During a severe winter or after a considerable period of severe cold such a course is not feasible; full-powered vessels could probably reach the head of the inlet even at such times but, because of the heavy masses of ice floating in the strong currents, would find it impracticable to discharge to lighters, either when lying at anchor or drifting with the current.

Ice does not generally interfere with navigation southward of Anchor Point except on the western side of the inlet, where large fields of it are sometimes carried by wind and tide as far as Augustine Island, closing Iliamna Bay for brief periods.

Traffic. At present there is but little traffic in Cook Inlet except that connected with the salmon canneries. All freight for the interior is discharged at Seward and goes in over the railroad. The Territory of Alaska subsidizes a small vessel which makes regular trips from Seward to Iliamna Bay.

Tides.-Daily predictions of high and low waters at Seldovia and Anchorage are given in the tide tables.

TIDAL CURRENTS have great velocity in Cook Inlet and must be considered at all times. The small local steamers plan their trips so as to have a favorable current and prefer to anchor rather than steam against the current of a large tide. A vessel with a speed of 8 knots, picking up the flood current of a large tide a little northward of Anchor Point, can carry it to Fire Island.

At the entrance of Cook Inlet the tidal currents have an estimated average velocity of 2 to 3 knots at strength, and in general the velocities increase up the inlet, with maximum velocities in the vicinity of Harriet Point, East and West Forelands, and the entrances to Knik and Turnagain Arms. The maximum current velocity measured by the survey ship McArthur was 5 knots at anchorages near East and West Forelands, Tyonek, and Point Mackenzie. These anchorages were out of the full strength of the current, and there is little doubt that the maximum velocity of the current at the strength of a large tide is as much a 8 knots between East and West Forelands and probably more between Harriet Point and the south end of Kalgin Island.

In general, the direction of the current is approximately parallel to the trend of the nearest shore, and when flats are uncovered, parallel to their edges. Off the various bays a set may be expected, toward the bay on a flood current and from the bay on an ebb current. The following statements are made from observations taken near the shores, and it is probable that the velocities in the main channel exceed these somewhat; also, since the current runs in the channel somewhat longer than it does near the shore, the times in the channel may be a little later than these given.

At Dangerous Cape.-A current of nearly 3 knots sets at times across the broken ground around the cape, causing heavy rips and overfalls.

Kachemak Bay. From Dangerous Cape, a flood current sets up Kachemak Bay with a velocity of 1 to 2 knots in a northeasterly direction, and the ebb flows in a southwesterly to westerly direction. The currents at the mouth of the bay are uncertain, and may vary from place to place, making it difficult to make correct allowance for set in crossing from Anchor Point to Seldovia.

At Seldovia.-The tidal currents have an estimated velocity of 1 to 2 knots at strength.

CURRENTS

131 At Anchor Point.-To obtain the 150th meridian times of slacks and strengths add 1 hour 10 minutes to the predicted times for Wrangell Narrows given in the Pacific Coast current tables. The mean velocity of the current at strength of flood or ebb is about 2 knots.

At Cape Kasilof.-For a position 1/2 mile offshore add 2 hours 15 minutes to the predicted times for Wrangell Narrows to obtain times of slack and strength in 150th meridian time. The mean velocity at strength of flood or ebb is about 2 knots. For a position 3 miles offshore add 2 hours and 5 minutes to the predicted times for Wrangell Narrows to obtain the times of slack before flood and strength of flood, and add 3 hours and 20 minutes to the predicted times for Wrangell Narrows to obtain the times of slack before ebb and strength of ebb, in 150th meridian time. At this location the mean velocity at strength of flood is about 3 knots and at strength ebb, 21⁄4 knots.

At East and West Forelands.-Add 2 hours and 15 minutes to predicted times for Wrangell Narrows to obtain times of slack and strength in 150th meridian time. Mean velocity at strength near shore is 31% knots but velocities of 5 knots have been observed.

Off Moose Point. Three miles from shore the mean velocity at strength of flood or ebb is about 3 knots. Add 3 hours and 55 minutes to the predicted times for Wrangell Narrows to obtain times of slack and strength in 150th meridian times.

Off Cape Woronzof.—Add 4 hours and 40 minutes to the predicted times for Wrangell Narrows to obtain times of slack and strength in 150th meridian time. The mean velocity of the current at strength of flood or ebb is about 5 knots.

In Knik Arm, South of Goose Creek.-Add 5 hours and 40 minutes to the predicted times for Wrangell Narrows to obtain the times of slack and strength in 150th meridian time.

The mean velocity of the current at strength of flood or ebb is about 4 knots, but velocities of 512 knots have been observed.

At Knik Harbor. The tidal currents have moderate velocity at the anchorage near the shore, and are strong in mid-channel.

Turnagain Arm. The currents are very strong, and the flood frequently comes in as a bore, with spring tides, under certain weather conditions. This bore is said at times to be 4 to 6 feet (1.2 to 1.8 m) high, and is very dangerous for small craft. Boats should be beached well above the level of the flats, and thus avoid the bore when it comes in. The bore can be heard about 12 hour before it reaches one, sounding like breakers on the beach; it travels slowly. Harriet Point.-The currents are very swift at Harriet Point, exceeding 5 knots on spring tides, and with southerly breezes bad tide rips occur between Harriet Point and Kalgin Island, and extend some distance southward.

The

Tuxedni Channel.-The currents set fair with the channel. mean velocity at strength of flood is about 1 knot, at strength of ebb it is about 2 knots. Add 1 hour and 45 minutes to the predicted times for Wrangell Narrows to obtain the times of slack before flood and strength of flood, and add 55 minutes to the predicted times for Wrangell Narrows to obtain the times of slack before ebb and strength of ebb, in 150th meridian time.

Iniskin Bay. The currents set fair with the channel. In the lower part of the bay the mean velocity of the current at strength of flood

or ebb is about 1 knot. Add 45 minutes to the predicted times for Wrangell Narrows to obtain the times of slack and strength in 150th meridian time.

Kamishak Bay.-In the northern part of the bay, the currents follow the coast, flooding northeastward and ebbing southwestward at a rate of about 1 knot at strength. The current appears to flood inside of Augustine Island and then flows toward Chinitna Point. A slight set northward has been observed on the flood, and westward on the ebb. The current is more noticeable near the shore. With a strong westerly wind, tide rips occur about 2 to 4 miles north of Chinitna Point. A very slight current was observed off Rocky Cove, and at time of low water a small rip was seen near the reefs off Rocky Bay.

Directions, Cook Inlet.-The tidal currents have great velocity in Cook Inlet, and must be considered at all times. The small local steam vessels plan their trips so as to have a favorable current, and prefer to anchor rather than steam against a current of a large tide. A vessel with a speed of 8 knots, picking up a flood current of a large tide a little northward of Anchor Point, can carry it to Fire Island.

The shoals fringing the shores of Cook Inlet are generally strewn with boulders, and the lead is not a sufficient guide to avoid them. As a measure of safety deep-draft vessels should avoid areas with depths less than 10 fathoms (18.3 m) southward of the Forelands. The following courses are suggested:

From a position with Cape Elizabeth bearing 359° true, distance 511⁄2 miles, make good a 335° true course for 131⁄2 miles, passing 2 miles off the outer rocks near Cape Elizabeth and Point Adam; Flat Island light should then bear 28° true distant 411⁄2 miles.

Then make good a 0° true course for 30 miles to a position with Anchor Point light abeam, distance 6 miles.

Then make good a 16° true course for 44 miles to a position with the light at the northeast point of Kalgin Island abeam, distant 5 miles.

Then make good a 12° true course passing midway between East and West Forelands and continue the course for a total distance made good of 19 miles.

Then bring the southeast end of West Foreland astern on a 57° true course, and make good this course for 452 miles to a position 3/4 to 1 mile northwestward of Race Point, Fire Island. To make good this course, it is imperative to make proper allowance for the currents setting to or from Turnagain Arm. An allowance of as much as two points is sometimes necessary.

A few soundings made in 1930 indicate that extensive changes have taken place in the shoal area northward of Fire Island. No directions for crossing this area can be given. By taking advantage of high water, vessels of ordinary draft should have no trouble in crossing the shoal area. When northward of the bearing 95° true on Point Woronzof, the bar will have been passed and a mid-channel course should then be followed until up with Carin Point, above which the channel favors the western shore as shown on the chart.

It is important to have in mind the minus tides on the bar at the entrance of Knik Arm. See tides preceding.

PORT CHATHAM (chart 8588), indenting the end of Kenai Peninsula northward of Elizabeth Island, is a secure harbor for vessels of any size and easily entered in the daytime with clear weather. During heavy gales some williwaws are felt at the anchorage, but they are not dangerous.

Below Chatham Island the shores on both sides of the entrance are foul, but above the island the main part of the harbor is clear. The dangers are marked by kelp with the water below half tide. The mountains on either side of the harbor and approach rise abruptly from the water and are wooded about halfway to the summits. There is a small cannery in Port Chatham. The cannery is at Portlock (local name) on the south shore opposite the low grassy spit on the north side.

Claim Point, on the west side at the entrance, is a wooded hill 220 feet (67 m) high, with a low wooded neck back of it. Bare rocks and kelp extend about 400 yards off the southeast side of the point.

Chrome Bay, at the northern entrance to Port Chatham, was formerly the location of a mine and wharf, but the wharf is now gone and the mine is no longer in operation.

Kelp Point is 1/2 mile northeastward from Claim Point. A bare rock lies 250 yards southeastward from Kelp Point, and a dangerous detached reef with rocks bare at low water lies about 3 mile eastward of the bare rock. This reef is covered by kelp, but usually the kelp does not show at high water.

Chatham Island, small, low, rocky, partly wooded, and marked by a light on its western end, lies in the middle of the port about 114 miles inside the entrance. The channel is west of the island, and the only known danger is a rock with 114 fathoms (2.1 m) over it, lying 1/4 mile 6° true from the light. The rock is marked by a black can buoy on its southeast side in 40 feet (12.2 m) of water. There is deep water on either side of the rock. A depth of 54 fathoms (9.4 m), with a possibility of less, was found 250 yards 230° true from Chatham Island Light.

The passage east of Chatham Island is foul and should not be attempted by strangers.

A rock, with 214 fathoms (4.0 m) over it and marked by kelp, lies 3⁄4 mile from the eastern shore and over 5 mile 165° true from Chatham Island Light.

On the east side, 5% mile north-northeastward from Chatham Island, is a projecting rocky, wooded point, where the port changes direction. The opposite side, northeastward from this point, is a low, grassy spit, wooded near its eastern end. The best anchorage is in the broad part of the harbor 1/4 to 1/2 mile eastward of this spit, in 10 to 13 fathoms (18.3 to 23.8 m), soft bottom. At the eastern end of the harbor are some rocks showing but little above high water. On the south shore, 188° true from these rocks, fresh water can be conveniently obtained by boats, which can be placed under a waterfall at the higher stages of the tide.

Just northward of the low, grassy spit is an excellent place for beaching a vessel.

Tides. High and low water at Port Chatham occur about 25 minutes earlier than at Seldovia. The mean range of the tide is 12 feet (2.7 m) and the range between mean lower low water and mean higher high water is about 141⁄2 feet (4.4 m). The tidal currents

have little velocity in the entrance and harbor, but in the approach on either side of Elizabeth Island there are strong tidal currents, and at times heavy tide rips. Information on currents in Chugach Passage is given in the Pacific Coast current tables.

Directions, Port Chatham.-The approach and port channel have been examined with a wire drag. The dragged areas are shown on chart 8588.

From Chugach Passage.-(1) Continue on course 347° true (p. 124), heading for the prominent white scar in the cliff about 350 yards northeastward of Kelp Point, until Chatham Island Light bears 51° true.

(2) Then steer 29° true for 1⁄2 mile, heading for a small point about 1 mile northeastward of Kelp Point, to Chatham Island Light bearing 102° true distant 1/4 mile.

(3) From the last position steer 68° true for 0.4 mile, heading for the tangent of the prominent point on the south side at the turn of the port, and passing 300 yards northward of Chatham Island Light and about 100 yards southward of the black buoy marking the southeast side of the 14-fathom (2.1 m) rock.

(4) Just after passing the black buoy on the portside, steer 44° true for 11⁄2 mile, heading for the islet close to the north shore about 1/2 mile westward of the end of the grassy spit.

(5) When the northeast end of the point at the turn of the port is abeam on the last course distant 0.2 mile, steer 98° true for 7 mile to the vicinity of the anchorage.

From Cook Inlet.-On course 90° true (p. 124), heading for the mouth of a stream from a waterfall 114 miles southeastward of Chatham Island, to a position 2 mile 340° true from the large bare rock 20 feet (6.1 m) high, lying 300 yards off the north shore of Elizabeth Island.

From the last position steer 29° true for 111⁄2 miles, heading for a small point about 1 mile northeastward of Kelp Point, to Chatham Island Light bearing 102° true distant 1⁄4 mile. Then proceed from (3) as above.

The eastern shore at the entrance of Cook Inlet (chart 8502) is mountainous, with steep slopes from the water in the vicinity of Point Adam and Point Bede. The mountains trend northeastward between Kachemak Bay and the sea, an then extend across to the head of Turnagain Arm. The greatest elevations occur about halfway up Kenai Peninsula, where there are numerous glaciers.

Koyuktolik Bay (chart 8531) is about 3 miles westward of Port Chatham. Its north shore consists of bare rocky cliffs, while the south shores are lower, the south entrance point consisting of a low yellow bluff.

Temporary anchorage for a moderate-sized vessel in 8 to 10 fathoms (14.6 to 18.3 m), hard bottom, may be found 1⁄2 mile from the head of the bay. It is probable, however, that in any heavy weather a considerable swell reaches this anchorage. It is restricted by a sand and gravel shoal extending from the south shore and by rocks awash lying off the north shore.

Point Adam, 61⁄2 miles 336° true from Cape Elizabeth, is low at the end, and rises in a steep grassy slope to mountains.