It shall be unlawful for the master of any tugboat or any person having charge of any raft or boom of logs or part of any raft or boom of logs to allow the same to be or lie at anchor or be tied or fastened in any manner to any piles, wharves, buildings, or any such structures in the waters of the Port Angeles Bay within the corporate limits of the city of Port Angeles.

No master of a vessel or any other person whomsoever shall deposit, discharge, or throw into the waters of Port Angeles Bay within the corporate limits of the city of Port Angeles, any ballast whatsoever or any material whatsoever that will sink, except in pursuance of a written permit authorizing the same, signed by the harbor master of the city of Port Angeles.

Directions. No directions are necessary. Vessels may round Ediz Hook at a distance of over 200 yards and proceed to the wharves or select anchorage as desired.

PUGET SOUND

(charts 6450 and 6460) extends about 53 miles in a general southerly direction from Point Wilson and then turns southwestward for about 30 miles, expanding into numerous inlets and passages, the majority of which are navigable by deep-draft vessels, although seldom used by them. The northern portion of the sound, from Point Wilson to Point No Point, is known as Admiralty Inlet. The eastern shore of the sound is comparatively straight, the principal indentations being Possession Sound, Elliot Bay, the port of Seattle, and Commencement Bay, the port of Tacoma. On the western shore the principal inlets are Port Townsend, Hood Canal, Port Orchard, the site of the naval station, Port Blakely, and Eagle Harbor, on Bainbridge Island abreast of Elliot Bay, and Quartermaster Harbor, between Vashon and Maury Islands, immediately northward from the entrance to Commencement Bay. Case and Carr inlets, near the head of the sound, each extend in a general northerly and westerly direction for about 10 miles, but at present are of little commercial importance. Budd Inlet, the southernmost inlet, is the approach to Olympia, the capital of the State of Washington. It is used mainly by light-draft vessels which run to the small settlements on the inlets in the vicinity.

The navigation of Puget Sound is easy in clear weather and the chart is an excellent guide. The outlying dangers are few and marked by aids, and generally a mid-channel course can be followed with safety. Few deep-draft vessels pass beyond Tacoma, the communication with points beyond being maintained by local steamers from either Tacoma or Seattle. The currents follow the general direction of the channels, and have considerable velocity; see also Currents, following. In thick weather vessels with local knowledge depend upon the echo from the whistle in navigating these waters; but owing to the uncertainty of the currents and the great depths which render the lead useless in many places, strangers are advised to take a pilot.

The principal cities and towns are Seattle, Tacoma, Everett, Bellingham, Anacortes, and Olympia; there are numerous small settlements which are at present of little commercial importance.

The large tides of Puget Sound are very complex and variable, and the use of the tide tables for the Pacific coast, which give the daily time and height of every high and low water for the principal ports, is advised.

CURRENTS, PUGET SOUND

Daily predictions of the times of slack water and the times and velocities of strength of current in Admiralty Inlet together with factors and differences for obtaining the times and velocities of the current for other points in Puget Sound are given in the Pacific Coast Current Tables.

In Admiralty Inlet and Puget Sound the tidal currents are not subject to such great inequalities as the tides, and there are two flood currents and two ebb currents every lunar day. The greatest velocities, 2 to 5 knots, occur from Point Wilson to Point No Point. In the more open waters of the sound southward of Point No Point the velocities are much less.

From Point Wilson to West Point slack water occurs in midsound about 3/4 hour after high or low water at Seattle. Near Point Wilson and Marrowstone Point, and also elsewhere in places in the inlet and sound near the shores, slack water occurs 1/2 to 1 hour earlier than in mid sound.

In the winter when southerly winds prevail, there is generally a northerly surface drift which increases the ebb current and decreases the flood current. This effect is about 1⁄2 knot between Nodule and Bush Points.

Possession Sound.-The tidal currents in the southern entrance of Possession Sound have velocities up to 1 knot at strength, and slack water occurs about 2 hours after high or low water at Seattle. Hood Canal.-In the middle of Hood Canal, between Oak Head and Point Misery, the tidal currents have velocities up to 11⁄2 knots at strength, and slack water occurs at the time of high and low water at Seattle.

Agate Passage. The tidal currents have a velocity of 2 to 6 knots at strength, and slack water occurs 1/4 hour after high or low water at Seattle.

Richs Passage.-Continuous hourly observations for about one month at a control station, located in mid-channel about midway between Point Glover and Point White, and similar observations for shorter periods at various other points in the passage indicate the following:

At the control station the strongest currents which have been observed are 3.6 knots on the flood and 4.8 knots on the ebb. The average maximum velocity of the flood current is 2.4 knots and of the ebb 3 knots.

The strength of the flood at the control station occurs 7.5 hours after the time of low water at Astoria, and the strength of the ebb 8.3 hours afer the time of high water at Astória.

High-water slack at the control station occurs 34 minutes after the time of high water at Seattle and low-water slack 42 minutes after the time of low water at Seattle. The average duration of the high-water slack, or of the period when the current velocity does not exceed 14 knot, is 26 minutes; that of the low-water slack is 19 minutes. For strong currents these periods will be decreased, and for weak currents they will be increased.

In the channel between Pleasant Beach and Point Glover the average velocity of the flood at strength is about 1.5 knots and of

the ebb about 2.3 knots. High-water slack occurs about 15 minutes earlier and low-water slack about 25 minutes later than at the control station.

North-northwestward of Orchard Rocks the average velocity of the flood stream is about 11⁄2 knot, and the velocity of the ebb about 2 knots.

Observations made at a point midway between Blake Island and Bainbridge Reef indicate that a high-water slack occurs about 50 minutes earlier and the low-water slack about 1 hour later than at the control station.

From points north of Blake Island to the western end of the passage the times of strength are simultaneous with those already given for the control station.

The flood stream through the passage is of a simple and regular character. The stream lines are nearly uniform in trend from shore to shore, except off the bight just northwestward of Middle Point and in the large cove on the north shore opposite Point Glover, where eddies occur. These eddies, however, are both of limited extent, neither extending outward to the usual steamer track. This regularity tends to increase the actual or available cross section of the flood stream and consequently to diminish its strength.

The funnel-shaped configuration of the passage is not favorable to the production of regular stream-line motion on the ebb current, and extensive eddies and countercurrents occur.

Between Middle Point and Point Glover an extensive eddy extends from shore almost to mid-channel and will frequently be encountered by vessels on the track between the Orchard Rocks and Point Glover buoys.

An eddy fills the cove on the north shore opposite Point Glover, but does not extend outward to the steamer track.

An eddy occurs about 1/5 mile south-southwestward of Point White and a little north of mid-channel at the western entrance to the passage.

A weak countercurrent occurs inshore along the southeastern side of Point White.

These eddies and countercurrents on the ebb greatly diminish the effective cross section of the passage, and so increase the velocities in the channel. They also increase the duration of the ebb_stream and diminish that of the flood, this inequality being much more pronounced in the eastern portion of the passage than in the western.

DIRECTIONS, PUGET SOUND, POINT WILSON TO TACOMA

These directions are available for vessels of any draft. The navigation of these waters is perfectly simple in clear weather with the use of the chart, as the channels are broad, open, and free from outlying dangers. In thick weather the use of whistle echoes is common by those with local knowledge, and in certain localities the lead is of use. Local navigators, familiar with the peculiarities of the currents, depend largely on the speed of their vessels, the usual times on certain courses, and the conditions of the tides, and as a rule have but few mishaps even in the thick, smoky atmosphere that at times, when exceptionally dense, has been known to suspend

navigation almost completely. This intimate knowledge of the localities, only obtained by long experience under varying conditions, it is impossible to impart. Each steamer has its own track, dependent on size, speed, and current conditions. With a favorable current a mid-channel course is usually steered to obtain the full advantage; with an adverse current the courses are usually closer inshore, where the currents have less velocity and advantage may be taken of favorable eddies.

The courses given are the usual ones followed by vessels, but a midchannel track should be followed when it is desired to make the most of a favorable current.

Strangers when overtaken by fog in these waters are advised to anchor if practicable or to employ a pilot who may be obtained in Port Townsend. Available anchorages will be pointed out under the descriptions of the various localities. All sailing vessels, except small coasting schooners, are towed in these waters.

Follow the directions, Juan de Fuca Strait, page 199, to a position 15% miles northward of Point Wilson Lighthouse; then steer 143° true (SE. by E. 12 E. mag.) for 434 miles to Marrowstone Point Light abeam, distant 1⁄2 mile, then 154° true (SE. 11⁄2 E. mag.) for 934 miles, passing 1/2 mile off Bush Point Light to Double Bluff abeam, distant 1 mile, and then steer 136° true (ESE. % E. mag.) for 314 miles to Point No Point Lighthouse abeam, distant 3/4 mile. From this point, a 158° true (SE. % E. mag.) course for 61/4 miles will lead to Apple Cove Point abeam, distant 114 miles, and then a 178° true (SSE. 14 E. mag.) course for 95% miles will lead to West Point Lighthouse abeam, distant 1/2 mile. From this position vessels, if entering Seattle Harbor, can steer for Duwamish Head for 2 miles and then enter the harbor in mid-channel.

If bound to Tacoma or beyond, continue the 178° true (SSE. 14 E. mag.) course for 5 miles beyond West Point Lighthouse to Alki Point Lighthouse abeam, distant 1 mile. Then steer 164° true (SE. 3 S. mag.) for 111⁄2 miles, passing 1/4 mile off Pully Point Light and to a position with Robinson Point Lighthouse abeam, distant 3⁄4 mile. Round it at this distance and steer 218° true (S. by W. 14 W. mag.) for 55% miles to Point Brown Light abeam, distant 3 mile. Round Point Brown at this distance, and steer southward or southeastward to the mooring buoys or wharves at Tacoma. If bound above Tacoma, follow the directions on page 248.

POINT WILSON TO RESTORATION POINT

EASTERN SHORE

Admiralty Head, with a light on its summit, is the southeastern end of a succession of light, bare bluffs, which extend well northward of Point Partridge. At Point Partridge, 511⁄2 miles northwestward from Admiralty Head, the bluffs are highest-about 300 feet (91 m.). The light here has been discontinued, but the old tower is still standing. At night many lights of the military post are seen in the vicinity of the tower.

Admiralty Bay, eastward of Admiralty Head, is used only occasionally as an anchorage, as it is exposed to southwesters, and has hard bottom and strong currents.

Bush Point is marked by a post light (fixed white) at the end of a low spit.

Mutiny Bay, northwestward of Double Bluff, affords temporary anchorage near the center in 10 to 20 fathoms (18.3 to 37 m.), which may be used if overtaken by fog.

Double Bluff consists of bare, white cliffs, 300 to 400 feet (91 to 122 m.) high on its eastern face, but much lower on its southwest face. Shoals extend nearly 600 yards westward from Double Bluff and are usually marked by kelp. There is a buoy at their outer end Useless Bay, on the eastern side of Double Bluff, is open to the southwest. The shores are in part bluff and in part low, with a fringe of marsh nearly around the bay. Deer Lagoon, a large shallow sheet of water, extends inland from the head of the bay.

Scatchet Head and Possession Point, at the southern end of Whidbey Island, are both prominent, especially from southward, the white bluffs being visible for a considerable distance. Shoals extend 12 mile offshore immediately westward of Scatchet Head and over 1/4 mile offshore from the head to Possession Point; those off Possession Point are marked by a buoy.

Possession Sound and tributaries are described under a separate heading following.

The Great Northern Railway runs along the shore on the east side of Puget Sound from Shilshole Bay to the Snohomish River in Possession Sound. It carries all the mail and most of the passenger traffic between Seattle, Everett, and intermediate towns and villages, but there are also landing wharves at these places and considerable traffic by water.

Point Edwards is a high wooded point on the east side of Puget Sound 81⁄2 miles east-southeastward from Point No Point. It is a turning point for the steamers running from Seattle northward into Possession Sound and adjoining waters. There is a dock built out to deep water, and a fog signal (electric siren) is maintained on the dock by private interests.

Edmonds is a manufacturing town 1 mile northward from Point Edwards. There is a wharf built out to 12 feet (3.7 m.) at low

water.

Meadowdale is a post village 4 miles northward from Point Edwards and has a short landing wharf.

Point Wells is a low sandy point projecting 450 yards from the high land 14 miles southward from Point Edwards. It is distinguished by prominent oil tanks. It is a water terminal and storage plant for two large oil companies. There is berthing space for several large vessels, and ample depths of water alongside. Southward of the wharf, the shoals extend well offshore, and care should be taken in coming alongside or getting away from this dock to avoid this bank, which is abrupt.

A fog signal consisting of an electric siren (blast 3 seconds, silent 27 seconds) is maintained on the Standard Oil Co. wharf.

Richmond Beach (Richmond post office) is a village 11⁄2 mile southward of Point Wells. There is a shingle mill with a short wharf in front of it and 11⁄2 mile farther southward is a wharf for loading gravel.