the reef. All of the many proprietors of the horses, and many assistants, drive the horses from the remote extremities of the reef, and easily encircle and bring all the horses to the fence and near to the pen”.\r\n\r\nRuffin said that all of the horses in use on the reef, and on many of the nearest farms on the mainland are of these previously wild “banks “horses. He described them as “all of small size, with rough shaggy coats, and long manes; their hoofs in many cases grow to unusual lengths, they are capable of great endurance of labor and hardship, and live so roughly that any others from abroad seldom live a year on such food and other such great exposure. By the same token, he said when the banks horses were removed to the mainland, away from the salt marshes, many die before learning to eat grain or other strange provider, while other injure or kill themselves in struggling in vain efforts to break through the stables or enclosures in which they are subsequently confined. The horses fed entirely on the coarse salt grasses of the marshes and supply their want of fresh water by pawing away the sand deep enough to reach the fresh water which oozes into the excavation, and which reservoir serves for this use while it remains open”.\r\n<h3>Federal Writers Project (late 1930’s)</h3>\r\nIn 1939 a book was compiled and written by the Federal Writers Project of the Federal Works Agency Work Projects Administration for the state of North Carolina. They write “On Cape Hatteras, wildlife is abundant. For years herds of wild horses, cattle, and hogs ranged at will, until the Federal Program of Sand Fixation by Grass Plantings necessitated a strict stock law. In 1938, the county placed a bounty on the few remaining wild horses, traditional descendants of Barbary horses brought over by the Raleigh colonists or saved from wrecked Portuguese ships. In winter, the waters are dotted with ducks and geese, and there is frequently the gleam of a white swan. Sandpipers and gulls feed in flocks, undisturbed by scurrying sandfiddlers. Eagles and Ospreys wheel above the water on the lookout for prey, and schools of porpoises sport just beyond the breakers of the roaring Atlantic.”\r\n<h3>Spanish Mustang Registry Observation (early 1980’s)</h3>\r\nDare County is only one of the counties that make up the North Carolina Outer Banks. Currituck County borders Dare on the north, and Hyde County on the south. In more remote areas of these counties, some of the pure Banker Horses were able to survive. In June, 1982, members of the Spanish Mustang Registry came to the Outer Banks and “due to feats of great endurance”, were able to observe the last known remaining bands of Banker Horses still existing in the natural state as they have been for the past 500 years---on the Currituck County Outer Banks.\r\n<h3>Conclusions</h3>\r\nAlthough the Ocracoke strain of Spanish mustang cannot be directly traced to a single breeder, importer, or sire, certain physiological features of present day horses, and historical data lead strongly to the conclusion that the ancestors of these horses were escapees from Spanish stock brought to the Outer Banks of North Carolina in the first part of the 16th century.\r\n\r\nAccounts of Spanish explorations and colonization attempts in the early 1500’s state that Spanish Barb and Arabian horses were imported. One colony, d’Allyon’s, describes topographical features which Lefler and Newsome (A History of North Carolina, UNC Press, 1973) believe were around Cape Fear, North Carolina. The colony failed and the Spaniards retreated to their stronger holdings in Florida. The circumstances of the retreat, manner of travel and the coastal topography offer a combination of events conducive to the establishment of feral herds along the barrier islands.\r\nPresent day Ocracoke and Corolla wild horses carry the distinguishing features of Spanish type horses. One striking similarity to the Arabian ancestry is the number of vertebra (one less than most breeds) which occurs in the Banker Horse Breed. Their even temperament, endurance, size, and the startling beauty which crops up frequently in the Banker Horses all point strongly to their dramatic history...these are the remnants of once numerous herds of Spanish stock which ran free along the sandy islands of our coast.\r\n\r\nThe Spanish Mustang Registry is satisfied that the Banker Horses, in particular the Corolla strain, are as lineally pure to the 16th century Spanish importations as can be found in North America today, and that they compare closely to the selectively bred South American Spanish derivative stock.\r\n\r\n<strong>COROLLA WILD HORSE FUND</strong>\r\nP.O. 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value=\"http://static.issuu.com/webembed/viewers/style1/v2/IssuuReader.swf?mode=mini&amp;embedBackground=%234393cd&amp;backgroundColor=%23222222&amp;documentId=120904122330-dbae07ce95fa4de796e1c875119f41a5\" /><param name=\"allowfullscreen\" value=\"true\"/><param name=\"menu\" value=\"false\"/><param name=\"wmode\" value=\"transparent\"/><embed src=\"http://static.issuu.com/webembed/viewers/style1/v2/IssuuReader.swf\" type=\"application/x-shockwave-flash\" allowfullscreen=\"true\" menu=\"false\" wmode=\"transparent\" style=\"width:625px;height:400px\" flashvars=\"mode=mini&amp;embedBackground=%234393cd&amp;backgroundColor=%23222222&amp;documentId=120904122330-dbae07ce95fa4de796e1c875119f41a5\" /></object><div style=\"width:625px;text-align:left;\"><a href=\"http://issuu.com/coastalmariner/docs/cm_sept12?mode=window&amp;backgroundColor=%23222222\" target=\"_blank\">Open publication</a> - Free <a href=\"http://issuu.com\" target=\"_blank\">publishing</a> - <a href=\"http://issuu.com/search?q=bikini\" target=\"_blank\">More 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Category Name'),(10638,897,'newcategory_parent','-1'),(10639,897,'_ajax_nonce-add-category','fbb659d829'),(10640,897,'tax_input','a:1:{s:8:\"post_tag\";s:0:\"\";}'),(10641,897,'newtag','a:1:{s:8:\"post_tag\";s:0:\"\";}'),(10642,897,'post_title','2005 35\' Cabo FB - Twin 450hp Caterpillars'),(10643,897,'samplepermalinknonce','7b06282be0'),(10644,897,'content','<a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo2/\" rel=\"attachment wp-att-1159\"><img class=\"alignleft size-full wp-image-1159\" alt=\"Cabo2\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo2.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo3/\" rel=\"attachment wp-att-1160\"><img class=\"alignleft size-full wp-image-1160\" alt=\"Cabo3\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo3.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo4/\" rel=\"attachment wp-att-1161\"><img class=\"alignleft size-full wp-image-1161\" alt=\"Cabo4\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo4.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo5/\" rel=\"attachment wp-att-1162\"><img class=\"alignleft size-full wp-image-1162\" alt=\"Cabo5\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo5.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo6/\" rel=\"attachment wp-att-1163\"><img class=\"alignleft size-full wp-image-1163\" alt=\"Cabo6\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo6.jpg\" width=\"360\" height=\"480\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo7/\" rel=\"attachment wp-att-1164\"><img class=\"alignleft size-full wp-image-1164\" alt=\"Cabo7\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo7.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo8/\" rel=\"attachment wp-att-1165\"><img class=\"alignleft size-full wp-image-1165\" alt=\"Cabo8\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo8.jpg\" width=\"360\" height=\"480\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo9/\" rel=\"attachment wp-att-1166\"><img class=\"alignleft size-full wp-image-1166\" alt=\"Cabo9\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo9.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo10/\" rel=\"attachment wp-att-1167\"><img class=\"alignleft size-full wp-image-1167\" alt=\"Cabo10\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo10.jpg\" width=\"360\" height=\"480\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo11/\" rel=\"attachment wp-att-1168\"><img class=\"alignleft size-full wp-image-1168\" alt=\"Cabo11\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo11.jpg\" width=\"360\" height=\"480\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo12/\" rel=\"attachment wp-att-1169\"><img class=\"alignleft size-full wp-image-1169\" alt=\"Cabo12\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo12.jpg\" width=\"360\" height=\"480\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo13/\" rel=\"attachment wp-att-1170\"><img class=\"alignleft size-full wp-image-1170\" alt=\"Cabo13\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo13.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/emma-september-2012-coastal-mariner-girl/cabo14/\" rel=\"attachment wp-att-1171\"><img class=\"alignleft size-full wp-image-1171\" alt=\"Cabo14\" src=\"http://www.coastalmariner.com/wp-content/uploads/Cabo14.jpg\" width=\"600\" height=\"450\" /></a>\r\n\r\n&nbsp;'),(10645,897,'excerpt',''),(10646,897,'trackback_url',''),(10647,897,'metakeyselect','#NONE#'),(10648,897,'metakeyinput',''),(10649,897,'metavalue',''),(10650,897,'_ajax_nonce-add-meta','156ad66269'),(10651,897,'advanced_view','1'),(10652,897,'post_name','emma-september-2012-coastal-mariner-girl'),(10653,897,'post_author_override','6'),(10654,897,'pyre_featured_image','yes'),(10655,897,'pyre_overall_score','0'),(10656,897,'pyre_critera_1',''),(10657,897,'pyre_critera_1_score','0'),(10658,897,'pyre_critera_2',''),(10659,897,'pyre_critera_2_score','0'),(10660,897,'pyre_critera_3',''),(10249,871,'wp-preview',''),(10250,871,'hidden_post_status','publish'),(10251,871,'post_status','publish'),(10252,871,'hidden_post_password',''),(10253,871,'hidden_post_visibility','public'),(10254,871,'visibility','public'),(10255,871,'post_password',''),(10256,871,'mm','02'),(10257,871,'jj','04'),(10258,871,'aa','2013'),(10259,871,'hh','14'),(10260,871,'mn','23'),(10261,871,'ss','14'),(10262,871,'hidden_mm','02'),(10263,871,'cur_mm','02'),(10264,871,'hidden_jj','04'),(10265,871,'cur_jj','26'),(10266,871,'hidden_aa','2013'),(10267,871,'cur_aa','2013'),(10268,871,'hidden_hh','14'),(10269,871,'cur_hh','18'),(10270,871,'hidden_mn','23'),(10271,871,'cur_mn','04'),(10272,871,'original_publish','Update'),(10273,871,'publish','Publish'),(10274,871,'post_format','0'),(10275,871,'post_category','a:2:{i:0;s:1:\"0\";i:1;s:1:\"6\";}'),(10276,871,'newcategory','New 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src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-2.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-3/\" rel=\"attachment wp-att-1186\"><img class=\"alignleft size-full wp-image-1186\" alt=\"Neptune55Cabrio (3)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-3.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-4/\" rel=\"attachment wp-att-1187\"><img class=\"alignleft size-full wp-image-1187\" alt=\"Neptune55Cabrio (4)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-4.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-5/\" rel=\"attachment wp-att-1188\"><img class=\"alignleft size-full wp-image-1188\" alt=\"Neptune55Cabrio (5)\" 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src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-111.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-12/\" rel=\"attachment wp-att-1195\"><img class=\"alignleft size-full wp-image-1195\" alt=\"Neptune55Cabrio (12)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-12.jpg\" width=\"249\" height=\"187\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-13/\" rel=\"attachment wp-att-1196\"><img class=\"alignleft size-full wp-image-1196\" alt=\"Neptune55Cabrio (13)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-13.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-14/\" rel=\"attachment wp-att-1197\"><img class=\"alignleft size-full wp-image-1197\" alt=\"Neptune55Cabrio (14)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-14.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-15/\" rel=\"attachment wp-att-1198\"><img class=\"alignleft size-full wp-image-1198\" alt=\"Neptune55Cabrio (15)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-15.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-16/\" rel=\"attachment wp-att-1199\"><img class=\"alignleft size-full wp-image-1199\" alt=\"Neptune55Cabrio (16)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-16.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-17/\" rel=\"attachment wp-att-1200\"><img class=\"alignleft size-full wp-image-1200\" alt=\"Neptune55Cabrio (17)\" 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src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-23.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-24/\" rel=\"attachment wp-att-1207\"><img class=\"alignleft size-full wp-image-1207\" alt=\"Neptune55Cabrio (24)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-24.jpg\" width=\"375\" height=\"500\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-25/\" rel=\"attachment wp-att-1208\"><img class=\"alignleft size-full wp-image-1208\" alt=\"Neptune55Cabrio (25)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-25.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-26/\" rel=\"attachment wp-att-1209\"><img class=\"alignleft size-full wp-image-1209\" alt=\"Neptune55Cabrio (26)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-26.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-27/\" rel=\"attachment wp-att-1210\"><img class=\"alignleft size-full wp-image-1210\" alt=\"Neptune55Cabrio (27)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-27.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-28/\" rel=\"attachment wp-att-1211\"><img class=\"alignleft size-full wp-image-1211\" alt=\"Neptune55Cabrio (28)\" src=\"http://www.coastalmariner.com/wp-content/uploads/Neptune55Cabrio-28.jpg\" width=\"600\" height=\"450\" /></a> <a href=\"http://www.coastalmariner.com/jenna-august-2012-coastal-mariner-girl/neptune55cabrio-29/\" rel=\"attachment wp-att-1212\"><img class=\"alignleft size-full wp-image-1212\" alt=\"Neptune55Cabrio (29)\" 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