Tarpon I/ II/ II
The Grumman Tarpon was the designation originally given to the TBF/ TBM Avenger in British service. In January 1944 the American name was adopted instead, with the mark number remaining unchanged (Tarpon I to Avenger I, Tarpon II to Avenger II and Tarpon III to Avenger III). This change was made for most American aircraft in British service, so at the same time the Martlet became the Wildcat.
The Tarpon I was the designation given to the TBF-1 and TBM-1.
The Tarpon II was the designation given to the TBF-1C and TBM-1C.
The Tarpon III was the designation given to the TBM-3 and TBM-3E.
Tarpons are fish of the genus Megalops. They are the only members of the family Megalopidae. There are two species, one (Megalops atlanticus) native to the Atlantic, and the other (Megalops cyprinoides) to the Indo-Pacific Oceans.
- Megalops atlanticusValenciennes, 1847
- Megalops cyprinoides(Broussonet, 1782)
- †Megalops vigilax(Jordan 1927)
- †Megalops oblongus( Woodward 1901)
- AmiaBrowne 1756 ex Browne 1789 non Gronow 1763 ex Gray 1854 non Meuschen 1781 non Linnaeus 1766
- Brisbaniade Castelnau 1878
- CyprinodonHamilton 1822 non Lacépède 1803
- OculeusCommerson ex Lacépède 1803
- TarponJordan & Evermann 1896
The album debuted at No. 1 in the Billboard 200 with 350,000 copies sold. It spent a total of five weeks at No. 1 and was the third best-selling album in 1995 in the United States and sold 12 million copies in the United States.
It did not make a huge impact in the United Kingdom, where it only made No. 17 on the UK Albums Chart. A Spanish language version, II: Yo Te Voy a Amar, was also issued. The album also won Best R&B Album at the 37th Grammy Awards. The album was ranked #495 on the September 22, 2020 edition of Rolling Stone's 500 Greatest Albums of All Time. 
|1.||"Thank You"||Michael S. McCary, Nathan Morris, Wanya Morris, Shawn Stockman, Dallas Austin||Boyz II Men, Austin||4:37|
|2.||"All Around the World"||James Harris III, Terry Lewis, McCary, N. Morris, W. Morris, Stockman, Daddy-O||Jimmy Jam & Terry Lewis||4:56|
|3.||"U Know"||McCary, N. Morris, W. Morris, Stockman, Tim Kelley, Bob Robinson, Curtis Mayfield||Boyz II Men, Tim Kelley & Bob Robinson||4:46|
|4.||"Vibin'"||McCary, N. Morris, W. Morris, Stockman, Kelley, Robinson||Tim Kelley & Bob Robinson||4:28|
|5.||"I Sit Away"||Tony Rich||L.A. Reid, Rich||4:35|
|6.||"Jezzebel"||W. Morris, Stockman, Troy Taylor, Charles Farrar||The Characters||6:07|
|7.||"Khalil (Interlude)"||N. Morris, Stockman||Tim Kelley & Bob Robinson||1:41|
|8.||"Trying Times"||W. Morris, Kelley, Robinson||W. Morris, Tim Kelley & Bob Robinson||5:23|
|9.||"I'll Make Love to You"||Babyface||Babyface||3:56|
|10.||"On Bended Knee"||Harris III, Lewis||Jimmy Jam & Terry Lewis||5:30|
|11.||"50 Candles"||Stockman, Kelley, Robinson||Stockman, Tim Kelley & Bob Robinson||5:08|
|12.||"Water Runs Dry"||Babyface||Babyface||3:21|
|13.||"Yesterday"||Paul McCartney, John Lennon||Boyz II Men||3:09|
|14.||"Fallin'"||Brian McKnight, Brandon Barnes||McKnight||4:09|
- "Thank You" contains a sample from "La-Di-Da-Di", performed by Doug E. Fresh, and written by Richard Walters and Douglas Davis.
- "All Around the World" contains samples from "Kid Capri" by Daddy-O.
- "U Know" contains a sample from "Don't Change Your Love", performed by The Five Stairsteps.
- "Jezzebel" contains a sample of "Hootie Mack" by Bell Biv Devoe.
Weekly charts Edit
|Australian Albums (ARIA) ||4|
|Canadian Albums (RPM)||3|
|Dutch Albums (Album Top 100) ||7|
|European Albums Chart (Billboard) ||16|
|French Albums (SNEP) ||1|
|German Albums (Offizielle Top 100) ||18|
|Japanese Albums (Oricon) ||9|
|New Zealand Albums (RMNZ) ||1|
|Spanish Albums (PROMUSICAE) ||13|
|Swedish Albums (Sverigetopplistan) ||20|
|Swiss Albums (Schweizer Hitparade) ||21|
|UK Albums (OCC) ||17|
|US Billboard 200 ||1|
|US Top R&B/Hip-Hop Albums (Billboard) ||1|
|Zimbabwe Albums (ZIMA) ||3|
Year-end charts Edit
|Australian Albums (ARIA) ||14|
|Dutch Albums (Album Top 100) ||98|
|New Zealand Albums (RMNZ) ||40|
|US Billboard 200 ||22|
|US Top R&B/Hip-Hop Albums (Billboard) ||10|
|US Billboard 200 ||3|
|US Top R&B/Hip-Hop Albums (Billboard) ||4|
Decade-end charts Edit
* Sales figures based on certification alone.
^ Shipments figures based on certification alone.
Tarpon. Photo © Don DeMaria
These long fish have slightly upturned faces and soft, lobed fins, and they can grow to more than 8 feet long and over 350 pounds. From above they appear dark blue or greenish black, or even brassy if they’ve been in inland waters, but they are recognizable for their very shiny silver sides covered in large scales. They live in bays and mangrove lagoons, and can travel up rivers into freshwater. As well, they can, and usually need to, gulp air as a way to get additional oxygen. Tarpon are prized for their fight but not their flesh by sport fishers, but they are protected by significant regulations.
Order – Elopiformes Family – Megalopidae (Elopidae) Genus – Megalops Species – atlanticus
The silver king is the most common pseudonym given to the tarpon by anglers, descriptive of the bright flash that reflects from its large silver scales when it jumps into the air. Other common names include abalitsa, Atlantic tarpon, atlantischer tarpun, bass, big scale, caffum, camurupi, grande ecaille, grand-écaille, grande ecoy, jewfish, madzorfloe, manyofle, mell, ofin, palika, peixe-prata, peixe-prata-do-atlântico, pez lagarto, sabalo, sábalo, sabaloreal, sabilo real, sadina, savalle, savallo, savaloreal, savanilla, silberfisch, silverfish, suwiki, tainha, tainha-congo, tapam, tarpao, tarpão, tarpão-do-Atlântico, tarpoen, tarpom, tarpón, tarpon argenté, tarpon atlantycki, tarpon trapoen, tarpone tarpone, tarponi, tarpum, trapoen, and wallidöër.
Importance to Humans
Juvenile tarpon. Photo © Kenneth Krysko
In Florida, the commercial sale of tarpon is prohibited. Recreationally, the tarpon provides a huge industry for charter captains. In the Florida Keys, many of these guides make the bulk of their earnings from April through June, the prime months for tarpon migrations. Recreational anglers must obtain a tarpon tag (purchased prior to catching) in order to possess a tarpon. However, most tarpon guides and anglers esteem the tarpon and nearly always release the fish unharmed. Most mortality attributed to human activity occurs from injuries incurred when being landed, such as “gut hooking” or sharks that take advantage of the hooked fish. Though conscientious anglers attempt to break the line to release the tarpon from restraint, sharks occasionally leave the angler with only half of the fish. Although this is considered an important game fish, the flesh is not highly prized in the United States, though the natives of Panama, the West Indies, and Africa consider the tarpon a delicacy and sell it on a small scale.
Danger to Humans
Though tarpon usually spook easily and show extreme weariness when around humans, they occasionally, and usually accidentally, injure humans. Most injuries occur when anglers try to release tarpon after a fight, whereby tarpon have reportedly killed the angler in its violent thrashing. To avoid this situation, one should not attempt to boat a tarpon that is still green (i.e., full of vigor). Let the fish thoroughly tire out before attempting to either gaff or bring the tarpon close for release. Occasionally a tarpon will rush toward and inadvertently leap into the boat. Several tarpon guides have reported having such a fish destroy rods, electronics, and other equipment.
Although tarpon may not be harvested commercially, debate looms over the recovery of fish caught and released. Though released, a tired tarpon that is not adequately resuscitated may die from oxygen deprivation or may more easily fall prey to predators such as sharks. In order to assess the hook-and-release survival of tarpon, the Florida Marine Research Institute is in the process of designing a study in order to track released individuals and determine their rate of post-release survival.
While any angler may practice catch-and-release in pursuing tarpon, beginning in 1989 anglers must obtain a tarpon tag in order to possess and deliberately kill them. The permit costs $50 for each tarpon (limit two per day), and the anglers who purchase the tag agree to provide the Florida Marine Research Institute with information about the catch, including date and location of capture, the length and weight of the fish, and how many anglers were fishing. According to data obtained since this permit was instituted, the number of tarpon killed has steadily dropped from 342 in 1989 to 70 in 1998.
The IUCN is a global union of states, governmental agencies, and non-governmental organizations in a partnership that assesses the conservation status of species.
World distribution map for the tarpon
Tarpon inhabit a large range on both sides of the Atlantic Ocean. The range in the Eastern Atlantic extends from Senegal to the Congo. In the Western Atlantic, the fish primarily inhabit warmer coastal waters concentrating around the Gulf of Mexico, Florida, and the West Indies. However, tarpon are not uncommon as far north as Cape Hatteras, and the extreme range extends from Nova Scotia in the north, Bermuda, and to Argentina to the south. Tarpon have been found at the Pacific terminus of the Panama Canal and around Coiba Island.
Tarpon populate a wide variety of habitats, but are primarily found in coastal waters, bays, estuaries, and mangrove-lined lagoons within tropical, subtropical, and temperate climates (45° N-30° S). The normal habitat depth extends to 98 feet (30 m). Although a marine fish, tarpon can tolerate euryhaline environments (0-47 parts per thousand) and often enter river mouths and bays and travel upstream into fresh water. In addition, tarpon can also tolerate oxygen-poor environments due to a modified air bladder that allows them to inhale atmospheric oxygen. The only variable that seems to limit their choice of habitat is temperature, and research shows tarpon to be thermophilic. Rapid decreases in temperature have been known to cause large tarpon kills. During such temperature drops, tarpon usually take refuge in warmer deeper waters.
Tarpon. Photo © Don DeMaria
Externally, the almost vertical, silvery sides made up of large scales are the most distinctive feature of the tarpon. The tarpon has a superior mouth with the lower mandible extending far beyond the gape. The fins contain no spines, but are all composed of softrays. The dorsal fin appears high anteriorly and contains 13-15 softrays with the last ray greatly elongated into a heavy filament. The caudal is deeply forked, and the lobes appear equal in length. The anterior portion of the anal fin is deep and triangular. The fin has 22-25 softrays, with the last ray again elongated as in the dorsal fin, but shorter and only present in adults. The tarpon has large pelvic fins, and long pectoral fins containing 13-14 softrays.
Perhaps the most unique internal feature of the tarpon is the modified swim bladder. This swim bladder contains spongy alveolar tissue and has a duct leading to the esophagus that the tarpon may fill directly with air gulped from the surface. This feature allows the tarpon to take oxygen directly from the atmosphere and increases its tolerance of oxygen-poor waters. In fact, studies have shown that tarpon must have access to atmospheric oxygen in order to survive, and that juvenile tarpon are obligatory air-breathers. Adults living in oxygen-rich waters still roll and gulp air, probably as an imitative pattern based on visual perception of other tarpon.
Juvenile tarpon. Photo © George Burgess
The synonym “silver king” refers to the predominant bright silver color along the sides and belly of the tarpon. Dorsally, tarpon usually appear dark blue to greenish-black. However, the color may appear brownish or brassy for individuals inhabiting inland waters. The dorsal and caudal fins have dusky margins and often appear dark.
Despite having an enormous mouth, often exaggerated by anglers or others as being the size of a five-gallon bucket, tarpon have extremely small villiform (i.e., fine densely packed) teeth on their jaws, vomer, palatines, pterygoids, tongue, and skull base. In addition, tarpon have an elongated bony plate along the long, upturned lower jaw. The tarpon uses this plate to crush crustaceans and other prey not consumed whole.
Size, Age & Growth
Female tarpon can grow to lengths of over 8.2 feet (2.5m) and reach weights of near 355 pounds (161 kg), with the males generally smaller. Tarpon are slow-growing fish and do not obtain sexual maturity until reaching an age of 6-7 years and a length of about 4 feet (1.2 m). Tarpon weighing about 100 pounds (45.4 kg) typically fall between 13-16 years of age. Male tarpon attain lifespans of over 30 years, while females may live longer than 50 years. A female tarpon held in captivity at the John G. Shedd Aquarium in Chicago, Illinois died in 1998 at the age of 63.
Pinfish. Photo courtesy South Florida Water Management District
The tarpon employs different feeding techniques depending upon its level of growth and development. Stage I larvae absorb nutrients directly from seawater through the integument. Zooplankton (copepods and ostracods), insects, and small fish compose the diet of stage II and III tarpon larvae and small juveniles. As tarpon grow, they move away from zooplankton as a chief food source and prey more exclusively on fishes (especially poecilids and cyprinodontids) and larger invertebrates such as shrimp and crabs. While juvenile tarpon are planktivorous, adult tarpon are strictly carnivorous and mostly feed on mid-water prey such as mullets, pinfish, marine catfishes, Atlantic needlefish, sardines, shrimp, and crabs. Tarpon feed during both day and night. Since the tarpon have minute teeth only, they usually swallow the prey whole.
A) Stage I larva, leptocephalus, 9.4 mm SL. B) Stage I larva, leptocephalus, 17.5 mm SL. C) Stage I larva, leptocephalus, 23.0 mm SL. Head shape changing, body thick. D) Stage II larva, 14.0 mm SL. E) Stage II larva, 13.0 mm SL. F) Stage III larva, 13.8 mm SL. Dorsal and anal continue to move anteriorly gas bladder extends forward. G) Stage III larva, 15.9 mm SL. Pigmentation increased over body, particularly between myomeres dark band over gas bladder. H) Stage III larva, 16.9 mm SL. I) Stage III larva, 23.0 mm TL, 19.6 mm SL. Spots developing on dorsal and anal. J) Juvenile, 31.5 mm TL, 25.5 mm SL. Spot on doral fin distinct body pigmentation more profuse. K) Juvenile, 41.0 mm SL. L) Adult, ca. 386 mm TL.
The sexual fecundity of a 6.6 foot (2 m) tarpon is about 12 million eggs. The fish typically spawn in May, June, and July, though evidence exists that suggests they spawn year-round. They make extensive migrations to offshore spawning areas where currents then move the larvae to inshore nurseries. Tarpon reach sexual maturity at 6-7 years of age and a length of about 4 feet (1.2 m).
Tarpon possess a leptocephalus larval stage, a reproductive strategy seen elsewhere only amongst the closely related bonefish (Albulidae), ladyfish (Elopidae), and true eels (Anguilliformes). The transformation from the transparent, ribbon-like leptocephalus to juvenile tarpon occurs in three distinct stages. Stage 1 leptocephali grow to a length of 6-28 mm and last from 2-3 months. Instead of continuing growth in stage 2, the larvae shrink to about 14 mm. This stage lasts 20-25 days. The larvae grow again in stage 3 and become juveniles at a length of approximately 40 mm, this final stage lasting about 7-8 weeks.
Alligator. Photo courtesy South Florida Water Management District
The most common internal parasite found in the tarpon is the digenetic trematode Lecithochirium microstomum, which occurs in the stomach of tarpon. The trematode Bivescula tarponis occurs in the pyloric caecae and throughout the entire length of the intestine. External parasites include the isopods Nerocila acuminata,Cymothoa oestrum and the copepod Paralebion pearsei. Though not parasitic, remoras (Remora remora) often attach to large tarpon.
Valenciennes described the tarpon in 1847, classifying it under the genus Megalops, which translates from the Greek into “large-eyed,” a conspicuous feature of the tarpon. While most agree on the fish’s placement in the order Elopiformes, scientists debate whether its family designation should fall within the family Elopidae or the family Megalopidae, a family separate from Elopidae within the suborder Elopoidei. One other species exists in the genus,Megalops cyprinoides, the ox-eye. Synonyms of Megalops atlanticus appearing in the literature include Clupea gigantea, Megalops giganteus, Megalops atlantica (misspelling), Tarpon atlanticus, and Megalops elongatus.
An Inside Look at Tarpon Springs History
For a time, sponges – retrieved from Gulf of Mexico depths by intrepid divers in full suits – outstripped citrus products as Florida's main export. Now, Tarpon Springs history combined with classic Florida beauty make for an offbeat, cultural getaway.
TARPON SPRINGS – Tucked in a quieter corner of the bustling Tampa Bay metro region, this city of about 25,000 spreads a subtle magic that transports visitors to other times, other places.
It blends the moods of Victorian-era Florida, small-town America and – most of all – the vibrant character of its Greek heritage.
Greek immigrants built Tarpon Springs' signature sponge industry, turning a remote village into what was called "the sponge capital of the world." For a time sponges, retrieved from Gulf of Mexico depths by intrepid divers in full suits, outstripped citrus products as Florida's main export.
The Hellenic influence remains strong today. According to census figures, more than one in 10 residents claim Greek descent, giving Tarpon Springs a higher percentage of Greek-Americans than any other American city. More than seven percent report that they speak Greek in their homes. The high school sports teams are nicknamed "Spongers."
Venture from the Anclote River's original sponge docks up side streets, peer into small cafes or storefront meeting rooms, and you may spy men talking loudly in Greek, playing cards and perhaps enjoying a bottle of tangy retsina wine. The aromas of garlic lamb and horiatiko – baked chicken – mingle with the honeydew scents of confections such as baklava and loukoumades.
"We have 125 businesses, 25 restaurants, three or four boat rides, and I don't know how many bakeries," said George Billiris, whose family came to Tarpon Springs in 1904. His grandfather, father and uncle helped establish the sponge industry.
"It was like a gold rush when it started," said Billiris, whoin his 80s years old still works on the docks with his St. Nicholas Boat Line. It began in 1924 as an attraction offering tourists a boat ride and a chance to learn about sponge-diving. And thus from sponges sprung the tourist industry.
"We're the cause of tourism in Tarpon Springs. We've made 77 documentaries in seven languages, and we're now working on one with Japan," Billiris said.
Tarpon Springs began in 1875 as a simple pioneer settlement amid thick oak and pine stands, alive with deer and wild turkey. The city's name is said to have been coined in 1880 when Mary Ormond Boyer, standing on the banks of Spring Bayou, spied fish jumping: "Look at the tarpon spring!"
No matter that the fish probably were mullet residents liked the ring of the name.
The village soon attracted wealthy out-of-state visitors, including former Arizona Gov. Anson P.K. Safford, who built a mansion near the bayou in 1883. The Safford house remains as a Tarpon Springs history museum open two days a week.
The coming of the Orange Belt Railroad in the mid-1880s helped the Florida greek town grow, and the old depot also offers a museum.
Spring Bayou now is the site of the largest Epiphany celebration in America. In a 105-year-old tradition, boys and young men dive for a cross every Jan. 6 in the chilly water whoever retrieves it gets a year of good luck, according to tradition. This year, about 12,000 visitors witnessed the celebration.
The 1880s also saw the first Greek immigrants arrive, and in 1905, John Cocoris introduced diving techniques. He recruited spongers from Greece's Dodecanese Islands, whose name resonates today: Dodecanese Boulevard in the heart of the sponge district. Working boats, sprouting a forest of masts, are lashed together at the docks. Recorded music from the bazouki, a stringed instrument, tinkles along the avenue, redolent with the gumbo-like aroma of a saltwater fishing village and the ever-present Greek cooking.
"It's one of the last remaining small-boat points of consequence in Florida," Billiris said.
Shops along Dodecanese are decorated in light blue and white, the same hues of the Greek flag, which floats alongside the Stars and Stripes in the old Sponge Exchange, now a courtyard with shops.
It seems a perfect blend of the old and the new.
When You Go.
Tarpon Springs: Access from U.S. 19 in Pinellas County. Turn west on County Road 582, also called Tarpon Avenue, and travel about a mile to downtown. To reach the sponge docks, turn right off CR 582 on Pinellas Avenue and after less than a mile, turn left on Dodecanese Boulevard.
Sponge Docks and Boat Tours
All along Dodecanese Boulevard
Tarpon Springs Aquarium
850 Dodecanese Boulevard
Safford House Museum
23 Parkin Court off Spring Boulevard, near Spring Bayou
100 Beekman Lane in Craig Park on Spring Bayou
Historic Railroad Depot
106 East Tarpon Avenue
101 South Pinellas Avenue
For more information, contact the Tarpon Springs Chamber of Commerce at 727-937-6109 or tarponspringschamber.org.
Tarpon Springs' Epiphany cross dive is one of the largest in the Western Hemisphere.
Tarponin suomut ovat suuret ja hopeanhohtoiset. Ruumis on sivuilta litistynyt ja selkäevän takakärki on pidentynyt siimamaiseksi.
Tarponia tavataan Atlantissa Pohjois- ja Länsi-Afrikan sekä Pohjois- Etelä-Amerikan rannikkovesillä lauhkealle vyöhykkeelle asti. Sitä tavataan myös Meksikonlahden saarten lähistöllä. Yleensä se oleskelee noin 30 metrin syvyydessä.
Tarponin ruokavalioon kuuluu erilaisia kaloja ja äyriäisiä.
Tarponinaaras tuottaa kerralla jopa 12 miljoonaa mätimunaa, jotka sirotellaan ulapalle. Poikaset hakeutuvat suojaisiin jokisuistoihin ja mangrovemetsiin kehittymään. Poikaset varttuvat hitaasti ne käyvät läpi 11 kasvuvaihetta ennen aikuistumista ja tarponi saavuttaakin sukukypsyyden vasta 6-7 vuoden iässä, jolloin ne ovat noin metrin pituisia. Vastakuoriutuneita poikasia kutsutaan leptocephaluksiksi samoin kuin ankeriaiden poikasia vaikka niillä ei ole minkäänlaisia sukulaisuussuhteita.
Tarponi on esiintymisalueellaan hyvin suosittu urheilukalastuksen kohde, sillä se on voimakas kala joka taistelee aggressiivisesti päästäkseen koukusta. Tarponia kutsutaan paikoin myös hopeakuninkaaksi. Vaikka tarponi on kookas petokala, se ei tiettävästi ole ihmiselle vaarallinen.
Tarpon II on Anker & Jensenin telakalla Norjassa rakennettu 10mR-purjevene. Klassinen purjevene on ns. ensimmäisen R-mittasäännön mukaan rakennettu vene. Venen tilaaja ja alkuperäinen omistaja oli teollisuusmies, todellinen valtioneuvos Leonid A. Nagornoff Pietarista. Nagornoff rakennutti veneen vuoden 1912 Tukholman Olympialaisia varten. Tarpon ei osallistunut olympialaisiin mutta Nagornoff voitti samana vuonna Keisari Wilhelmin palkinnon Kielerwoche:ssa. Seuraavana vuonna Tarpon jatkoi voitokkaana Solentin ja Isle of Wrightin kilpailuissa
Ensimmäisen maailmansodan jälkeen Nagornoff muutti Venäjän vallankumousta pakoon Helsinkiin. Nagornoff ja Tarpon II olivat tuttu näky kesäsin Suomessa ja hänet mainitaan NJK:lla Pietarin Keisarillisen Pursiseuran edustajana. Tarpon II rekisteröitiin Suomeen tultuaan tuttuun NJK:iin jonka lipun alla Tarpoon II jatkoi purjehduksiaan. Kesällä 1930 hän purjehti Hollantiin asti josta hänelle myönnettiin NJK:n Suuri Purjehdusmerkki (Det Större Seglartecknet). Kaiken kaikkeaan Nagornoff purjehti Tarponilla 178 000 meripeninkulmaa, viimeisenä purjehduskesänään 1955 Nagornoff oli yli yhdeksänkymmenen vanha. Tarpon II:n kotisatamana oli yli 50 vuoden ajan HSS, jonka jäsen Nagornoff oli myös. Nagornoff kuoli vuonna 1963.
The Tarpon was an "aquatically-named" design study  for a small rear-wheel drive two-door monocoque pillarless hardtop. Characteristic was its sleek sloping fastback roof that narrowed as it met the rear bumper. The Tarpon featured two large and deep taillights that flowed down from the shoulders of the rear fender. The show car was finished in red with a black vinyl roof accenting its clean shape from the windshield back to almost the rear bumper. The smooth roofline was unbroken by the almost horizontal rear window. In a 1991 book about collectible cars, automotive historian Richard M. Langworth described the Tarpon's sweeping roofline and "roughly elliptical side window openings suited the American's handsome lines to a T, and the pretty well-proportioned fastback looked a natural for showroom sale."  However, there was no trunk lid or outside hatch to access the cargo area.
The Tarpon concept "generated much excitement at the Society of Automotive Engineers (SAE International) convention in January 1964."  The concept was shown with the designers worked on a cutaway profile of the car on stage.  The Tarpon then generated wide public interest as it toured the auto show circuit starting in January 1964.  Its semi-boat tail roof design was accented with black vinyl first appeared at the Chicago Auto Show.  It was well received at the automobile shows before the so-called "pony car" market segment was established. The Tarpon appeared together with the Mustang II (a concept design shown before the production version was unveiled) at the 1964 New York International Auto Show.
The automobile marketplace was changing in the early 1960s "when many young, first-time drivers entered the market . and bought cars with flair."  Early in 1963, American Motors' management began development of “a new car with a sports flair” to modify its image.  Dick Teague's styling team devised an entirely new concept for AMC - a fastback design.   He had a passion for pre-World War II automobiles and had a "passion for taking old styling and making it new again."  He observed the 1963 Chevrolet Corvette spit-window coupe design and the 1963 Ford Galaxie Sports Hardtop, which outsold the notchback models, followed the pattern set by Chevrolet's distinctive 1942 Fleetline two-door fastback body style called the Aerosedan   and Nash's own Airflyte. Teague knew that his design team had to work with considerably smaller budgets than their counterparts at Detroit's Big Three (General Motors, Ford, and Chrysler).  The small automaker was not willing to undertake the large investment that would be required all-new tooling, so his design team made imaginative use of existing tooling and create spin-offs from existing products. 
The Tarpon was made on the compact-sized Rambler American's new design and platform already set for the 1964 model year. A convertible chassis was used 106 in (2,692 mm) wheelbase), but the Tarpon was slightly longer, 180 in (4,572 mm) compared to 177.25 in (4,502 mm) for the production Rambler American.  The Tarpon's roof was lowered two inches making it only 52.5 in (1,334 mm) high for an even more dynamic look.  The top section of the new Rambler Tarpon was made of reinforced plastic.  The windshield was described as "bulbous" and the fastback roofline featuring a "skylight" rear window.  The swept back, double-compound curved windshield further enhanced the Tarpon's low appearance.  The Tarpon also featured polished 13-inch aluminum wheels.  Production Ramblers rode on ordinary steel 14-inch versions, so the smaller wheels made the car lower.  The interior had a complete set of dial-type gauges under a padded dash, a deep-dish aluminum steering wheel rimmed in walnut, and custom bucket seats. 
The Tarpon seemed to take aim at Plymouth's new Valiant-based Barracuda and the soon to be announced Ford Mustang.  Shown before the introduction of Ford's compact Falcon-based Mustang, AMC's Tarpon was "an instant success" with 60% of surveyed potential buyers stating they would buy one. 
The Tarpon did not go into production. At that time, AMC was still developing its "GEN-2" light-weight V8 engine that would fit the small Rambler American chassis. If produced, the Tarpon would have been a competitor to the Plymouth Barracuda, a fastback derivative of the second-generation compact Valiant. Utilizing an existing compact platform would have paralleled the Mustang's design approach whose chassis, suspension, and drive train were derived from the Ford Falcon. However, AMC's market research indicated that offering only a six-cylinder power plant would not satisfy the intended target market segment. The new V8 engine was introduced in 1966 in the sporty hardtop model of the Rambler American called Rogue. Moreover, AMC's CEO, Roy Abernethy, wanted the company to move away from the marketing image of Ramblers as being only small, economical, and conservative automobiles and designs. According to Abernethy AMC's "main problem was its image lag — the fact that too many people still thought of American Motors as the builder of plain jane compacts." 
Under Abernethy's leadership, the company was introducing larger cars that had more options, prestige, and luxury.  For example, the new convertibles and more upscale Ambassador potentially offered higher profits.  Although the small four-passenger Tarpon anticipated a new market segment that later became known as the pony cars, the decision at AMC was to build its sporty fastback "image" model on the company's mid-sized or intermediate Classic platform. Teague recalled that "Abernethy had decided that instead of a 2+2 we would build a 3+3 sports-type car."  The new production model, called Marlin, was introduced mid-year 1965 and it added more "sport" to AMC's car line-up. However, the Marlin had six-passenger capacity and was equipped with features as a personal luxury car like the Ford Thunderbird or Buick Riviera, rather than a competitor in the pony-car segment.  Nevertheless, the production Marlin incorporated many of the design features that were the trademarks of the Tarpon show car. Because it was a much larger car, the Marlin had more pronounced shoulders extending laterally behind the rear wheels than those on the Tarpon.
In 1965, three years before AMC's production pony car was unveiled, press reports described the compact-sized design as "Tarpon-like fastback" built on the Rambler American's platform.  The Tarpon "was the car that AMC could have, should have, but didn’t make in response to the Mustang. Instead AMC built the Marlin, which, on the larger Classic chassis, was too big to be a pony car, too slow to be a muscle car, and cursed with ungainly proportions due to the Classic’s stubby hood."  The automaker was niche marketing, offering a larger-sized product that wasn't offered by its much larger competitors.  Although the Tarpon show car pointed the way, AMC waited until the 1968 model year to introduce a small fastback, the Javelin, that was aimed directly at the market segment created by Ford's Mustang.
The design team at AMC was headed by Dick Teague. Stuart Vance was Manager of Engineering and this included the body development, as well as the prototype shop. Others involved with the Tarpon were Teague's right-hand man Fred Hudson (who later contributed to the Javelin), Vince Geraci (who contributed to final look of the Marlin), Chuck Mashigan (Advanced Studio manager), Robert Nixon, Jack Kenitz, Donald Stumpf, Neil Brown Jr., Bill St. Clair, Jim Pappas, as well as Jim Alexander (who designed the interior). Teague selected the names for both the Tarpon show car and the production Marlin. 
Teague worked at AMC for 26 years. He was responsible for some of AMC's timelessly beautiful and advanced vehicles, as well as for some of the company's disappointments. After his retirement as Vice President at AMC, Teague described the development of the fastback design:
". We originally had a car called the Tarpon, which should have been produced . it was really a neat car, a tight little fastback. We showed it to the S.A.E. (Society of Automotive Engineers) convention (February, 1964 in Cobo Hall in Detroit, Michigan) and everybody was steamed up about it! But the thing that killed the Tarpon was the fact that we didn't have a V-8 for it at that time. [AMC president] Roy Abernethy didn't like little cars. Never did. He liked big cars, because he was a big guy -- hell of a nice guy. And he felt that this car was too small, so he said, "Well, heck, Teague, why don't you just put it on the Rambler Classic wheel-base? That way you've got V-8 availability and you've got more room inside it." And then on top of that he added an inch to the roof while I was in Europe. I still have never gotten over that. " 
Teague was also responsible for the design of AMC's compact Javelin, as well as the two-seat AMX.
The Tarpon served as the direct fastback design influence for the 1965-1967 AMC Marlin. Moreover, components of the original Tarpon design returned to a production car in 2004 in a fastback coupe with a distinctive design "that reminds more than one observer of the old Rambler Marlin."  The principal appearance statements of the small two-seat Chrysler Crossfire include its "provocative boattail theme" in its fastback and rear end design.  Automotive journalists noted the Crossfire's resemblance to the AMC Marlin featuring the Tarpon's rear-end. For example, Rob Rothwell wrote: "My first glimpse of the rear lines of the Chrysler Crossfire instantly brought back memories of one of my favorite cars, the 1965 Rambler Marlin" 
2 Smacks Are Lost Probably 15 Dead (1921)
Three Greek Boats, with Twenty Men, Not Heard From Masts Found Beyond Lighthouse.
The crew of the Spanish smack Manuel, arriving in port last night, report that the two smacks, Severiter and Espania, were wrecked in the hurricane of last Tuesday, and the battered and deserted hulls of these vessels were found drifting with the tide at a point near the big buoy, five miles west of Anclote light, yesterday. The masts were gone and there was no sign of life on either vessel. While no bodies have been found, it is the opinion of the Manuel crew that the fifteen men who are known to have been on the wrecked vessels were swept away and lost. Only by a miracle could they have been saved. The Manuel lost her masts and was battered severely by the gale, but came through to safety without the loss of a single member of her crew of eight.
There is much uneasiness here regarding the fate of the Greek schooner Aegina and the diving boats Constantinople and Cornelia, which were at sea Tuesday and have not been heard from.
The schooner Aegina, in charge of Capt. Athanasias Stamatis and with a crew of four men, was known to be a few miles west of the lighthouse at the beginning of the storm. Floating masts, believed to be those of the Aegina, have been found in that vicinity and it is feared that the vessel and her crew are lost.
The Constantinople, in charge of Capt. James Melissas, and with a crew of seven men, left Tarpon Springs several days before the hurricane. There is hope that she may have made port somewhere up the coast, although, in that event, the crew should have been heard from before now.
The Cornelia, in charge of Capt. Lambris Skiriotis, and with a crew of four men, was last seen about five miles west of Anclote light and no trace of the vessel or the crew has been found since the storm.
Searching expeditions have gone out from here and are scouring the seas in this vicinity in the hope of finding the missing boats and rescuing the men, if still alive.
[A later newspaper article reported that the schooner Aegina and the diving boats Constantinople and Cornelia were accounted for and no Greek lives were lost.]
Farley Boat Works, a historic link to Port Aransas’ tarpon fishing heyday, is expanding into a maritime museum
A vision 10 years in the making is becoming reality as construction begins this month for the Port Aransas Maritime Museum, an ambitious expansion of the Farley Boat Works division of the Port Aransas Preservation and Historical Association.
The planned 6,000-square-foot facility celebrating Port Aransas’ legacy of wooden boatbuilding will be adjacent to Farley Boat Works’ existing work sheds on W. Avenue C.
The new museum “was originally conceived by Rick Pratt right after the re-opening of Farley Boat Works in 2011,” says Dan Pecore, Farley’s manager. Pratt, who retired as director of the Port Aransas Museum in 2018, led efforts to restore the boat works to complement the city museum as a “living exhibit” to teach traditional boat building and offer a shop and tools for amateur builders.
Dan Pecore, manager of Farley Boat Works. Photo by John Lumpkin
Small groups have been welcomed to the crowded sheds on an ad hoc basis to observe builders at work, learning from Pecore and volunteers about the craft. That visitor experience should change dramatically by early summer 2022 when the new $1 million-plus museum is scheduled to open with a more curated presentation of Port Aransas’ maritime history.
Entrepreneur Fred Farley founded the original boat works in 1914 to accommodate demand for suitable vessels for tarpon fishing. The family operation would eventually offer wooden speedboats and other watercraft before closing in 1973 when fiberglass and other synthetic materials replaced wood in boat construction.
Two important remnants of Farley’s operations will be moved to the new museum for display—the Tina, a restored 1947 tarpon boat, and the Starfish, a larger boat from the 1960s now undergoing major restoration. Visitors will be able to view Starfish’s rebuilding from a platform inside the museum. The Tina, now housed in an unairconditioned shed, is similar to the Farley craft used by President Franklin Roosevelt in his famous 1937 fishing expedition to Port Aransas. Fred Farley’s brother Barney was one of FDR’s fishing guides.
For now, the battered 28-foot hull of the Starfish is inside the Boat Work’s main shed after passing through several owners in a half-century. “The Farley boats did indeed get bigger as tarpon fishing began to wane in the ’50s and the boats began to go farther offshore to chase different fish,” Pecore says.
An undated historical photo of Farley Boat Works. Courtesy Port Aransas Preservation and Historical Association
Besides the Starfish and Tina, the new museum’s exhibits will include historical photographs and scores of donated artifacts, including brass ship compasses and a collection of outboard motors dating from the early 1900s. The design of the new museum’s exterior is drawn from photographs of the U.S. Lifesaving Station in Port Aransas from the 1920s, a precursor of the U.S. Coast Guard. The station housed a rescue boat and trailer that was rolled to shore and launched when needed.
The Port Aransas Preservation and Historical Association broke ground May 7 on the maritime museum, thanks to a FEMA grant from Hurricane Harvey that jump-started the project. Supporters donned gold-painted hard hats and then retired to the Tarpon Inn for a fundraising gala to help finance Phase 1, the pouring of a foundation and completion of the structure’s exterior. Phase 2, finishing the interior, will commence this fall, with donor response and volunteer labor being part of the equation. FEMA funds were available because two older storage structures on the property were destroyed by the 2017 storm.
In addition to working on the new museum plans, Pecore is gradually reviving Farley operations that were halted by the COVID-19 pandemic. “We were shut down to all builders and visitors for a while,” he says, noting the mask mandates have been relaxed so boatbuilding classes can resume.
A rendering of what the new Port Aransas Maritime Museum will look like. Courtesy of Port Aransas Preservation and Historical Association
After several COVID-related postponements, the annual Port Aransas Wooden Boat Festival, hosted by Farley and the Port Aransas Museum, is scheduled for Oct. 29-31 at Roberts Point Park near the Port Aransas ferry.
The allure of boatbuilding drew Pecore, who holds a petroleum engineering degree, to full-time employment at the Farley museum. “I worked in a variety of fields before it occurred to me to combine love of sailing and woodworking into a vocation,” he says.
His first major project at Farley, the outdoor construction of a Gulf Coast scow schooner, is yet another Farley pandemic-affected initiative that has been restarted. The Lydia Ann will be a replica of cargo schooners of the late 1800s that transferred goods between ocean vessels and shore. Museum supporters intend for it to be moored at Port Aransas’ marina.