10 and never know it. The records clearly show that this method of sounding has resulted in the loss of vessels through mistakes which could have not gone undetected if a tube had been used. So, for every wire sounding taken while the ship is underway, a pressure tube should 5 be used, and the lead should be armed to bring up a sample of the bottom. The amount of wire out should, of course, be reported, for that does give a general idea of the depth some moments before the tube can be reeled in. But this estimated depth should be verified by the tube and the sample of bottom obtained should be compared with that shown on the chart. Finally, it is important to realize that under certain conditions pressure tubes are subject to considerable errors, with which the navigator must be familiar if he is to get full value for them. As commonly used they are not very reliable or accurate. The value of an echo-sounding machine for sounding when underway, if the depths are too great for the handlead, cannot be overemphasized. If such equipment is not 15 available some up-and-down soundings with the vessel stopped are essential to accuracy. The introduction of radio direction-finder stations ashore, and of radio-compasses on board ship, have given the navigator additional ways of determining his position with a fair degree of accuracy, but sounding should never be neglected. A vessel equipped with an echo-sounding apparatus, may depend largely upon continuous soundings to 20 furnish accurate information as to the vessel's position. Due to the fact that there are certain conditions under which radio bearings may be subjected to grave error, the additional check of sounding in critical places should be carried out. One of the worst disasters of recent years on the Pacific Coast was due in part to the erroneous interpretation of a radio bearing received from a shore station. 25 There are pinnacle rocks along the Pacific Coast extending sometimes considerable distances off the shoreline. The ordinary survey with the leadline cannot be relied on to locate all these rocks. The Coast and Geodetic Survey has swept some of the coast with the wiredrag, which is the only known method of detecting them. Vessels navigating close to shore to avoid the northwesterly winds of summer necessarily incur 30 the danger of striking one of these uncharted pinnacles. Wiredrag surveys have been completed, to 1941, along the coast in the following areas: San Clemente Island; Santa Catalina Island; Avila to Point Pinos; Santa Cruz to Point San Pedro; Golden Gate; western half of Drakes Bay and about 10 miles north 35 of Point Reyes; off the mouth of Gualala River; Iverson to southern jetty at the entrance to Humboldt Bay; Klamath River to 8 miles north of Point St. George; off the mouth of Chetco River; 11 miles south to 5 miles north of Cape Blanco. The Coast Highway extends close along the shore in numerous places along the entire length of the Pacific coast. The navigator should take care not to confuse head40 lights of automobiles with aids to navigation. Fishweirs. Regulations prescribe that fishing structures and appliances in navigable waters of the United States shall be lighted for the safety of navigation, as follows: The lights shall be displayed between sunset and sunrise. They shall be placed at each end of the structure excepting where the inner end terminates in such situation that there is no practicable navi45 gation between it and the highwater line of the adjacent coast, in which case no inner light shall be displayed. The outer light shall be white and the inner light shall be red. The size, capacity, and manner of maintenance of the lights shall be such as may be specified in the War Department permit authorizing the erection of the structure or appliance. When several structures or appliances are placed on one line with no navigable passage between 50 them, they will be considered, for lighting purposes, as one structure. LOCAL SERVICES Pilots will be found cruising off the port of San Francisco. Pilots are available at most of the other ports, but do not cruise off the entrances. Vessels desiring pilots are urged to radio ahead, and state probable time of arrival off the entrance. Extracts from the laws governing pilotage will be found under the headings of the various localities. Towboats are available at all the principal ports, but as a rule no longer cruise off the entrances. Arrangements for towboats should be made by radio or telegraph. 5 Captains of Ports are officers of the U. S. Coast Guard designated by the Commandant to have jurisdiction, under the appropriate District Commanders, over specified areas. They are charged with the enforcement of certain laws, rules, and regulations 10 affecting the movements of vessels and cargoes. The offices and districts on the Pacific coast are listed in the Appendix. Harbor masters are appointed for the principal ports, and they are listed in the Appendix. Supplies.-Vessels usually obtain their supplies in either San Diego, Los Angeles, 15 San Francisco, Columbia River, or Puget Sound. Coal can be obtained at a number of points. Fuel oil can be obtained at all the principal ports. Ship-chandler's stores can be had at San Diego, San Pedro, San Francisco, Humboldt Bay, Coos Bay, Columbia River, and Puget Sound, and in limited quantities at several other places. Repairs, Extensive repairs to large vessels can be made only in Los Angeles Harbor, 20 San Francisco Bay, Portland, and Seattle. Small motor boats and yachts can be hauled out, and ordinary repairs to machinery can be made at several other places. Miscellaneous.-For information of any particular kind about a definite locality refer to the locality in the text. For general information of a local character, including the addresses of the offices 25 maintained by different bureaus of the Government, meteorological tables, conversion tables, etc., refer to the Appendix. DIRECTIONS, SAN DIEGO TO THE STRAIT OF JUAN DE FUCA Vessels may use the following directions, which give approximately the track followed by high-powered steamers plying regularly between San Diego, Los Angeles, 5 San Francisco, Columbia River, and Puget Sound ports. These courses are used by such vessels in preference to others farther offshore by reason of the fact that they lead well within range of the various fog-signals and insofar as possible over depths where the lead may be used to obtain a check on the position. 10 15 20 Caution. Strict adherence to the recommended courses (track lines shown in red on sailing charts) might conceivably result in collision in the case of meeting vessels. This contingency might occur in thick weather on courses where the distances run are short. It is recommended, for southbound vessels, that the courses be shaped about 1⁄4 to 1⁄2 mile outside the track lines to pass to the right of northbound traffic. Low-powered local steamers usually keep close inshore, following in general, the curves of the land, in order to escape the full effect of wind and sea. In clear weather strangers may readily follow this inshore track by means of the chart; in thick weather they are advised not to use it, as the fog-signals are few and far apart, and the currents variable and uncertain, making detailed local knowledge essential to safety. For that reason no directions for this track are given. A detailed description of the coast, including landmarks, dangers,, etc., follows these directions, beginning on page 51. 3. Anacapa Island Light, bearing 202°, distant 1.8 miles. Change to Chart 5202. 1492 121. 1 6. Point Sur Light, bearing 60°, distant 2.5 miles. Change to Chart 5402. If bound to Monterey, see Directions, page 108. Table 2. SAN DIEGO TO SAN PEDRO BAY CHART 5101 Positions (Reverse directions in italics-read upward) 1. Point Loma Light, bearing 45°, distant 2.4 miles. Direct.. 2. Los Angeles Harbor Light, bearing 270°, distant 300 yards. Table 3. SAN PEDRO BAY TO SAN FRANCISCO CHARTS 5143, 5101, 5202, 5302, 5402 1. Los Angeles Harbor Light, bearing 315° distant 0.25 mile. Chart 5101. Continue as per table No. 1, from position No. 2 Point Fermin Light, to San The following brief summary of the methods actually employed in thick weather, by the ablest masters on the coast, indicates the methods and precautions by which safety is assured. Northbound. From San Diego to Los Angeles (see table No. 2, above) the conditions are seldom such as to cause any deviation from the track. If uncertain of the position in approaching San Pedro Bay, steer so as to make sure of being to the eastward of Los Angeles Harbor Light on outer end of the westerly breakwater. Continue to a depth of 10 fathoms and then haul to the westward in that depth, and the fog signal (diaphone) will be made without difficulty. 5 10 Crossing toward Anacapa Island Light (table 1, position 3) from Point Fermin, when bound for San Francisco the possibility of a northerly current setting into Santa Monica Bay should be borne in mind. There is a diaphone fog signal at Anacapa Light. Having made Anacapa Light, there are no dangers until approaching Point Conception. Here sounding should be relied upon to guard against an inshore set, and the depths should not be shoaled to less than 50 fathoms. From Point Conception, Point Arguello 15 will readily be made. The track from Point Arguello to Point Sur is a long one, on which currents of considerable velocity are frequently encountered, and to the southward of Point Sur depths of over 100 fathoms extend so close to the beach that a vessel cannot count on getting bottom with the lead in time to prevent disaster. Point Sur, therefore, should be 20 given a wide berth. If, on this track, the weather has not cleared by the time Piedras Blancas has been reached, the vessel should be hauled out 2° or 3°, and great caution should be exercised as Point Sur is approached. The lead should find bottom off Point Sur, but even if it does not, no difficulty should be experienced in making a landfall northward of Monterey Bay, as the depths shoal very 25 gradually from the 100-fathom curve to the beach. The track to the lightship may then be followed by means of sounding. Vessels equipped with echo sounding apparatus should use this valuable aid to navigation constantly in conjunction with modern charts for fixing the vessel's position. 10 Detailed local knowledge is necessary for entering the Golden Gate in thick weather, because of the strong, irregular currents and tide rips. At times, however, it will be clear within the heads when it is foggy outside. It is well, therefore, to stand in cautiously as far as lighted bell buoy no. 7; if from that vicinity Point Bonita cannot be seen, the vessel should be anchored until the weather clears. Southbound. The courses from the bar to Point Sur are short and should be easy to make good, especialy as the 100-fathom curve extends well offshore to the northward of Point Sur, affording ample opportunity for checking the vessel's position by sounding as the point is approached. Likewise, on the long course from Point Sur to Point Arguello, the latter point may be reached without difficulty. If the lead shows 30 fathoms, haul to a southsoutheast (mag.) course, keeping in that depth, and if the water deepens to over 40 fathoms the vessel will be past the point, and may be hauled up for Point Conception. Again, in approaching Anacapa Island, soundings may be used to guide the vessel 15 to within sound of the fog signal. A fix should be obtained off Anacapa Island before attempting to approach Point Vicente. Point Vicente, formerly considered the most difficult point to make on the southward track, is now marked by a light and fog signal. Deep water extends so close to the point that the navigator will get an echo from his whistle before he gets bottom with the lead. 20 From Anacapa Island, the course should be shaped to pass about 2 miles off Vicente, and the lead should be used as the point is approached. Guided by the soundings, Los Angeles Harbor Light can be made after passing Point Fermin. Strangers should not attempt to enter Los Angeles inner harbor in thick weather 25 without a pilot. Vessels bound from Los Angeles to San Diego usually experience little difficulty in making Point Loma. If in doubt, the course may be shaped to pick up the 30-fathom curve to the northward of the point, and that depth followed to the fog signal. The presence or absence of kelp just inside the 30-fathom curve is a good guide in deciding 30 whether the vessel is north or south of the point. pilot. Stangers should not attempt to enter San Diego Bay in thick weather without a |