and 7 to 8 feet (2.1 to 2.4 m) to Wheeler. In winter the river cuts a channel usually about 12 feet (3.7 m) deep straight out on the lighted range. In summer there is only about 8 feet (2.4 m) and the channel is very changeable.

Communication may be had by rail to Portland and Tillamook. The Oregon Coast Highway (U.S. 101) runs north and south along the coast, and connects with points in the interior at frequent intervals. There is no traffic by water at present except log rafts. There are telephone and telegraph facilities.

Directions. No directions that would be of value to a stranger can be given. The bar should not be attempted in heavy weather.

COLUMBIA RIVER (CHARTS 6151, 6152, 6153, 6154, 6155, AND 6146) enters the ocean in latitude 46°15' north and, with its tributaries, drains a large and productive territory. The lower portion of the river forms the boundary between the States of Oregon and Washington. Below the Cascades, the river flows through a canyon averaging 5 miles in width between the high cliffs on each side; of this width the river occupies about 1 mile, the rest being marsh, low islands, and lowland. Near the mouth the river becomes wider, and in some places is 5 miles across.

This river and its tributaries are navigable by deep-draft ocean steamers to Portland and Vancouver, 98 and 92 miles, respectively, above the mouth, and by light-draft river steamers to Priest Rapids, Wash., and Lewiston, Idaho, 345 and 406 miles, respectively, above the mouth.

The commerce, both foreign and domestic, is extensive. The exports are principally lumber, grain, floor, fruit, fish, and general merchandise; the imports are coal, fuel oil, cement, manufactures, and general merchandise. There are numerous settlements and landings, but Astoria, on the south bank, 10 miles inside the entrance, and Portland, on the Willamette River, 9 miles from its junction with the Columbia, are the principal shipping points.

Cape Disappointment is described on page 179.

Baker Bay is a shoal, open bight eastward of Cape Disappointment, formed by the cape and the recession of the land northward. Sand Island, low and flat, lies in front of the bay; a channel_redredged to 10 feet (3.0 m) in 1934 lies eastward and northward of the island. This channel leads to Ilwaco, a small town on the north shore. There is another channel of shoal depths to the westward of Sand Island. The remainder of the bay is full of shoals and fish traps, and at low tide is not navigable, even for light-draft river steamers.

Point Adams, the south point at the entrance, is a low sandy point covered with fir and undergrowth to the edge of the sand beach and low dunes. The point usually shows well from seaward, particularly if it is hazy inside. Clatsop Spit is a low sand beach extending from Point Adams, a distance of 211⁄2 miles, toward Cape Disappointment. It was formerly subject to extensive shifting, but the construction of the south jetty has fixed it in position, except that the shoal off Clatsop Spit has extended northwestward. (See p. 209.)

Flavel, on the northeastern side of Point Adams, was once a steamship terminal but is now abandoned as such and the wharf is no longer in repair.

Warrenton, on the Skipanon River, has several sawmills, a glazed-clay plant, canneries, and fertilizer works. The Skipanon was redredged to its project depth of 30 feet (9.1 m) at mean lower low water, from deep water to Warrenton in the fall of 1933. In 1934, the controlling depth was 28 feet (8.5 m). Ocean vessels load here regularly. Warrenton has rail connection with Astoria.

Youngs Bay, on the south side of the river, about 10 miles inside the entrance, is shoal, and receives the waters of Youngs River and Lewis and Clark River. Traffic is confined to light-draft steamers navigating Youngs River. The portion of the bay southeastward from Smith Point is under improvement intended to provide additional frontage for the city of Astoria. The shipyards of Youngs Bay are no longer in operation. A power house with a prominent brick stack is located on the north shore of the bay, just westward of the highway bridge.

Youngs Bay is crossed by a railway and a highway bridge. The railway bridge has 130 feet width of openings; vertical clearance when closed 10.5 feet (3.2 m); the signal for opening is one long blast of the whistle, followed quickly by one short blast. The highway bridge has 150 feet width of opening; the vertical clearance when closed 6 feet (1.8 m); the signal for opening is one long blast followed quickly by two short blasts. The Lewis and Clark River is crossed by a highway bridge with a draw span of the bascule type, having an opening of 87 feet clear and a vertical clearance when closed of 5 feet (1.5 m); the signal for opening is 1 long blast, followed by 3 short blasts.

Astoria, population 10,439 (1930 census), on the south bank of the river about 12 miles inside the entrance, extends from Youngs Bay to Tongue Point. It is the principal city on the lower portion of the river, and is of great and increasing commercial importance. It has connection with the interior by both rail and river steamers, and ships large quantities of grain, lumber, and general merchandise to both foreign and domestic ports. There are ample wharfage facilities, both municipal and private, with depths of 20 to 35 feet (6.1 to 10.7 m).

The Port of Astoria, a municipal corporation embracing all of Clatsop County, owns 8,840 feet of the water front at Smith Point, and has built and operates a well-equipped modern terminal of three piers.

Dredges will usually be found at work in the channels of the Columbia and Willamette Rivers. These dredges should be passed with caution and reduced speed. The lights carried by various types of dredges are given on page 363 of the appendix.

Regulations governing navigation on the Columbia and Willamette Rivers, prescribed by the Secretary of War, are quoted as follows:

Every steam vessel passing dredges or other plant, that may be employed on river improvement or at anchor, in the Willamette and Columbia Rivers, shall be navigated under a slow bell at a speed of not more than 6 statute miles per hour.

Harbor regulations are prescribed by the Port of Astoria Commission and enforced by the harbor master. The following are the principal provisions:

That no vessels shall be allowed to anchor for a longer period of time than one hour within the following-described district in the Columbia River off the mainland of the city of Astoria, Oreg., to wit:

On the west by a line drawn due north from the foot of Melbourne Avenue in the city of Astoria, Oreg., to the north limits of the present ship's channel on the south side of the Columbia River, on the east by a line drawn from the mainland due south of black can buoy no. 3; thence due north to black can buoy no. 3; thence in a westerly direction to gas buoy no. 2; thence due north to the north limits of the present ship's channel on the south side of the Columbia River; on the north by the north limits of the main ship's channel on the south side of the Columbia River.

That all vessels of 50 tons or over be, and they are hereby, prohibited from running at a greater rate of speed than 8 miles per hour within the limits of the waters of the port of Astoria, described in the preceding paragraph.

That all unnecessary whistling by vessels within the waters of the port of Astoria be, and the same is hereby, prohibited.

If any vessel be sunk or stranded within the waters of the port of Astoria, or if any obstruction be found to impede navigation within said port, the owner of the vessel or property by which such obstruction is caused shall immediately notify the harbor master of the position of such obstruction, and shall exhibit on or near such vessel or obstruction such flags, masts, or lights as the harbor master may direct: Two red lights at night and two red flags by day, with bells sounded in case of fog.

Passenger-carrying vessels of 100 tons or upward lying alongside a vessel berthed at a wharf shall from sunset until sunrise be provided with such lights as may be necessary to intelligently denote its position, and such vessels shall be provided continuously with such appliances in the way of gangways and man ropes as may, in the opinion of the harbor master, or in fact, be necessary for the convenience and safety of persons passing to and from such vessels, and every gangway fixed for the purpose of giving the crew or passengers or other persons access to the ship after dark shall be well lighted as long as such gangway is in communication with the shore, and during such times a watch shall be continuously set upon said gangway.

It shall be unlawful for any person to throw, place, or leave any dead animal or putrefying matter in any of the waters of the port of Astoria.

It shall be unlawful for any person to place or deposit any rubbish, refuse matters, or articles of any offensive character likely to create a nuisance upon any wharf or dock within the limits of the port of Astoria.

It shall be unlawful for any person or persons, firm, or corporation to dump or deposit, or throw, or cause to be dumped, deposited, or thrown into the waters of the port of Astoria, any sawdust, slabs, gravel, loose earth, rock, stone, or any débris, which may tend to obstruct the flow or navigation of the waters of the port of Astoria, or to dump or cause to be deposited or dumped, any of the aforesaid articles in any point within the corporate limits of the port of Astoria, where the same will be carried away and into the waters of said port.

Supplies. Coal, fuel oils, provisions, and ship chandlery may be obtained at Astoria.

Pilots. Pilotage across the Columbia River Bar is not compul-. sory, but pilots are always available. Vessels desiring a pilot should radio the Columbia River Bar Pilots, station KEK, Portland, stating the probable time of arrival at the lightship. The pilot boat, which is a power schooner, flies the Union Jack at the mainmast. It is not equipped with radio.

The Oregon statutes allow the following compensation for bar pilotage, either inward or outward: Two dollars and fifty cents per foot draft and 2 cents per registered ton. For river pilotage between Astoria and Portland the law permits a charge of $2 per foot (0.3 m) draft and 2 cents per registered ton.

The actual rates in 1933 were $1.00 per foot (0.3 m) draft and 1 cent per net registered ton for bar pilotage and $1.00 per foot (0.3 m) draft and 114 cents per net registered ton for the river pilotage between Astoria and Portland.

The bar pilotage ground extends from the uppermost dock or wharf at the port of Astoria or Knappton to the open sea at least 10 miles beyond the outermost buoy, and the river pilotage ground extends from the lowermost dock or wharf at the port of Astoria to the head of navigation on the Columbia or Willamette Rivers and their tributaries.

The river pilots board vessels off Astoria, and their call is 1 long blast of the whistle followed by 3 short blasts. Both the bar pilots and river pilots maintain offices in Astoria.

When a vessel outward bound takes a pilot, and is thereafter prevented from going to sea on account of stress of weather and the pilot remains thereon at the request of the master, such pilot is entitled to compensation therefor at the rate of $5 per day.

Towboats. Towboats are always available. For rates of towage, see page 201.

Quarantine.-National regulations are enforced by the Public Health Service. The quarantine officer is stationed at Astoria. Vessels subject to quarantine are boarded at Smith Point or proceed to the upper anchorage opposite the Astoria water front, west of Tongue Point and north of the main channel, during the daytime or unless the destination is short of Portland; vessels destined for Portland arriving in Astoria at night proceed to the inspection station maintained below municipal terminal no. 4 at Portland. There is a fully equipped quarantine station on the north bank of the river 21⁄2 miles northeastward from Point Ellice.

Marine hospital.-Relief stations of the Public Health Service, in charge of service officers, are located at Astoria and Portland. Customhouse. The river is in the Oregon collection district, of which Portland is the headquarters. The port of entry for the river is at Astoria, with offices in the Post Office Building.

Repairs. There are no facilities for extensive repairs at Astoria. There are machine shops and foundries, but there is no drydock.

Storm warnings are displayed by the United States Weather Bureau from a steel tower back of Astoria. Both day and night signals are displayed here. Day signals are also displayed at Point Adams. Day and night signals are also displayed from a tower at North Head, the northern entrance to the river.

Reporting station.-Vessels are reported to Astoria and Portland from a reporting station at North Head.

A Coast Guard station is located on the eastern side of Point Adams. There is another Coast Guard station at Fort Canby on the eastern side of Cape Disappointment.

For detailed information concerning port conditions, facilities, regulations, rates, commerce, and communications consult Port Series No. 11, part 2, prepared by the Corps of Engineers, United States Army, in cooperation with the Bureau of Operations, United States Shipping Board.

Communication between Astoria and Portland and intermediate points may be had by rail and river steamers, and with points north and south by rail and coastwise steamers. Several transcontinental

railroads pass through Portland, and lines of steamers across the Pacific and through the Panama Canal call at Astoria and Portland. There is communication by telegraph, telephone, and radio. Astoria is on the Columbia River Highway which extends from Seaside, Oreg., to Astoria, thence along the south bank of the Columbia to The Dalles. Astoria is also on the Oregon Coast Highway.

Tides. The mean range of tide at Astoria is 6.4 feet (2.0 m). The range between mean lower low water and mean higher high water is 8.3 feet (2.6 m). A range of about 1212 feet (3.8 m) may occur at the time of maximum tides. Daily tide predictions for Astoria (Tongue Point) are given in the tide tables, published annually in advance by the United States Coast and Geodetic Survey.

The Merchants' Exchange of Portland requests that vessels entering the Columbia River send the following reports to station KEK, Portland, Oreg.:

(1) TR to KEK when crossing entrance (inbound).

(2) TR to KEK when leaving Astoria (upbound).

(3) TR to KEK when passing St. Helens (upbound).

(4) TR to KEK when anchoring or leaving any point below Portland.

(5) TR to KEK when entering Willamette River (upbound).

(6) TR to KEK when crossing entrance (outbound).

The Merchants Exchange maintains the reporting service for the stevedores, agents, the press, and other allied marine interests. There is no charge to the vessel.

The

Megler, a hamlet on the north shore opposite Astoria, is connected by ferry with Astoria as part of the coastal highway route. railway to Willapa Bay has been abandoned and the tracks removed.

Knappton. There is a lumber wharf here 675 feet long, with a depth alongside of 33 feet (10 m) at the lower end and 17 feet (5.2 m) at the upper end. Vessels drawing up to 30 feet (9.1 m) come to this dock. There is ferry service with Astoria.

Between Astoria and Portland there are numerous landings and settlements, dependent on the fisheries, or acting as shipping points for the lumbering or agricultural areas behind them; they are ports of call for the regular river steamers. Ocean-going vessels do not, as a rule, stop between Astoria and Portland, except occasionally for lumber cargoes at Wauna, Westport, Rainier, Kalama, St. Helens, 36, 38, 58, 65, and 74 miles, respectively, above the mouth.

Cowlitz River enters the Columbia about 58 miles above the entrance. As a result of improvements by the Government, it has a low-water depth of 4 feet (1.2 m) to Ostrander, about 8 miles.above the mouth, and 2 feet (0.6 m) to Toledo, the head of navigation, 33 miles above the mouth. Considerable amounts of lumber and farm and dairy products are shipped.

Longview. Just westward of the mouth of the Cowlitz River and opposite Rainier is the city of Longview, population 10,652 (1930 census), built around the activities of an extensive lumber development.

The port of Longview owns and operates a general cargo wharf which has 1,887 feet of berthing space with a depth alongside of from 25 to 35 feet (7.6 to 10.7 m) at mean low water. There are also large lumber wharves with 30 feet (9.1 m) alongside at mean low water. Ocean-going vessels load lumber here for export and intercoastal