immediately after the aforesaid signal is given, and for the passage of all other vessels which can not pass the closed bridge the draw shall be opened as soon as practicable after such signal, but no vessel of the latter class shall be delayed for a longer period than 15 minutes.

2. Between the hours of 6.30 a. m. and S.30 a. m., and between the hours of 3.30 p. m. and 5.30 p. m., the draw need not be opened: Provided, That during such periods the draw shall be promptly opened if necessary to prevent disaster to shipping: And provided further, That it shall also be immediately opened during such periods to permit the passage of vessels of 750 gross tons or over. 3. In case the draw can not be immediately opened when the signal is given, a red flag or ball by day or a red light at night shall be conspicuously displayed.

The Northern Pacific Bridge at South Fifteenth Street is a swing bridge and has two openings of 100 feet. There is a clearance of 17 feet (5.2 m.) above high water when the bridge is closed. The signal for opening is 4 long blasts.

The Oregon-Washington Railroad Bridge has two openings of 100 feet, and a clearance of 3 feet (0.9 m.) above high water with the bridge closed. The signal for opening is 4 long and 1 short blast.

The Middle Waterway is located just north of the City Waterway. It affords a terminal for the Oregon-Washington Railroad, and is used as a lumber dock. The outer end of the wharf is dredged to 30 feet (9.1 m.) on each side.

Puyallup Waterway, through which the Puyallup River discharges, has shoaled to such an extent that it can not be used for commercial purposes.

Milwaukee Waterway is used as a terminal for the Chicago, Milwaukee & Puget Sound Railway and is dredged to depths to accommodate the deepest vessels.

Wapato Waterway. The port of Tacoma terminal, consisting of two large modern freight piers, is located on the southern side of this waterway. The slip is dredged to 32 feet (9.8 m.). The terminal is equipped with 15-ton cranes, 1 locomotive crane, and 6 monorail hoists.

A narrow channel with 15 feet (4.6 m.) of water is dredged from the head of the slip to the upper end of the waterway to serve a sawmill and boat-building plant there.

Hylebos Waterway, through which the Hylebos River discharges, is the most northerly one of the waterways. The shipyard on this waterway has been dismantled and is no longer in operation. The waterway is used principally for lumber shipments. It is crossed by the Eleventh Street Bridge with two openings of 85 and 82 feet. There is a clearance of 7 feet (2.1 m.) above high water when the bridge is closed. The signal for opening is 4 long blasts. Anchorage. The depths as a rule are too great for convenient anchorage, but vessels occasionally anchor under the northern shore about 1 mile eastward of Point Brown. A number of mooring buoys have been placed off the water front and are in charge of the harbor master.

Regulations governing anchorage in the bay and the use of mooring buoys are given in the section following.

Harbor regulations are enforced by a harbor master with office in the municipal dock. The following are extracts from the regulations:

SEC. 3. The master of every vessel entering the harbor between the hours of 9 o'clock a. m. and 4 o'clock p. m. of any day, except Sundays and holidays, shall report to the harbor master before 4 o'clock p. m. of said day, and if entering the harbor between 4 o'clock p. m. of any day and 9 o'clock a. m. of the next day, shall report to the harbor master at 9 o'clock a. m. of the next legal day, and if entering the harbor day or night upon any Sunday or legal holiday, shall report to the harbor master at 9 o'clock a. m. on the next legal day, stating name of vessel, master, tonnage, amount and nature of cargo, and such other statistical information as may be required by the harbor master pertaining to vessel and cargo: Provided, That these provisions shall not apply to vessels carrying cargoes or part cargoes of explosives, nor those plying between Puget Sound ports.

SEC. 5. In aid of commerce and navigation, anchorage for vessels is authorized in the following-described water: Any part of Commencement Bay outside the outer harbor line, which is not used by vessels arriving at or departing from any dock.

SEC. 6. Anchorage at city buoys: Every vessel attached to any city buoy shall pay as follows: Vessels under 500 tons, each day or part thereof, $1; vessels over 500 tons, each day or part thereof, $2.

SEC. 7. It shall be unlawful for any vessel in fog, mist, falling snow, or heavy rainstorms, whether by day or night, to travel in excess of 6 nautical miles per hour on any of the waters of Tacoma Harbor. It shall be unlawful for any vessel in clear weather to travel in excess of 8 nautical miles per hour within 500 feet of the outer harbor line on any of such waters.

SEC. 24. No master or other person in charge of any vessel or obstruction shall attach the same to any city buoy until he shall have obtained permission so to do from the harbor master: Provided, That during the night or in bad weather such vessel or obstruction may be attached to any vacant city buoy, but the master, owner, or person in charge thereof shall notify the harbor master not later than 9 o'clock a. m. of the next legal day of such act, stating the name and character of such vessel or obstruction and the probable length of time it is desired to remain at said buoy.

SEC. 40. No ballast, iron, rock, sand, gravel, or earth shall be deposited in Tacoma Harbor except at such places and under such conditions as may be prescribed by the harbor master and after written permit granted by him, or at such places as may be designated by ordinance.

Pilots and towboats for the waters of the sound, or the inside passage to Alaska, can be obtained.

Supplies. Coal, fuel oils, provisions, and ship chandlers' stores can be had in any quantity.

Repairs. Only minor repairs can be made. The nearest large dry dock is at Seattle. There are ways for hauling out vessels up to 100 feet in length.

Storm warnings are displayed from the roof of the Fidelity Building in Tacoma.

Marine hospital.-There is a relief station of the Public Health Service in charge of a service officer.

The tidal currents in the harbor have little velocity.

POINT DEFIANCE TO OLYMPIA

Southward of Point Defiance the sound is composed of a number of inlets, passages, and islands, rising in commercial importance, outside of the lumbering interests, by reason of numerous settlers and agricultural communities which have been established along the shores in recent years. These waters are navigated by small steamers with local knowledge with headquarters at either Seattle, Tacoma, or Olympia, occasional small sailing vessels, ånd by tugs engaged in towing logs to the sawmills. The depths are generally great and there are but few dangers. The shores are well wooded

and moderately low. Olympia, at the head of Budd Inlet, is the principal and largest town, but there are a number of smaller settlements. The chart is an excellent guide and may be followed with safety in daytime. Strangers bound through these waters at night are advised to take a pilot.

From Point Defiance the sound extends in a general southerly direction for about 15 miles to the flats at the mouth of the Nisqually River, the first 5 miles being known as the Narrows. These are about 34 mile in width, and at spring tides the currents reach a velocity of 5 to 6 knots.

Toliva Shoal lies nearly in mid-channel, 8 miles southward from Point Defiance. It consists of two rocks with 14 feet (4.3 m.) over them, and is marked by a red and black horizontally striped buoy placed between the rocks. The shoal may be passed on either side, giving the buoy a berth of over 300 yards.

Ketron Island, about 1 mile long, narrow, and about 80 feet (24.4 m.) high, lies in the southern part of the channel, 11 miles southward from Point Defiance. The island is wooded, and the shores are bluff except at the northern end. Cormorant Passage, 11⁄2 mile wide, separates the island from the mainland southward. The pas sage is clear, but is little used.

Nisqually Reach curves around and southward of Anderson Island. The southern shore is formed by the Nisqually River flats which at low water are bare for nearly 1 mile. The edge of the flats is very bold. The reach may be said to extend from Ketron Island to the southern end of Drayton Passage, about 6 miles, the narrowest part, 3/4 mile wide, being at the southern point of Anderson Island.

From Nisqually Reach the sound extends northwestward for 3 miles, where it branches into a number of inlets, which are described under separate headings following.

DIRECTIONS, POINT DEFIANCE TO OLYMPIA

From Tacoma to Point Defiance vessels usually give the shore a berth of 14 to 11⁄2 mile, and if meeting the ebb current from the narrows, round Point Defiance close aboard, or if going with the flood stand out and take a mid-channel course. From Robinson Point vessels steer about 232° true (SSW. 1⁄2 W. mag.), giving Point Piner and Neill Point a berth of about 1/4 mile, and then head for Point Defiance. Vessels from northward through Colvos Passage can hold a mid-channel course.

From Point Defiance vessels can hold a mid-channel course for 734 miles until up with Toliva Shoal, which may be passed on either side, giving the buoy a berth of over 300 yards. Then steer about 249° true (SW. mag.) from Toliva Shoal buoy and follow the south shore of McNeil Island at a distance of 1/4 mile. Eagle Island may be passed on either side. The passage northward of the island is the broader, and a mid-channel course through it should be held until Drayton Passage is well open so as to avoid the shoal westward of Eagle Island. A mid-channel course through Drayton Passage clears all dangers. Round Devils Head at a distance of 1/4 mile and steer about 305° true (W. by N. mag.), so as to pass 1/4 mile north of Johnson Point Light.

Or, if bound through Nisqually Reach, a general mid-channel course should be steered from Toliva Shoal buoy, keeping the southern point of Anderson Island aboard at a distance of 1/4 to 1/2 mile to clear Nisqually Flats and then steering a general mid-channel course until up with Johnson Point.

Round Johnson Point at a distance of 1/4 mile and, passing northward and westward of Itsami Shoal buoy, keep in mid-channel through Dana Passage, giving the southern shore a berth of not less than 1/4 mile until up with the Dofflemyer Point, then follow the directions for Budd Inlet, page 256.

EASTERN SHORE

From Point Defiance the shores consist of high, bold bluffs, until near Day Island Anchorage. A railway, emerging from a tunnel 134 miles southeastward of Point Defiance, follows the beach to the Nisqually River.

Day Island Anchorage is situated 41⁄2 miles southward from Point Defiance. Near the middle of the bight a wharf, locally known as Titlow's Wharf, is built out to 13 feet (4 m.), and from it a ferry service is maintained to Fox Island and Whollochet Bay. Southward of this wharf there is a large lumber mill, with a wharf in 14 feet (4.3 m.) of water.

Care is necessary in approaching the wharves in this anchorage, as a considerable eddy will be encountered. Good anchorage for small craft can be had in 7 to 8 fathoms (12.8 to 14.6 m.) about 1/4 mile northward of the point of Day Island.

Three miles southward from Day Island anchorage the shores consist of bright, bare bluffs, which are prominent from southward. A number of bunkers for loading sand and gravel are located here.

Steilacoom is a small town 9 miles southward from Point Defiance. The town is of little commercial importance; a limited. amount of provisions can be obtained. It has rail and telegraph facilities and a wharf, from which a ferry service is maintained to points on McNeil and Anderson Islands. The State asylum for the insane is situated near here. Indifferent anchorage may be had along the water front close inshore, but it is not recommended, as the holding ground is poor and the currents have considerable velocity. Off Steilacoom are tide rips that, with an adverse wind, are dangerous to small boats.

A wharf of the Du Pont powder works, built out from the mouth. of Signalilchew Creek, 13 miles southward from Point Defiance, has 28 feet (8.5 m.) of water. The plant of the powder works is situated a short distance inland and can not be seen from passing vessels.

Nisqually Flats, bare at low tide, begins just westward of the powder wharf and extend west-southwestward for 3 miles, the western portion extending about 5 mile offshore from Nisqually Head. The edge of the flats is steep-to.

Puget is a post village situated on the bluffs 4 miles northwestward from Nisqually Head.

Johnson Point, 90 feet (27.4 m.) high, marks the western end of the main body of Puget Sound. A white post light is situated on the sand spit in which the point terminates.

Henderson Inlet, immediately westward of Johnson Point, extends 41⁄2 miles southward, its southern half being occupied by shoals and flats. The average width is about 1 mile, and good anchorage is afforded inside the entrance in 5 to 6 fathoms (9.1 to 11.0 m.), muddy bottom. A spit makes out about 1/4 mile northward from the western point at the entrance.

Itsami Shoal, with 9 feet (2.7 m.) over it, lies 1 mile 250° true (SW. mag.) from Johnson Point Light and 1/2 mile northward from the western point at the entrance to Henderson Inlet. It is surrounded by kelp and marked by a red and black horizontally striped buoy placed in 4 fathoms (7.3 m.) northward of the kelp and about 200 yards from the rock. This is a danger in entering Henderson Inlet or Dana Passage, and vessels should pass northward of the buoy.

Dana Passage, between the southern end of Hartstene Island and the mainland, is about 2 miles long and nearly 1/2 mile wide in its narrowest part. It connects at its western end with Budd and Eld Inlets, and northward with Peale and Squaxin passages leading to Totten and Hammersley Inlets. With the exception of Itsami Shoal, near its eastern end, the passage is clear and a mid-channel course may be followed with safety.

Budd Inlet (Olympia Harbor) is described under a separate heading following.

Eld Inlet, immediately westward of Budd Inlet, resembles the latter in character and is of little commercial importance. It is somewhat narrower than Budd Inlet, and extends about 6 miles in a general southwesterly direction with two slight bends. It affords good anchorage anywhere inside the entrance in 4 to 7 fathoms, soft bottom.

A mid-channel course is clear to the flats at its head. In entering, Point Cooper, the eastern point at the entrance, should be given a berth of not less than 1/4 mile. Logs are towed from here to Olympia, Tacoma, or Seattle. The only landing in the inlet is situated on the western shore 11 miles inside Point Cooper, and is locally known as Mud Bay. Here a wharf is built out to 6 feet (1.8 m.).

Peale Passage, between Hartstene and Squaxin Islands, extends in a general northwesterly direction about 411⁄2 miles from Dana Passage, connecting at its northern end with Pickering Passage. The depths are comparatively shoal, but with local knowledge a draft of 10 feet (3 m.) can be taken through at low water. Strangers should not attempt the passage.

Squaxin Passage, southward of Squaxin and Hope Islands, is about 1 mile in length and extends in a general westerly direction. It leads to the entrance of Totten and Hammersley Inlets. The northern shore is foul, a rock with 19 feet (5.8 m.) over it lies 150 yards off the eastern shore of Hope Island abreast Steamboat Island. The passage is narrow, and although the chart is good, strangers should proceed with caution. The south shore should be favored throughout, and at the western end of the northern point of Steamboat Island should be favored to avoid the rock mentioned above. The tidal currents have considerable velocity. The passage between Hope and Squaxin Islands is foul and should not be attempted.