Repairs.-There are no drydocking facilities, the marine railways being capable of taking vessels under 130 feet in length. There are machine shops and foundries capable of making ordinary repairs. Communication.-Grays Harbor is served by three lines of transcontinental railroads, and a large number of ships operating in foreign, intercoastal, and coastwise trade call at the various ports on the bay. There is a good highway to Olympia, and also a good State highway (U. S. 101) running north and south. Radio, telegraph, and telephone facilities are available.

For detailed information concerning port conditions, facilities, regulations, rates, commerce, and communications, consult Port Series, No. 7, part 3, prepared by the Corps of Engineers, United States Army, in cooperation with the Bureau of Operations, United States Shipping Board.

Grays Harbor Airport, located on the property of the port commission just east of its terminal, is owned by the port of Grays Harbor and operated by private interests.

Currents. In the entrance the average central surface velocity of the flood or ebb stream at strength is about 211⁄2 knots, and velocities of 5 knots have been observed. In the channels through the bay the velocities seldom exceed 22 knots. Under normal conditions the current at the bar changes at about the time of high and low water. The master of the dredge working on the bar states that the currents are very erratic. He usually experienced a northerly set close inshore, and a southerly set offshore.

Tides. The mean range of tide at Aberdeen is 7.8 feet (2.4 m). The range between mean lower low water and mean higher high water is 10 feet (3.0 m). A range of about 14 feet (4.3 m) may occur at the time of maximum tides. Daily tide predictions for Aberdeen are given in the tide tables, published annually in advance by the United States Coas and Geodetic Survey.

DIRECTIONS, GRAYS HARBOR

From northward or southward the course should be shaped to make the entrance buoy. From seaward, in clear weather, Saddle Hill, 8 miles northward of the entrance, and the lighthouse on Point Chehalis will be seen. See description of Saddle Hill, page 225.

Approaching from any direction in thick weather great caution is essential. The currents are variable and uncertain. Velocities of 3 to 32 knots have been observed at the light vessels between Blunts Reef and Swiftsure Bank, and velocities considerably in excess of these amounts have been reported. For detailed information regarding the conditions which may be encountered and the precautions to be observed, see the statement on coastwise navigation, beginning on page 22.

Under such conditions vessels should not shoal the depths to less than 20 fathoms (37 m.) unless sure of the position.

Strangers are advised to take a pilot, and they should in no case attempt to cross the bar when it is breaking.

At any time when the aids to navigation can be seen vessels of 20 feet (6.1 m) or less draft, having crossed the bar, should have no difficulty in reaching the wharves at Hoquiam or Aberdeen.

The channels should not be attempted in thick weather. Due to the changeable character of the channels and the necessary shifting of the aids to navigation, no directions of a permanent value can be given.

JUAN DE FUCA STRAIT AND TRIBUTARIES

The entrance to this important body of water lies between the parallels of 48°23′ N. and 48°36′ N., on the meridian of 124°45′ W. Juan de Fuca Strait is the connecting channel between the ocean and the inland passages extending southward to Puget Sound and northward to the inland waters of British Columbia and southeast Alaska.

The commerce of this region is extensive, both foreign and domestic. Vast quantities of lumber and fish, together with grain, coal, and general merchandise are exported, while the manufacturing and shipbuilding industries are important. Several transcontinental railroads have their western terminals on Puget Sound and Georgia Strait, and there are several lines of steamers, foreign and domestic, operating across the Pacific or through the Panama Canal, in addition to the coasting and local steamers and sailing vessels.

The navigation of these waters is simple in clear weather; the aids to navigation are numerous, and the chart is a good guide; but in thick weather, owing to the irregularity of the current, strangers need a pilot.

Pilots.-The employment of pilots in the Strait of Juan de Fuca and Puget Sound is optional and is not required by State law. The masters of towboats are licensed pilots and are the only ones ever found cruising off the entrance. Pilots may be obtained at Port Townsend, Seattle, or Tacoma. There is no statute fixing the rates of pilotage on Puget Sound waters. The following table gives the present schedule of charges. These rates are based on a consideration of three factors-tonnage, draft, and time.

25.00

25.00

15.00

25.00

50.00

25.00

10.00

Piloting from Straits to Port Angeles___

Piloting from Straits to Port Townsend_

Shifting a vessel, all ports, per shift.

Swinging vessel for compass adjustment.

Piloting vessel on trial trips, 6 hours (12 hours, $100)
Piloting through locks at Lake Washington Canal_.
Allowance for detention at station (per day)

All ships under 4,000 D.W. tons, 10 percent off regular rates

The following are extracts from the State laws regarding pilotage: SECTION 1. That no person shall pilot on Puget Sound waters unless he shall hold a pilot's license from the United States Government for Puget Sound waters and that he shall not pilot a vessel of any greater tonnage than his license provides and must have had at least one year's experience as pilot over sea or coasting vessels of at least 1,500 gross tons.

SEC. 2.-Each vessel, its tackle, apparel and furniture, and the master and the owner thereof are jointly and severally liable for the compensation of any pilot employed for such vessel; and such pilot shall have a lien upon such vessel, her tackle, apparel and furniture, for such compensation.

SEC. 3. Nothing in this act shall be construed to compel any vessel to employ a pilot; but no pilot shall be employed by any such vessel for the waters aforesaid except one licensed under the provisions of this act. The master of any vessel subject to the provisions of this act who knowingly employs any person to act as pilot in such waters who is not so licensed shall be guilty of a misdemeanor, and upon conviction thereof shall be punished by a fine of not less than $200 and not more than $500, and shall be imprisoned in the county jail of the county wherein he is so convicted until said fine, and the costs of prosecution, are paid.

SEC. 4. Any person who has not been licensed as provided in this act, or whose license is then suspended or has been revoked, who shall offer or undertake to pilot, or shall pilot, any vessel subject to the provisions of this act, upon any of the waters of Puget Sound, its bays, harbors, or inlets, shall be guilty of a misdemeanor, and shall upon conviction thereof be punished by a fine of not less than $200 and not more than $500, and shall be imprisoned in the county jail of the county wherein he is so convicted until such fine, and the costs of his prosecution, are paid.

SEC. 5.-That vessels regularly in the coasting trade between ports of the United States or between such ports and ports in Alaska, whether such vessels touch at a British Columbia port or not, and pilots of such vessels while engaged thereon, are exempt from the provisions of this act.

Pilots for British Columbia waters can be obtained from Royal Roads, near Victoria.

Towboats will sometimes be found cruising at the entrance to Juan de Fuca Strait or at anchor in Neah Bay and can be had by signaling the lighthouse on Tatoosh Island.

Towage rates for the Strait of Fuca and adjacent waters are published by the Puget Sound Towboat Owners Association, Seattle, from whom they may be obtained upon request. The rate for towage from Cape Flattery to Seattle varies from $237 for a vessel of 100 gross tons to $2,034 for a vessel of 10,000 gross tons.

THE ENTRANCE

In clear weather no difficulty will be experienced in approaching the entrance of Juan de Fuca Strait from any direction, as the land on both sides is high, and Cape Flattery, the southern point at the

entrance, is readily distinguished, particularly from southward, on account of the low land between Mukkaw and Neah Bays. Cape Beale, the eastern point at the entrance to Barkley Sound, on the Vancouver Island shore about 20 miles westward of the entrance to the strait, is marked by a lighthouse and fog signal. Pachena Lighthouse, Carmanah Lighthouse, Cape Flattery Lighthouse, Umatilla Reef Lightship, and Swiftsure Bank Lightship mark the approaches and have fog signals. In thick weather the soundings also will assist in estimating approximately the distance from shore.

Soundings. The soundings in the approaches to Juan de Fuca Strait are very irregular, especially outside the 50-fathom (91 m) curve. The outer limit of the 100-fathom (183 m) curve is about 35 miles south-southwestward from Cape Flattery and Cape Beale. Westward of Barkley Sound it is at an average distance of 25 miles offshore until westward of Clayoquot Sound. Southward of Umatilla Reef Lightship it is at an average distance of 20 miles from the light vessel and from Destruction Island; but there is a deep submarine valley making into the strait in a general north-northeast direction with depths of over 100 fathoms (183 m) and an average width of 4 miles between the 100-fathom (183 m) curves. On the east side of this valley the 100-fathom (183 m) curve lies 20 miles southwestward of Destruction Island and Umatilla Reef Lightship, its average direction being northwest (magnetic). It then runs northeastward toward the light vessel for about 12 miles and then northward for about 20 miles. It then turns north-northeastward and passes close outside of Duntze Rock, and then sharply eastward into the strait for about 30 miles. The 100-fathom (183 m) curve on the west side of the valley is too irregular for description, and the chart must be consulted for details.

From the west side of the opening of this deep valley, which is 40 miles 233° true (SSW. 11⁄2 W. mag.) from Cape Flattery Light, the 100-fathom (183 m) curve runs northwestward for 20 miles, then turns west-northwestward for 45 miles and more, lying 50 miles west-southwestward from Cape Beale.

In thick weather, therefore, if the 100-fathom (183 m) curve is followed for 20 miles or more in a northwest direction, and is found to change to the eastward, a vessel is probably in the valley about 15 to 20 miles southwestward from Umatilla Reef Lightship; but if the direction of the curve changes to the westward she may be on the outside of the bank about 40 miles west-southwestward from Cape Flattery Light.

The 50-fathom (91 m) curve is less complicated southward of the strait. From about 25 miles southward of Cape Flattery it runs in a general N. by W. 12 W. mag. direction and passes 3 miles westward of Umatilla Reef Lightship. It then curves gradually northward toward Cape Flattery and passes close to Duntze Rock. Vessels from southward following this curve in thick weather ought to hear the fog signals, both at Umatilla Reef Lightship and at Cape Flattery, and thereby verify their position.

Radio direction-finder stations on Destruction Island (call letters NBG), Tatoosh Island (call letters NPD), and Pachena Point, Vancouver Island (call letters VAD), afford the navigator an excellent opportunity for frequently fixing his position in ap

proaching the Strait of Juan de Fuca. In addition, the Swiftsure Bank Lightship is equipped with a radiobeacon. (See Radiobeacons on p. 11.)

Swiftsure Bank, about 31⁄2 miles in extent with the 30-fathom (55 m) curve, lies off the mouth of Juan de Fuca Strait northwestward of the submarine valley making into it. The least depth found upon it is 19 fathoms (35 m).

66

Swiftsure Bank Lightship is placed 1334 miles 311° true (WNW. 12 W. mag.) from Tatoosh Island Light, and 1011⁄2 miles 247° true (SW. % W. mag.) from Carmanah Light. It has a yellow hull with SWIFTSURE on each side and is two masted. It shows a flashing white light (flash 5 seconds, eclipse 10 seconds) 65 feet (19.8 m) above the water, and visible 14 miles. A fixed white riding light is carried on the forestay, 20 feet (6.1 m) high.

The fog signal is an air diaphone sounding a group of two blasts every 30 seconds. The lightship is also equipped with a radiobeacon. (See p. 11.) Emergency radio messages will be received and transmitted, call KCI.

In heavy weather the light vessel occasionally drags anchor and sometimes is obliged to leave her station.

Fog. The fogs are generally heavier near the entrance, decreasing in density and frequency up the strait. Near the entrance the fog sometimes stands like a wall, and vessels entering the strait run out of it into clear, bright weather even before passing Tatoosh Island. These fogs frequently extend a long distance seaward, and when combined with the smoke from forest fires become exceptionally dense. The wind gradually works the fog into the strait, and it will follow the northern shore past Port San Juan to the Sombrio River; occasionally it will reach as far as Sooke Inlet and at times to Race Rocks. As a rule, however, the fog follows farther into the strait along the southern shore, at times reaching Port Townsend; frequently the northern shore is clear when the southern shore is enveloped in fog. (See fog signal Race Rocks Lighthouse, p. 239.)

During the spring, fogs are frequent in the strait; with a westerly wind they often stop at the headland between Crescent and Freshwater Bays, the fog then extending west, while it is clear to eastward. When fogs extend past Freshwater Bay the small area about the western bight will often be clear.

Wind and rain.-In summer the prevailing northwesterly winds draw into the strait, increasing toward evening, and at times blowing a 10-knot breeze before midnight; this occurs, however, only when the winds are strong outside. In light winds, sailing vessels may be a week from Cape Flattery to Admiralty Inlet, and vice versa.

In winter southeasterly winds draw out of the strait, causing a confused cross sea off the entrance, the heavy southwesterly swell meeting that coming out. Under these conditions, outward-bound vessels, especially sail, often make Neah or Clallam Bays and await more favorable weather. The weather off the entrance is as a rule exceptionally severe, and wrecks are of frequent occurrence; the heavy broken seas are probably due to the shoaling off the entrance, the irregularity and velocity of the currents, and the conflict between the wind drawing out of the strait and that along the outer coast.