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Friday, May 31, 2013

America, Found and Lost


Virginia Indians Fish

America, Found and Lost

Much of what we learned in grade school about the New World encountered by the colonists at Jamestown is wrong. Four hundred years later, historians are piecing together the real story.

By Charles C. Mann
Courtesy Trustees of the British Museum
It is just possible that John Rolfe was responsible for the worms—specifically the common night crawler and the red marsh worm, creatures that did not exist in the Americas before Columbus. Rolfe was a colonist in Jamestown, Virginia, the first successful English colony in North America. Most people know him today, if they know him at all, as the man who married Pocahontas. A few history buffs understand that Rolfe was one of the primary forces behind Jamestown's eventual success. The worms hint at a third, still more important role: Rolfe inadvertently helped unleash a convulsive and permanent change in the American landscape.
Like many young English blades, Rolfe smoked—or, as the phrase went in those days, "drank"—tobacco, a fad since the Spanish had first carried back samples ofNicotiana tabacum from the Caribbean. Indians in Virginia also drank tobacco, but it was a different species, Nicotiana rustica. Virginia leaf was awful stuff, wrote colonist William Strachey: "poor and weak and of a biting taste." After arriving in Jamestown in 1610, Rolfe talked a shipmaster into bringing him N. tabacum seeds from Trinidad and Venezuela. Six years later Rolfe returned to England with his wife, Pocahontas, and the first major shipment of his tobacco. "Pleasant, sweet, and strong," as Rolfe's friend Ralph Hamor described it, Jamestown's tobacco was a hit. By 1620 the colony exported up to 50,000 pounds (23,000 kilograms) of it—and at least six times more a decade later. Ships bellied up to Jamestown and loaded up with barrels of tobacco leaves. To balance the weight, sailors dumped out ballast, mostly stones and soil. That dirt almost certainly contained English earthworms.
And little worms can trigger big changes. The hardwood forests of New England and the upper Midwest, for instance, have no native earthworms—they were apparently wiped out in the last Ice Age. In such worm-free woodlands, leaf litter piles up in drifts on the forest floor. But when earthworms are introduced, they can do away with the litter in a few months. The problem is that northern trees and shrubs beneath the forest canopy depend on that litter for food. Without it, water leaches away nutrients formerly stored in the litter. The forest becomes more open and dry, losing much of its understory, including tree seedlings.

Cont. here:

http://ngm.nationalgeographic.com/2007/05/jamestown/charles-mann-text


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Wednesday, May 22, 2013

Backstage at the Lost Colony Production

Backstage tours are recommended for parties with children.

Take a backstage tour for a behind-the-scenes look at how The Lost Colony comes to life. Highly praised by our patrons, this tour is one of very few… if not the only… that allows audience member backstage during final show preparations. You will hear historical and fun facts, see weaponry and stunt demonstrations and actors doing last minute touch ups.
The tour is especially recommended for parties with children, last approximately one hour, and are limited to just 50 people. Tours depart from the box office at 7:30. Tickets are $7.00 per person, or $25.00 for a family four pack.


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Wednesday, May 8, 2013

Getting Creative with Genealogy



Amateur genealogists hoping to uncover a link to Abe Lincoln can easily turn to the web to dig in their ancestor's closet. But taking the commercial route doesn't come cheap.
People curious about family history spent a whopping $2.3 billion on genealogy products and services last year, according to a study by market research firm Global Industry Analysts. They took most of their work to sites like Ancestry.com, which charge between $22.95 and $34.59 per month for access to billions of pertinent records. One-on-one consultations set them back $2,000 to $5,000 per session, depending on the length and complexity of the project, a spokesperson told Mashable.
Despite those sites' popularity, “it’s perfectly possible to do everything without spending a dime,” says Terry Koch-Bostic, a Mineola, N.Y.-based director of the National Genealogy Society, a non-profit education, training and records-preservation group.
Cont. here:



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Saturday, April 20, 2013

The Life of Angus Chavers, a Confederate POW


         
Angus Chavers and his wife Melissa
The Life of Angus Chavers, a Confederate POW

Dr. Dean Chavers
March 12, 2013
Most of the Lumbees who fought in the Civil War were in the Confederate Army. A second smaller group of them enlisted and fought in the Union Army, which meant they could possibly face their own brothers in battle. A third group was shanghaied or hijacked to work on the batteries and breastworks (temporary fortifications) around Fort Fisher near Wilmington; they were largely treated as slaves, and were assigned to do the rough work of construction. Many of them died at Fort Fisher from diseases caused by bad water and mosquitos.
A fourth group were local boys and men who refused to be conscripted to work on the breastworks, doing the work of slaves to build barriers to keep the Union soldiers out. Henry Berry Lowrie and some of his brothers refused to be enlisted; they knew they would be in the mud, dirt, and mosquitoes building breastworks; since they refused to work on the breastworks, they were cast out and labeled as outlaws by the Robeson County, North Carolina authorities.

Read more at http://indiancountrytodaymedianetwork.com/2013/03/12/life-angus-chavers-confederate-pow-147909



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Sunday, April 7, 2013

Jockey's Ridge; Where Sand Meets Sky

Hat Tip: Dixie Burrus Browning


The Outer Banks’ Jockey’s Ridge, the East Coast’s largest sand dune, is a force of nature that never stops changing and never ceases to envelop those in its path.
Jockeys-Ridge
Every year, the dunes grew. With each nor’easter, wind carried sand from the beach. The sand swirled around Bodie Island and Nags Head and piled on top of already existing piles.

In 1838, the first hotel was built in the area, right among these dunes. The owner thought the structure would stand against the sand. The trees and shrubs would protect his building.

By 1850, the hotel was leaving shovels in each room, an amenity like soaps and shampoos, so guests could scoop out the sand. The wind blew the sand into small mountains behind the hotel. Like a cake in the oven, the dunes kept rising. The sand crept to the roof. And eventually, with the winds flinging the particles about in surges, the sand billowed over the hotel in a grand wave.

There was nothing visible but a great, living dune.

Cont. here:



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Monday, April 1, 2013

Pope to Visit Nearby Island of Ocracoke


Pope to Visit Ocracoke


ANDREW STERN

The "Popemobile." It's cooler than your golf cart.
The "Popemobile." It's cooler than your golf cart.
The island is a stop on the Pope's first U.S. tour.
Exciting news from the Vatican this week as papal spokesman Cardinal Jose-Maria Antonio Bruschetta de los Santos announced the itinerary for Pope Francis’s first visit to the United States, scheduled for late summer. The itinerary includes stops in Philadelphia, Washington, Ocracoke, Atlanta, and Miami.
It is unclear whether the Pope plans to brave highway 12, ride one of the long ferries, or simply take the papal hovercraft. An aide sought to assure the public that he will make it one way or the other, “even if he has to walk on water.”
Pope Francis will become just the third pontiff to visit Ocracoke. Boniface V was shipwrecked here in 621, while Blessed John Paul II came to participate in the fishing tournament in 1998, winning third place. Cardinal Santos noted that the Pontiff shares several affinities with the people of Ocracoke – he speaks Latin with an accent that makes it very hard for others to understand him, he has thirty-seven cats that wander the apostolic palace, and he loves to ride around the Vatican in his golf cart. The Cardinal explained that the visit to the island is partly pastoral, but that the Pope is mostly interested in “getting south of the stress line for a bit.” 
In the spirit of ecumenism, the Methodist and Assembly of God churches are planning a potluck in the Pope’s honor. They were hoping to have it at the community center, but that’s already been booked by the quilting circle. The Current will let you know as soon as a new venue is found.  
In anticipation of his visit, Pope Francis has already weighed in on some of the issues facing Ocracoke. Speaking to a delegation of American cardinals yesterday, he declared that restrictions on beach driving are, “An affront against human dignity which cries to heaven for redress.” Later, he used his weekly radio address to denounce the proposed ferry rate increases as “Total b.s.” 

Additional details here: CLICK HERE!!!


http://tinyurl.com/d27caoj

Happy April Fool's Day!!!

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Friday, March 22, 2013

Ships of the Roanoke Voyages


Ships of the Roanoke Voyages

No plans for vessels used in the Roanoke voyages are known to exist, but reasonably accurate inferences about those vessels can be drawn from contemporary paintings, construction and performance records, woodcuts, and maritime treatises.

  The wooden sailing ships of the period, while much trimmer and sleeker than their tub-like fourteenth-and fifteenth-century ancestors, had considerable strength, durability and maneuverability. Rather than battering and slamming their way through the forces of a North Atlantic gale, the typical sixteenth century English ship was able to slip and bob through the waves with comparative ease.

Disasters at sea were rarely caused by the structural failure of a ship. Typically, the hull or shell of the vessel was either clinker-built, that is, with plank edges overlapped and fastened with nails; or carvel-built, with planks laid flush, edge to edge, over a skeleton frame. Both methods of hull construction had advantages and drawbacks.


The clinker-built ship, while extremely strong and durable, was difficult and expensive to repair, the services of a master shipwright being required. Moreover, gunports, which were cut through the overlapping, weakened the hull significantly. In spite of these drawbacks, the average life of a typical ship was an impressive sixty-five years. Even though this method of construction was being phased out by the mid 1540s, it is likely that some of the vessels that took part in the Roanoke ventures were clinker-built.

The carvel-built of skeleton-frame ship was also strong, durable, and difficult to repair. The skill of a master shipwright was not always required, however; a competent carpenter could handle many repairs and alterations.

Whether a merchantman or a ship of war, a sixteenth-century vessel contained a vast array of small pieces of wood, nails, iron bolts, washers, wooden pegs, and knees or braces. All seams were made water tight with a caulking of tarred hemp fibers. The result of the shipwright's art was a springy, flexible vessel able to work under the various and variable stresses exerted by the wind; the weight of cargo, the crew, and the ship itself; and the violent impacts of the sea.

The vast majority of sixteenth-century oceangoing vessels were three-masted and square-rigged. On a square-rigged ship, the large main square sails were laced to a yard or bar, which was attached horizontally to a mast. In addition to the square sails carried on the main and foremasts, square-rigged ships of the period also had, on the aftermast, a small lateen, or triangular sail which acted as a stabilizer. The square-rigged ship of the Elizabethan era was able to sail well to windward, that is, approximately in the same direction from which the wind was blowing. The versatility of this particular style of rigging enabled mariners to adjust sails to meet constantly changing wind conditions. Because of the strength and durability of its hull, its maneuverability, and its adaptability, the three-masted, square-rigged ship was the mainstay of the European voyages of discovery and exploration.

In sixteenth-century England, the size of a vessel was estimated in terms of tunnage --the ships capacity to carry 252 gallon tuns of hogshead barrels of wine. A 50-tun ship could carry fifty hogsheads. The tun was a measure of volume, not weight, and it was hardly uniform. The capacity of a Spanish tun, for example, was considerably less than that of an English tun. Thus a Spanish vessel of 50 tuns was not the same size as a 50-tun English ship. During the Elizabeth Era, tonnage, a more accurate and sophisticated measurement system based on a ship's dead weight and its displacement of water was in the early stage of development. As a system for standardizing the measurement of ship size, it was not uniformly applied to English shipping for many years thereafter. Though sometimes used interchangeably by post-Elizabethan writers, tunnage and tonnage are not synonyms.


The majority of ships used in the Roanoke ventures were privately owned, well-armed merchant ships ranging in size from 20 to 400 tuns. Other than names and tunnage, very few details about the vessels survive. The lack of information is complicated by the inexact system for estimating ship size--one ship could be listed with different tunnages. Identification of the vessels is made more difficult--and in some cases rendered impossible--by the Elizabethan practice of renaming ships often. Sir Francis Drake's Pelican (Golden Hind) is famous enough to be traceable, but most of the vessels associated with the Roanoke voyages are not. Contemporary descriptions of these vessels vary. A vessel called one thing in one document might be called something else in another. Further, more-or-less standard modern usage and definitions have little in common with sixteenth-century terminology.



Cont. here:


http://www.nps.gov/fora/forteachers/ships-of-the-roanoke-voyages.htm


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Spring On The Sound! Spring Fling!!!

Saturday May 4th, 2013

252-473-4223 or thelostcolony.org

We invite you and all of your friends to join us in our inaugural Spring On The Sound! This evening of entertainment, music, food and drink will begin at 7:00. Go on your own or team up in a scavenger hunt, enjoy the sounds of The Jazzmen and be amazed with magicians, fire breathers and stilt walkers.
This will be a casual evening full of surprises! Dress appropriately as the event will take place on the stages of The Waterside Theater!


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Thursday, February 21, 2013

12 Marker Y DNA Test for $39


Normally, I don’t blog about sales.  There are lots of places to get that info, but this one is just too good to miss and it’s only for a short time.  It’s also big news because we’ve never seen a price anyplace close to this low.
One of the things Americans and others whose ancestors migrated from European destinations have wished for is an increase in European DNA testing.  It has been slow to come for many reasons, but today, Family Tree DNA announced a $39 Y-line DNA test.  This, in conjunction with their presence at the Who Do You Think You Are genealogy conference in London this week will, hopefully, give DNA testing in Europe, and the British Isles specifically, a shot in the arm or a push over the cliff or whatever kind of encouragement it is that they need.  In any event, the reason for not testing WON’T be cost, at least not through the end of the month.  This special price is a $60, and a 60% reduction from their normal $99 price.  But take heed, the special price doesn’t last forever (although I wouldn’t be surprised to see a permanent price reduction of some type)….these $39 kits must be bought and paid for by February 28th, 2013.  That means no invoice orders.  Get the trusty credit card out!
So now is a good time to be thinking of that family reunion and all the folks you’ve said all along you would test if you could afford it.  Well, Merry Christmas way early because DNA testing just got a lot more affordable.
You can order the test, of course, at the website at www.familytreedna.com.  Here’s the link to the whole story.



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