between the island and the cape is dangerous, it is restricted by two rocks awash near the center of it, and although used by small boats, it should not be attempted without local knowledge. The currents are strong and treacherous. An overhead wire with but little clearance extends from the island to the mainland.

Cape Flattery Lighthouse is a white conical tower on a gray dwelling situated on the western end of Tatoosh Island. The light is group flashing white (flash 1 second, eclipse 6.5 seconds, flash 1 second, eclipse 6.5 seconds, flash 1 second, eclipse 29 seconds), with a red sector covering Duncan and Duntze Rocks, 165 feet (50 m) above the water, and visible 19 miles. The fog signal is an air diaphone (blast 5 seconds, silent 15 seconds, blast 3 seconds, silent 37 seconds).

A naval radio direction-finder station, call letters NPD, is located on the island, and day and night storm warnings are displayed by the Weather Bureau. There is telegraphic communication, and vessels can be reported or send messages. A rocky patch, having a least depth of 7 fathoms (12.8 m), and on which the sea breaks occasionally in a westerly swell, lies 13% miles 231° true (SSW. 14 W. mag.) from Cape Flattery Lighthouse.

Duncan Rock, small, low, and black, lies 1 mile 347° true (NW. 5 N. mag.) from the lighthouse. A ledge, with 4 fathoms (7.3 m) over it, lies 3⁄4 mile 131° true (ESE. 12 E. mag.) from Duncan Rock, and a sunken rock between them 250 yards off on the same bearing. Another sunken rock lies 250 yards from Duncan Rock in the direction toward the lighthouse. These dangers contract the passage between Duncan Rock and Tatoosh Island to less than 12 mile. Although narrow, many large vessels use this passage, favoring Tatoosh Island. However, strong currents and tide rips are encountered here, which added to the narrowness of the passage, make its use inadvisable.

Duntze Rock, with 314 fathoms (5.9 m) over it, lies 1/4 mile 346° true (NW. 2 N. mag.) from Duncan Rock and almost in line with it and the lighthouse.

In clear weather at night, vessels making the Strait of Juan de Fuca from the southward, may, after passing Cape Flattery Lighthouse, head eastward into the strait as soon as Neah Bay Light (flashing red, 3 seconds) becomes visible clear of Koitlah Point. With this light visible, vessels are north of Duntze Rock.

WILLAPA BAY (CHART 6185)

formerly known as "Shoalwater Bay ", has its entrance 22 miles northward from Cape Disappointment.

Willapa Bay entrance. The north shore of the entrance to this bay is distinctive in appearance with respect to the south shore, being marked by timbered bluffs and ridges several hundred feet high. In the daytime scars on the cliffs can often be seen before the lighthouse is visible. The termination of the tree line on Leadbetter Point is sharply defined.

The entrance is in the northern part of the bay, which consists of two arms; the southern, 16 miles, and the eastern, 10 miles long. Both arms are filled with extensive shoals, large areas of which bare

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at low water. The southern arm is separated from the ocean by a strip of low sand and sand dunes, averaging 11⁄2 miles in width and covered with trees until within 234 miles of Leadbetter Point, the northern extremity, and the southern point of the entrance to the bay. Numerous cottages and summer resorts are situated along the seaward face of the narrow peninsula. The shores of the bay elsewhere are composed of low, rolling hills 100 to 200 feet (30.5 to 61 m) high, covered with a dense growth of timber.

Willapa Bay, with its various tributaries, furnishes an outlet to an extensive area of valuable timber. Lumber and lumber products are the principal exports; fish and sea foods are also shipped. The imports consist of general merchandise, mill machinery, and farming implements. The port of entry is at Raymond, on the Willapa River.

The bar at the entrance lies about 3 miles outside of the line joining the lighthouse and Leadbetter Point. It has never been improved except by dredging, and the channel over it is continually shifting. In 1925 the channel broke through at a point southwest of the lighthouse, but was gradually working to the southward. Experience shows that this channel works to the southward until it is parallel with the shore, then breaks out to the westward, the cycle consuming 20 to 30 years.

The depth over the bar varies from season to season. It has been dredged annually since 1930 and during that time has maintained depths between 25 feet (7.6 m) and 32 feet (9.8 m). The maximum draft entering the bay in 1933 was 2412 feet (7.5 m). In August 1934 the controlling depth in the shifted bar channel was 29 feet (8.8 m). Willapa Bar Range rear light has been discontinued on several occasions and the bar buoys and those inside the bar have been moved from time to time because of the shifting sands and changing channel. Temporary entrance range lights are sometimes established for dredging purposes and these do not necessarily mark the best water.

Due to the changeable character of this entrance, vessels should always employ a pilot.

Long Island, 52 miles long northwest and southeast and of irregular width, wooded and rising to over 200 feet (61 m) in elevation, lies in the southern arm of the bay near the head and nearly fills it.

Naselle River and several small streams enter from the eastern shore of the south arm, and are navigated by small logging towboats. Willapa River enters at the head of the eastern arm, and has been improved by dredging. The channel is dredged to a project depth of 24 feet (7.3 m) at mean lower low water to the forks at Raymond, up the South Fork to the Northern Pacific bridge and up the North Fork to the Willapa Harbor Mills just below the new highway bridge being constructed at Twelfth Street, Raymond. In June 1933 the controlling depth was 21 feet (6.4 m). At high tide, vessels drawing 12 feet (3.7 m) can ascend to Willapa 11 miles above the mouth.

North River enters the eastern arm of the bay 3 miles westward from the mouth of Willapa River; it is navigated by small logging launches. It has been improved by the removal of snags and log jams.

South Bend, population 1,798 (1930 census), is situated on the south bank of Willapa River, 3 miles above the mouth. The town is mainly dependent on the lumber, oyster, and fish industries. It has a large sawmill and shingle mills, and two canneries. The depths at the wharves vary from 15 to 20 feet (4.6 to 6.1 m), depending on the locality.

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Raymond, the principal town, population 3,828 (1930 census), on the south bank of the Willapa River at the junction of the south fork, 3 miles above South Bend. It has sawmills and shingle mills, and under normal conditions ships large quantities of lumber. The depths at the wharves range from 20 to 25 feet (6.1 to 7.6 m). There is a new State highway leading on a direct route to Aberdeen on Grays Harbor.

Port Terminal.-The port of Willapa has constructed a new wharf with a 600-foot face and terminal on the south bank of the river between South Bend and Raymond.

Bridges.-The North and South Forks of the Willapa River are crossed by four draw bridges at Raymond. A fixed highway bridge at Willapa with a vertical clearance of 11 feet (3.4 m) at high water limits the navigation beyond this point. Details of the draw bridges are given in the following table:

Tokeland, on Toke Point, about 2 miles eastward from Cape Shoalwater is a summer resort. A daily motor stage runs to Aberdeen, but the ferry service to South Bend has been discontinued.

Bay Center is a small village on Goose Point on the eastern shore of the south arm near its entrance; oyster culture is the main industry, but fish and crabs are also important products.

In 1931, a vessel struck a shoal in Willapa Bay, 2 miles 286° true from Goose Point, with 4 feet (1.2 m) of water over it at mean lower low water. This shoal is now charted, but the survey of 1922 shows a least depth of 21 feet (6.4 m) in this vicinity. From this it would appear that rapid changes may take place in this general

area.

Nahcotta, about 9 miles southward from Leadbetter Point, on the western shore of the south arm, was formerly the terminus of the railroad communicating with the Columbia River. This railroad has been abandoned and the tracks removed.

Channels.—The channel leading into North Cove, formerly used as an anchorage by towboats, has shoaled, and this portion of the bay is nearly bare at low water.

The channel leading to Nahcotta has sufficient depth for any vessel that can cross the bar, but it is poorly marked and care is necessary to avoid the shoals on either side. The southern portion of the bay has not been surveyed recently, and the chart cannot be relied upon as showing the hydrography correctly. This section of the bay is used by local light-draft craft only.

The channel to Bay Center is marked by aids, but must be followed with caution. Five piles (not charted) were driven in 1933 to mark the channel.

The channel to North Nemah River is marked by 11 piles in a distance of 2 miles across the flats. A depth of 4 feet (1.2 m) at mean lower low water was reported in 1933. Logs and oysters are shipped from the river.

The main channel to South Bend and Raymond is well marked, and vessels once inside the bay should have no difficulty in reaching those ports which are the only ones of commercial importance on the bay. In 1934, shoaling to 22 feet (6.7 m) has occurred in the buoyed channel southeastward of Toke Point.

Aids to navigation.-Willapa Lighthouse is described on page 210. Willapa Bay Outside Bar lighted whistle buoy is situated 6 miles west-southwestward from the lighthouse. This buoy is moved occasionally to follow changes in the channel over the bar. The channel across the bar is marked by buoys, and a lighted range (temporarily discontinued on Jan. 31, 1934, because of extensive shoaling along the range); and ranges, beacons (lighted and unlighted), and buoys mark the channel through the eastern arm of the bay and the Willapa River to South Bend and Raymond.

Prominent features.-Willapa Bay Lighthouse on Cape Shoalwater, the northern point at the entrance, is the most prominent feature in the approaches.

Anchorage may be had at almost any point inside the bay; the holding ground is good.

Pilots.-Pilots may be obtained from South Bend. Vessels desiring a pilot should call the Grays Harbor-Willapa Harbor Pilots Association, Aberdeen, or Independent Pilots Association, Hoquiam, through Olympic Radio Co., call KJQ, and state time of arrival off the bar. The pilot boat is equipped with radio, call KGQF.

The pilot charges have recently been reduced, and in 1933 were $1.50 per foot (0.3 m) draft and 12 cents per net ton each way. in or out. Deep-draft vessels should not attempt to enter without a pilot.

Towboats.-A 500-ton towboat is available in Willapa Bay, or otherwise towboats may be had from Grays Harbor. Sailing vessels desiring a towboat should make Grays Harbor, signal the Coast Guard station there, and await the towboat.

Customs. The customs office is located at the port of Willapa Terminal. Raymond is a subport in the Washington customs district. Quarantine-Quarantine regulations are enforced by an officer stationed at South Bend. Vessels subject to quarantine must not pass beyond the first dock at South Bend until pratique has been granted. There are arrangements for fumigation by sulphur only. A Coast Guard station is located at North Cove, 1 mile eastward of the lighthouse. There is a telephone line to South Bend, and vessels off the bar are reported.

Marine hospital.-There is a medical relief station in charge of a public health officer at South Bend.

Supplies. Provisions and water may be obtained at South Bend, Raymond, and the port of Willapa Terminal. Fuel oil may be had at South Bend or Raymond, and coal may be arranged for.

Repairs.-Repairs to wooden vessels may be made, but there are no drydocks. There are machine shops and foundries.

Communication may be had by rail and motor stage. There is regular motor-stage service north, south, and east. Telegraph and telephone facilities are available.

Currents. In the entrance the average velocity of the flood or ebb stream is about 21⁄2 knots at strength. Currents of 4 to 6 knots occur at times, the velocity being greatest on the ebb, particularly with a southerly wind.

In the channel opposite South Bend, Willapa River, the current turns about 12 hour after the times of the tide at Astoria. The average velocity of the flood stream at strength is about 1 knot and that of the ebb stream about 11⁄2 knots. On the bar, the current changes at about the time of high and low waters.

Tides. The mean range of tide at South Bend is 6.4 feet (2.0 m). The range between mean lower low water and mean higher high water is 9.8 feet (3.0 m). A range of about 14 feet (4.3 m) may occur at the time of maximum tides.

DIRECTIONS, WILLAPA BAY

From northward or southward the course should be shaped to make the lighted whistle buoy. From seaward, in clear weather, the lighthouses at the entrance, at Grays Harbor, 14 miles northward, and at North Head, 22 miles southward, are distinguishing marks for fixing a vessel's position and the subsequent shaping of the course.

Approaching from any direction in thick weather great caution is essential. The currents are variable and uncertain. Velocities of 3 to 311⁄2 knots have been observed at the light vessels between Blunts Reef and Swiftsure Bank, and velocities considerably in excess of these amounts have been reported. For detailed information regarding the conditions which may be encountered, and the precautions to be observed, see the statement on coastwise navigation beginning on page 22.

Under such conditions vessels should not shoal the water to less than 20 fathoms (37 m) until the lighted whistle buoy off the entrance has been made.

Strangers should not attempt to navigate the bay in thick weather. At any time, however, when the aids to navigation can be seen vessels of 20 feet (6.1 m) or less draft should have little difficulty in reaching the wharves at South Bend or Raymond, as the channel throughout is well marked by ranges, beacons, and buoys. Vessels of a deeper draft should secure the services of a man with local knowledge.

GRAYS HARBOR (CHART 6195)

has its entrance 40 miles northward from Cape Disappointment and about 93 miles southward from Cape Flattery. The bay and its tributaries furnish an outlet to an extensive area of valuable timber. Grays Harbor is probably the leading lumber port in the United