Drayton Harbor is a small basin-like cove formed by the extension of a sand spit northward from Birch Point. It is about 2 miles in diameter, but flats, bare at low water, occupy a large area in the eastern and southern parts of the harbor. The anchorage within the 18-foot (5.5 m.) curve is limited to a small area, less than 3% mile square, eastward of the northern end of the spit. The depths range from 4 to 7 fathoms (7.3 to 12.8 m.), with muddy bottom. The shelter is excellent and the tidal currents have little velocity. The entrance is 3/4 mile wide, but the navigable channel is contracted to a width of 300 yards by flats, bare at low water, extending from the northern shore; depths in the channel range from 412 to 12 fathoms (8.2 to 21.9 m.). Semiamoo Harbor Light stands on the north point of the flat at the south side of the channel. The light is occulting white (light 15 seconds, eclipse 5 seconds) and the fog signal is a reed horn sounding 2 blasts every 30 seconds. Flats, bare at low water, extend 1⁄2 mile westward from the sand spit; the western limit is marked by a red buoy. Several long wharves, some of them occupied by canneries, extend from the north shore to the edge of the flats. Danger.-A shoal spot with 162 feet (5 m.) over it lies 1,030 yards 88° true (NE. by E. 2 E. mag.) from Semiamoo Light. In entering, the southern side of the channel should be favored to avoid this spot, which is of hard material. The town of Blaine is situated on the north shore near the entrance. Several buildings and canneries constituting the town of Semiamoo are at the northern end of the sand spit. The depths at the wharves vary from about 12 to 18 feet (3.7 to 5.5 m.), according to locality. Lumber and canned salmon are the principal shipments and general merchandise is received. Water can be had at the cannery wharves, but only a small amount of coal; provisions can also be had. Storm warnings are displayed by the Weather Bureau from a steel tower near the water front in Blaine. Communication is had by rail and coasting steamer; there are also telephone and telegraph facilities. The United States-Canadian boundary line passes through the northern edge of Blaine. Pilots. Strangers, especially with deep-draft vessels, are advised to employ a pilot. One can usually be obtained from the canneries or sawmills. CAUTION TO MARINERS The attention of all mariners, especially those frequenting Puget Sound or Canadian waters, is called to the fact that international rules govern in Canadian waters. APPENDIX COAST PILOTS AND FIELD STATIONS OF THE COAST AND GEODETIC SURVEY COAST PILOTS Price U. S. Coast Pilot, Atlantic Coast, Section A, from St. Croix River to U. S. Coast Pilot, Atlantic Coast, Section B, from Cape Cod to Sandy $0.75 .75 U. S. Coast Pilot, Atlantic Coast, Section C, Sandy Hook to Cape Henry, including Delaware and Chesapeake Bays--- U. S. Coast Pilot, Atlantic Coast, Section D, Cape Henry to Key West- Inside Route Pilot, New York to Key West.. .75 .75 .75 .30 .30 U. S. Coast Pilot, Pacific Coast, California, Oregon, and Washington___. U. S. Coast Pilot, Pacific Coast, Alaska, Part I, from Dixon Entrance to Yakutat Bay.. U. S. Coast Pilot, Pacific Coast, Alaska, Part II, Yakutat Bay to Arctic U. S. Coast Pilot, Hawaiian Islands. U. S. Coast Pilot, Philippine Islands, Part I, Luzon, Mindoro, and U. S. Coast Pilot, Philippine Islands, Part II, Palawan, Mindanao, and FIELD STATIONS Boston, Mass., Appraisers Building, 408 Atlantic Avenue. New York, N. Y., 311-312 Maritime Exchange Building, 78 Broad Street. San Francisco, Calif., room 305-306 Customhouse. Seattle, Wash., room 202, Burke Building. Manila, P. I., Intendencia Building. At these stations complete files of the United States Coast and Geodetic Survey charts, Coast Pilots, Tide Tables, Current Tables, and other publications relating to navigation may be consulted and information affecting navigation obtained without charge. Light Lists, Buoy Lists, and Notices to Mariners are kept for sale or for free distribution to mariners. The field stations are also sales agencies for the Coast and Geodetic Survey publications. A chart catalogue, giving lists of charts, coast pilots, tide tables, and agencies of the Coast and Geodetic Survey, can be obtained from any of the field stations, or will be sent, free of charge, on application to the Coast and Geodetic Survey, Washington, D. C. Frequent changes occur in the agencies, and the list of agencies is published in the first notice each month of the Notices to Mariners. NAVIGATIONAL AIDS AND THE USE OF CHARTS The U. S. Coast and Geodetic Survey is charged with the survey of the coasts, harbors, and tidal estuaries of the United States and its insular possessions and issue the following publications relating to these waters as guides to naviga tion: Charts, Coast Pilots, Tide Tables, Current Tables, à catalogue of these publications, and Notices to Mariners, the last-named published weekly by the Bureau of Lighthouses and Coast and Geodetic Survey. CHARTS bear three dates, which should be understood by persons using them: (1) The date (month and year) of the edition, printed on the late charts below the border in a central position; (2) the date of the latest correction to the chart plates, printed in the lower left-hand corner below the border; (3) the date of issue, stamped below the border and just to the left of the subtitle. Charts show all necessary corrections as to lights, beacons, buoys, and dangers, which have been received to the date of issue, being hand corrected since the latest date printed in the lower left-hand corner. All small but important corrections occurring subsequent to the date of issue of the chart are published in Notice to Mariners and should be applied by hand to the chart immediately after the receipt of the notices. The date of the edition of the chart remains unchanged until an extensive correction is made on the plate from which the chart is printed. The date is then changed and the issue is known as a new edition. When a correction, not of sufficient importance to require a new edition, is made to a chart plate, the year, month, and day are noted in the lower left-hand corner. All the notes on a chart should be read carefully, as in some cases they relate to the aids to navigation or to dangers that can not be clearly charted. The charts are various in character, according to the objects which they are designed to subserve. The most important distinctions are the following: 1. Sailing charts, mostly on a scale of approximately 1:1,200,000, which exhibit the approaches to a large extent of coast, give the offshore soundings, and enable the navigator to identify his position as he approaches from the open sea. 2. General charts of the coast, on scales of 1: 400,000 and 1: 200,000, intended especially for coastwise navigation. 3. Coast charts, on a scale of 1: 80,000, by means of which the navigator is enabled to avail himself of the channels for entering the larger bays and harbors. 4. Harbor charts, on larger scales, intended to meet the needs of local navigation. NOTE.-General charts of the Philippine Islands are on scales 1: 1,600,000, 1: 800,000, and 1: 400,000; coast charts are on scales 1: 100,000 and 1: 200,000. COAST PILOTS, relating to surveyed waters of the United States, Porto Rico, Virgin Islands, Alaska, Hawaiian Islands, and the Philippine Islands, contain full nautical descriptions of the coast, harbors, dangers, and directions for coasting and entering harbors. At intervals of about one year, supplements are issued, containing the more important corrections since the publication of the volume. The supplements are printed on one side of the paper only, so that they may be cut and pasted in the appropriate places in the volume. Supplements and other corrections for any volume can be furnished, free of charge, on application to the Coast and Geodetic Survey, Washington, D. C., or any of its field stations, provided the volume itself has not been superseded by a subsequent edition. TIDE TABLES.-The Coast and Geodetic Survey Tide Tables are issued annually in advance of the year for which they are made and contain the predicted times and heights of the tide for each day in the year at the principal ports of the world, including the United States and its possessions. A table of tidal differences is given by means of which the tides at about 3,500 intermediate ports may be obtained. Separate reprints from the general Tide Tables are issued for the Atlantic and Pacific coasts of the United States and its dependencies. CURRENT TABLES, which have heretofore been issued as a part of the Tide Tables, are now published separately as Current Tables, Atlantic Coast of the United States, and Current Tables, Pacific Coast of the United States. AGENCIES for the sale of the Charts, Coast Pilots, Tide Tables, and Current Tables of the Coast and Geodetic Survey are established in many ports of the United States and in some foreign ports. They can also be purchased in the office of the Coast and Geodetic Survey, Washington, D. C., or any of the field stations. If ordered by mail, prepayment is obligatory. Remittances should be made by postal money order or express order, payable to the "Coast and Geodetic Survey." Postage stamps, checks, and drafts can not be accepted. The sending of money in an unregistered letter is unsafe. Only catalogue numbers of charts need be mentioned. The catalogue of charts and other publications of the survey can be obtained free of charge on application at any of the sale agencies or to the Coast and Geodetic Survey, Washington, D. C. OTHER PUBLICATIONS.-Lists of Lights, Buoys, and other Day Marks of the United States, its insular possessions, and the Great Lakes, are published by the Bureau of Lighthouses and may be purchased from its sale agencies or from the Superintendent of Documents, Washington, D. C. Notice to Mariners, relating to the same waters, is published weekly by the Bureau of Lighthouses and Coast and Geodetic Survey; this publication can be obtained free of charge on application to the Division of Publications, Department of Commerce, Washington, D. C. REMARKS ON THE USE OF CHARTS ACCURACY OF CHARTS.-The value of a chart depends upon the character and accuracy of the survey on which it is based, and the larger the scale of the chart the more important do these become. In these respects the source from which the information has been compiled is a good guide. This applies particularly to the charts of the Alaska Peninsula, Aleutian Islands, Arctic Ocean and part of Bering Sea, and the Philippine Islands. The early Russian and Spanish surveys were not made with great accuracy, and until they are replaced by later surveys these charts must be used with caution. With respect to these regions the fullness or scantiness of the soundings is another method of estimating the completeness of a chart. When the soundings are sparse or unevenly distributed, it may be taken for granted that the survey was not in great detail. A wide berth should therefore be given to every rocky shore or patch, and this rule should invariably be followed, viz., that instead of considering a coast to be clear unless it is shown to be foul, the contrary should be assumed. With respect to a well-surveyed coast only a fractional part of the soundings obtained are shown on the chart, a sufficient number being selected to clearly indicate the contour of the bottom. When the bottom is uneven, the soundings will be found grouped closely together, and when the slopes are gradual fewer soundings are given. Each sounding represents an actual measure of depth and location at the time the survey was made. Shores and shoals where sand and mud prevail, and especially bar harbors and the entrances of bays and rivers exposed to strong tidal currents and a heavy sea, are subject to continual change of a greater or less extent, and important ones may have taken place since the date of the last survey. In localities which are noted for frequent and radical changes, such as the entrance to a number of estuaries on the Atlantic, Gulf, and Pacific coasts, notes are printed on the charts calling attention to the fact. It should also be remembered that in coral regions and where rocks abound it is always possible that a survey with lead and line, however detailed, may have failed to find every small obstruction. For these reasons when navigating such waters the customary sailing lines and channels should be followed, and those areas avoided where the irregular and sudden changes in depth indicate conditions which are associated with pinnacle rocks or coral heads. DREDGED CHANNELS.-These are generally shown on the chart by two broken lines to represent the side limits of the improvement. Before completion of the project the depth given is that shown by the latest survey received from the engineer in charge. After completion the depth given is that determined on a certain date which is stated in the channel legend. The actual depth of a completed channel may be greater than the charted depth shortly after dredging and less when shoaling occurs as a result of storms or other causes. These changes are of too frequent occurrence and uncertain duration to chart. Therefore, when a vessel's draft approximates the charted depth of a dredged channel, the latest information should be obtained before entering. The possibility of shoaling along the edges of the channel should always be considered. DANGER CURVES.-The depth curves will be found useful in giving greater prominence to outlying dangers. It is a good plan to trace out with a colored pencil the curve next greater than the draft of the vessel using the chart and regard this as a danger curve," which is not to be crossed without precaution. Isolated soundings shoaler than surrounding depths should be avoided, as there is always the possibility that the shoalest spot may not have been found. CAUTION IN USING SMALL-SCALE CHARTS.-It is obvious that dangers to navigation can not be shown with the same amount of detail on small-scale charts as on those of larger scale; therefore in approaching the land or dangerous banks regard should be had to the scale of the chart and the largest scale chart available should be used. A small error in laying down a position means only yards cn a large-scale chart, whereas on a small scale the same amount of displacement means large fractions of a mile. For the same reason bearings to near objects should be used in preference to objects farther off, although the latter may be more prominent, as a small error in bearing or in laying it down on the chart has a greater effect in misplacing the position the longer the line to be drawn. DISTORTION OF PRINTED CHARTS.-The paper on which charts are printed directly from copper plates has to be dampened. On drying, distortion takes place from the inequalities in the paper, which varies with the paper and the amount of the original dampening; but usually it is not sufficient to affect ordinary navigation. It must not, however, be expected that accurate series of angles taken to different points will always exactly agree when carefully plotted upon the chart, especially if the lines to objects be long. The longer the chart the greater the amount of this distortion. The majority of Coast and Geodetic Survey charts are now printed by lithography on dry paper and have little if any distortion. A lithographed chart may be distinguished from a plate-printed chart by the feel of the surface, the former being smooth while the latter is rough. Lithographed charts also are usually tinted in colors while the others are in black and white. BUOYS.-Too much reliance should not be placed on buoys always maintaining their exact position, especially when in exposed positions. It is safer, when possible, to navigate by bearings or angles to fixed objects on shore and by the use of soundings. GAS BUOYS and other unwatched lights can not be implicitly relied on; the light may be altogether extinguished or, if intermittent, the apparatus may get out of order. LIGHTS. The distance given in the light lists, coast pilots, and on the charts for the visibility of lights are computed for a height of 15 feet (4.6 m.) for the observer's eye. The table of distances of visibility due to height, published in the Light List, affords a means of ascertaining the effect of a greater or less height of the eye. The glare of a powerful light is often seen far beyond the limit of visibility of the actual rays of the light, but this must not be confounded with the true range. Again, refraction may often cause a light to be seen farther than under ordinary circumstances. As the range of visibility increases with the elevation of the observer, it is often possible to obtain a bearing before the light is sighted from the bridge by sighting the light from aloft, noting a star in range with it and then obtaining a bearing of the star with compass or pelorus. The actual power of a light should be considered when expecting to make it in thick weather. A weak light is easily obscured by haze, and no dependence can be placed on its being seen. The power of a light can be estimated by its candlepower as given in the light lists and in some cases by noting how much its visibility in clear weather falls short of the range due to the height at which it is placed. Thus a light standing 200 feet above the sea and recorded as visible only 10 miles in clear weather is manifestly of little brilliancy, as its height would permit it to be seen over 20 miles if of sufficient power. FOG SIGNALS.-Sound is conveyed in a very capricious way through the atmosphere. Apart from the wind, large areas of silence have been found in different directions and at different distances from the origin of the sound signal, even in clear weather. Therefore too much confidence should not be felt as to hearing a fog signal. The apparatus, moreover, for sounding the signal may require some time before it is in readiness to act. A fog often creeps impreceptibly toward the land and is not observed by those at a lighthouse until it is upon them, whereas a vessel may have been in it for many hours while approaching the land. In such a case no signal may be sounded. When sound travels against the wind it may be thrown upward; in such a case a man aloft might hear it when it is inaudible on deck. The conditions for hearing a signal will vary at the same station within short intervals of time. Mariners must not, therefore, judge their distance from a fog signal by the force of the sound and must not assume that a signal is not sounding because they do not hear it. Taken together, these facts should induce the utmost caution when nearing the land or danger in fog. The lead is generally the only safe guide and should be faithfully used. |