years indicate the number of hours of operation of fog signals at Grays Harbor to be as follows:

Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.

Total for
the year

Precipitation. The rainy season in the vicinity of Grays Harbor extends through the months from October to May, inclusive, the dry season covering the remainder of the year. The average annual precipitation at Aberdeen is 83.92 inches for a period of 47 years.

Temperature. The mean temperature in this vicinity is 49.7°, the mean maximum temperature being 58.2°, and the mean minimum 41.2°.

The following information has been furnished by the Weather Bureau, United States Department of Agriculture.

Meteorological data

Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.

Annual

Mean maximum temperature, degrees Fahrenheit, for 45 years

44.5

48.5

52.8 57.7 62.0 65. 9 69.6 70.5 67.8 61.2

51.8 46.2

58.2

Mean minimum temperature, degrees Fahrenheit, for 45 years

Fourteen drawbridges cross the channels of Grays Harbor, five over the Chehalis River, four over the Hoquiam River, four over the Wishkah River, and one over the South Bay channel. A general description of these bridges is contained in the following table.

Pursuant to congressional enactment, the Secretary of War issued the following instructions on March 3, 1928, to govern the operation of the bridges crossing the navigable rivers tributary to Grays Harbor: 1. The corporations or persons owning or controlling a drawbridge shall provide the same with the necessary tenders and the proper mechanical devices for the safe, prompt, and efficient opening of the draw for the passage of vessels. 2. If the weather conditions are good and sound signals can be heard when a vessel approaches a drawbridge and desires to pass through the draw

(a) The person in charge of such vessel desiring to pass shall cause to be sounded, within reasonable hearing distance of the bridge, repeating if necessary, and in time to give due notice to its operator, three long distinct blasts of a whistle, horn, or megaphone, or three loud and distinct strokes of a bell.

(b) When the draw of the bridge can be opened immediately, the draw tender shall reply by two long blasts followed by one short distinct blast of a whistle, horn, or megaphone, or by three loud and distinct strokes of a bell.

1 As used in these general regulations and in the special regulations, below, the term "long blast" of a whistle or horn shall mean a blast of 4 seconds duration, and a "short blast" shall mean one of 1 second duration.

(c) When the draw of the bridge can not be opened immediately, the draw tender shall reply by two long distinct blasts of a whistle, horn, or megaphone, or two distinct strokes of a bell. (This signal may also be used by a vessel to countermand its signal to open draw.)

(d) When, after a delay, as in 2 (c), the draw of the bridge can be opened and the vessel still desires to pass, the draw tender shall give the signal described in 2 (b) above, viz, two long blasts followed by one short distinct blast of a whistle, horn, or megaphone, or three loud and distinct strokes of a bell.

3. When weather conditions prevent hearing sound signals

(a) The person in charge of a vessel desiring to pass shall swing a white lighted lantern or white flag, the former by night, the latter by day; the person signalling to face the drawbridge and swing the lantern or flag in front of him at arm's length, in vertical circles.

(b) When the draw of the bridge can be opened immediately, the draw tender shall reply by raising and lowering a white lighted lantern or a white flag, the former by night, the latter by day; the movement to be vertical.

(c) When the draw of the bridge can not be opened immediately, the draw tender shall reply by swinging a red lighted lantern or red flag, the former by night, the latter by day; the person signaling to face the vessel and swing the lantern or flag in front of him at arm's length, in vertical circles. (This signal may also be used by a vessel to countermand its signal to open draw.)

(d) When, after a delay, as in 3 (c) the draw of the bridge can be opened and the vessel still desires to pass, the draw tender shall give the signal described in 3 (b) above, viz, raising or lowering a lighted lantern or a flag.

4. When fog prevails by day or by night the draw tender on giving signal— 2 (b), 2 (d), 3 (b), or 3 (d) above—that draw will be opened, shall toll a bell continuously during the approach and passage of the vessel.

5. The draw shall be opened with the least possible delay, upon receiving the prescribed signal: Provided, That the drawspan shall not be opened when a train is approaching so closely that it can not safely be stopped before reaching the bridge, or when a passenger or mail train is approaching within sight or hearing of the operator of the drawspan.

6. Trains, wagons, and other vehicles shall not be stopped on a drawbridge for the purpose of delaying its opening, nor shall water craft or vessels be so manipulated as to hinder or delay the operation of a drawspan, but all passage over, through or under a drawbridge shall be prompt, to prevent delay to either land or water traffic.

7. The foregoing general regulations (pars. 1-6) shall apply in the cases of all bridges, but to provide for distinctive signals given by vessels to particular bridges, as where two or more are within sight or hearing and but one bridge is desired to be opened, the following special regulations and exceptions are prescribed:

Special regulations

City bridge over Chehalis River between Aberdeen at the foot of Benn Street and South Aberdeen: Two long blasts of whistle, followed quickly by one short blast.

Northern Pacific Railway bridge over Chehalis River, between South Aberdeen at foot of Wood Street and Junction City: One long blast of whistle, followed quickly by one short and one long blast.

State bridge over Hoquiam River at Simpson Avenue, Hoquiam: Two long blasts of whistle, followed quickly by two short blasts.

City bridge over Hoquiam River, at foot of Eighth Street, Hoquiam: Two long blasts of whistle, followed quickly by two short blasts.

Northern Pacific Railway bridge over Hoquiam River near fork of river: One long blast of whistle, followed quickly by one short and one long blast.

Northern Pacific Railway bridge over Wishkah River at foot of River Street, Aberdeen: One long blast of whistle, followed quickly by one short blast.

City bridge over Wishkah River at foot of Heron Street, Aberdeen: One long blast of whistle, followed quickly by two short blasts. City bridge over Wishkah River at Wishkah Street, Aberdeen: One long blast of whistle, followed quickly by three short blasts. City bridge over Wishkah River at Second Street, Aberdeen: One long blast of whistle, followed quickly by four short blasts.

HARBOR IMPROVEMENTS BY THE UNITED STATES

The Bar Channel.-Under the project for improvement of the entrance channel, two rubble stone jetties were constructed, a south jetty to the elevation of high tide and a north jetty to elevation of mid tide and maintenance dredging was carried on to secure a channel depth commensurate with the depth obtained by local interests in the inner harbor and Chehalis River channels to Aberdeen. South and north jetties were completed in 1902 and 1916, respectively, but subsequently subsided. The existing project was modified in 1935 to provide a channel across the bar 600 feet wide and 30 feet deep at mean lower low water, to be secured by rebuilding south jetty 13,734 feet long and north jetty 16,000 feet long, both to crest elevation of 16 feet above mean lower low water and by dredging. The south jetty is under construction and its completion in the autumn of 1939 is contemplated. Rebuilding of north jetty has not been commenced. Dredging is carried on each year to secure project depth.

The North Channel and Chehalis River.-The North Channel was formerly obstructed by two shoals, one below Hoquiam and one between Hoquiam and Aberdeen. The existing project for the improvement of this waterway provides for a channel 26 feet deep from deep water in Grays Harbor to Union Pacific Railway bridge at Aberdeen (15 miles) to be 350 feet wide to Grays Harbor city, thence 200 to 350 feet wide to Aberdeen, thence for a channel in the Chehalis River 18 feet deep and 200 feet wide to Cosmopolis (3 miles), thence 16 feet deep, 150 feet wide to Montesano (10% miles). Controlling depths in 1937 were as follows: 26 feet to Union Pacific Railroad bridge, 21 feet to Cosmopolis and 10 feet to Montesano.

The Hoquiam River. The section of the Hoquiam River included in the present improvement project formerly had a depth of approximately 20 feet at mean lower low water, except at four localities. where the channel was contracted and the depth reduced by shoals

to 11 and 16 feet. For a distance of 8 miles from the mouth the river was used for floating and towing logs. The Government project for the improvement of the river provides for a channel 100 feet wide and 18 feet deep at mean lower low water for a distance of about 2 miles above the river's mouth. The existing project has been completed and the present controlling depth is 17 feet.

HARBOR IMPROVEMENTS BY LOCAL INTERESTS

Cooperation in these various improvements has been extended to a considerable extent by local interests, although local cooperation is not required by law, except in connection with the improvement of the Hoquiam River. In connection with the improvement of the bar channel the necessary land for trestle approach and operating plant was donated to the United States by local interests, and certain essential excavation on the bar and in the inner harbor has been effected by the contribution of funds by the Port of Grays Harbor Commission. The commission in 1919 agreed to undertake the future maintenance of the north channel from deep water in Grays Harbor to the Union Pacific Railroad bridge to depth commensurate with the depth obtained by the Federal Government on the outer bar. This agreement was terminated with the adoption of existing project August 30, 1935.

Such cooperation as was contributed by local interests in the improvement of the Hoquiam River channel consisted of the provision of places of deposit for dredged material.

TERMINAL IMPROVEMENTS

The construction of terminal facilities in Grays Harbor has resulted primarily from the demands of a rapidly increasing forest products industry and from the necessity of providing facilities for meeting miscellaneous local needs. These demands have resulted in the construction of wharves owned by industrial concerns and of the port of Grays Harbor terminal, which is open to the public for handling general cargo. This terminal was constructed by the port of Grays Harbor commission, and is located on the north side of the Chehalis River, partly in Hoquiam and partly in Aberdeen. Most of the general water-borne commerce of the port is handled at this facility. A pier 2,000 feet long and 400 feet wide at the end, provided with a 1-story transit shed 380 feet long and 78 feet wide is open to the use of the public for all classes of water-borne traffic.

OWNERSHIP OF WATER FRONT

The property comprising the port commission terminal is owned by the port of Grays Harbor district, and the various improved sections of the water front in Hoquiam and Aberdeen are owned by private interests. The railroads operating into these cities own no water terminals.