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direction. No systematic observations have been made, but the following sample reports indicate what may be expected:

Capt. J. A. O'Brien, of the steamer Northwestern, reports that from February to May 1911, during six round trips between Cape Flattery and Cape St. Elias his log showed an average of 977 miles northbound and 1,104 miles southbound, an average current of 63.5 miles for the run of about 1,040 miles. On each of the six voyages he found a strong set toward the coast between Cape Cook, Vancouver Island, and Cape St. James, Queen Charlotte Islands, and between the northwest end of Queen Charlotte Islands and Sitka. Between Cape Flattery and Cape Cook an average of over 40 voyages indicated a northwesterly current with a velocity of 1.5 knots in winter and about nil in

summer.

On May 1, 1910, on a run from Ocean Cape to Cape St. Elias with light easterly winds, a vessel with a speed of 8.1 miles by log was set in 13.5 hours about 28.5 miles in a 291° true direction by the coast current, the average velocity of which was 2.1 knots. Land was made on the eastern side of Kayak Island 7 miles northward of the projected course. This report shows the necessity for using caution in approaching Cape St. Elias from southeastward, as the prevailing northwesterly current will cause the vessel to be ahead of her reckoning.

Capt. W. B. Knight, of the Pacific American Fisheries, who has made many trips from Cape Ommaney to the Shumagin Islands, says: "In crossing the Gulf of Alaska from Cape Ommaney to the meridian of Chirikof Island, vessels usually set northward, and after passing Kodiak Island should keep off soundings to avoid Chirikof Island."

Capt. C. Cagle, of the American steamer Alaska Standard, as a result of many voyages across the Gulf of Alaska, reports his conclusions as to the currents in that locality. The voyages were made during the spring and summer months, and the observations of the currents during weather suitable for accurate determinations:

"It was found that the strong north and west sets from Cape Spencer to Cape St. Elias exist only inside the 100-fathom curve and a few miles outside of it. This current continues to Cape Cleare (Montague Island), and with less velocity beyond Cape Cleare, from which point on to the Barren Islands it is largely affected by the tides. This current from Cape Spencer to Cape St. Elias is accelerated by southeast winds and retarded by northwest to westerly winds, and from Cape St. Elias onward it is accelerated by northeast winds and more affected by the tides.

"The passages made outside of Middleton Island have all shown that there is a current setting to the south and east, with the exception of one passage against stiff southeast to east-southeast winds, when adverse currents were encountered. This northwest set was attributed to the force of the southeast winds.

"In crossing the banks off Kodiak Island neither a southwest set, nor any set worthy of mention, have been experienced, and it is thought that this is the condition except during or after strong northeast winds. Along the fifty-seventh parallel, between the meridians of 148° and 141° W., a southerly set of about 0.3 knot has always been experienced, but when making the shore of Baranof Island the current has been generally found to be setting northwest along the coast inside the 100-fathom (30 m) curve."

Surveying parties report a constant set southwestward along the coast of Hinchinbrook Island.

A constant set southwestward is reported along the east coast of Montague Island and south coast of Kenai Peninsula. A whaleboat lost off Wooded Island was washed ashore on Cape Douglas and a spar lost off Point Gore was found on the northwest side of Sitkinak Island. The velocity is not known, but has been reported to be 1 knot or more at times.

For remarks on currents along the Alaska Peninsula, in the Aleutian Islands and in the Bering Sea, see pages 237, 303, and 382. Wind currents.-This subject is very complex. In general it may be said that along the Pacific coast of the United States at a distance of from 5 to 10 miles offshore, the wind brings about a

current having a velocity about 2 percent that of the wind. The direction of this wind-driven current, however, is not with the wind. With winds from the northeast, southeast, and northwest quadrants, the current sets about 20° to the right of the wind, while with winds from the southwest quadrant the current sets about 20° to the left of the wind. It is evident, however, that these are but average values, for strong currents are sometimes experienced when the local winds are light.

Current Tables, Pacific Coast, published annually in advance by the Coast and Geodetic Survey, contain information for numerous harbors and waterways of Alaska; price, 10 cents.

HARBORS AND PORTS.-From Yakutat Bay to Cape St. Elias the coast, with the exception of Icy Bay, is open and unbroken, affording no shelter. From this point westward to the end of the Aleutian Islands, there are numerous good harbors where vessels may find shelter from any weather. In Bering Sea, northward and eastward of Unimak Pass, the harbors are few and are characterized by shoals in the approaches, so that in the absence of detailed surveys local knowledge is necessary to enter.

Most of the harbors are subject to violent williwaws; and these severe gusts, which may come from any direction, should be borne in mind when selecting an anchorage.

The principal ports are Cordova and Valdez in Prince William Sound, Seward in Resurrection Bay, Kodiak on Kodiak Island, Unga and Unalaska to the westward, and Nome and St. Michael in the Bering Sea.

Repairs. At most of the towns there are facilities for minor emergency repairs to machinery or small boats. All the salmon canneries maintain fairly well-equipped machine shops and usually minor repairs can be arranged for at any of the canneries.

There are no dry docks or large marine railways, but the great range of tide makes it an easy matter to choose a place at low water for beaching a moderate sized vessel at high water where she will be high and dry at low tide.

At several canneries, notably Shepard Point (Prince William Sound), Alitak Bay (Kodiak Island), and King Cove there are slipways capable of hauling out vessels up to probably 75 tons. The use of these slipways can sometimes be arranged for during the summer season. There is a marine railway, capacity 200 tons, at Naknek, Bristol Bay.

Communication in Alaska is conducted mainly by radiotelegraph and radiotelephone. The Signal Corps of the United States Army (see p. 21) operates the Alaska Communication System, which consists of a network of radio stations in Alaska with the net control station located in Seattle, Washington. This system constitutes the backbone of radio communications in Alaska. Practically all of the canneries and mining activities operate radio stations and, in addition, there are several stations operated by the Territory of Alaska and other Government agencies, all of which have connections with the Alaska Communication System. Many of the shore stations of these various interests as well as certain stations of the Alaska Communication System listen on 500 kc (600 m), have ship to shore service, and are open to public correspondence. Most shore stations (ex

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cept the Alaska Communication System) have no fixed hours of service and some are closed between the normal periods of Alaskan fishing operations. For a list of Alaskan radio stations, hours, and nature of service concerned, consult the "List of Coast Stations and Ship Stations" published by the International Telecommunication Union (see p. 26). A list of commercial radio stations located in Alaska may be obtained from the Federal Communications Commission, Washington, D. C.

Pilotage is not compulsory for Alaska except as provided in the United States laws governing the Bureau of Marine Inspection and Navigation. Vessels making canneries, mines, and other settlements in unsurveyed areas can usually obtain the services of someone with local knowledge, although not a licensed pilot.

Practically all canneries in Alaska now have radio telegraphic or radio telephonic stations, and vessels desiring a pilot should arrange by radio to have one of the cannery men come out and pilot the ship in.

United States marshals are stationed at Juneau, Valdez, and Nome. Deputy marshals are stationed at Yakutat, Cordova, Latouche, Seward, Anchorage, Seldovia, Kenai, Kodiak, Unga, Naknek, Dillingham, Unalaska, St. Michael, Kotzebue, and Point Hope.

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Supplies. Vessels usually obtain their supply of provisions and ship-chandler's stores at California, Washington, and British Columbia ports. The principal towns and settlements in western Alaska can furnish provisions and a limited supply of ship-chandler's stores. Nearly all the canneries and mining settlements carry a limited supply of provisions for sale. (For supplies see also the different headings.)

Regular stocks of all kinds of fuel oil and lubricating oil are maintained at Seward and Dutch Harbor. Fuel oil, gasoline, and lubricating oils can also be obtained at Cordova.

There are regular oil stations at Sawmill Bay (Prince William Sound) and Kodiak where stocks of Diesel oil, gasoline, and lubricating oils are maintained for sale.

Most of the canneries now burn fuel oil; but, as a rule, they have a very small tank capacity and have no oil to spare.

Coal can be obtained at Cordova, Valdez, Seward, Kodiak, and Unalaska. In general, only small stocks are immediately available. Coal-burning vessels desiring coal in any quantity should make prior arrangements.

Transportation.-There is a steamship line operating from Seattle to Cordova and Seward via southeast Alaska. At Cordova and Seward the line connects with steamship lines serving points on lower Cook Inlet, Kodiak Island, and Alaska Peninsula (summer). There is railroad connection between Seward, Anchorage, and Fairbanks. There is a direct steamship line from Seattle to points on the Bering Sea including Dutch Harbor (Unalaska), Golovin (Cheenik), and Nome. Some of the canneries operate steamers to Alaska.

UNITED STATES PUBLIC HEALTH SERVICE.-American merchant seamen are entitled to medical relief obtainable through the United States Public Health Service at its established relief stations.

An American merchant seaman is one "engaged on board in the care, preservation, or navigation of any registered, enrolled, or licensed vessel of the United States, or in the service, on board, of those engaged in such care, preservation, or navigation."

Relief stations of the Public Health Service are located at the addresses given, in the following ports:

Seattle, Wash., Marine Hospital, Judkins Street and Fourteenth Avenue South. Out-patient office, Federal Building.

Ketchikan, Alaska, THIRD-CLASS RELIEF STATION, Koel Building.

Wrangell, Alaska, THIRD-CLASS RELIEF STATION.

Petersburg, Alaska, THIRD-CLASS RELIEF STATION.

Juneau, Alaska, THIRD-CLASS RELIEF STATION, First National Bank Building. Sitka, Alaska, THIRD-CLASS RELIEF STATION.

Cordova, Alaska, THIRD-CLASS RELIEF STATION.

Seward, Alaska, THIRD-CLASS RELIEF STATION.

(Kodiak), Alaska, THIRD-CLASS RELIEF STATION (inactive, 1937).

Unalaska, Alaska, THIRD-CLASS RELIEF STATION, c/o United States Indian Service. Nome, Alaska, FOURTH-CLASS RELIEF STATION, c/o U. S. Coast Guard Officer.

Hospitals are located in the following Alaskan towns; those marked with an asterisk (*) had United States Public Health contract space during 1937:

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Free medical advice is furnished to seamen by radio, see page 17.

UNITED STATES LIGHTHOUSE SERVICE. The lights, radiobeacons (page 21) and buoys maintained in Alaska are under the jurisdiction of the Sixteenth Lighthouse District and reports regarding them should be sent to the Superintendent of Lighthouses, Ketchikan, Alaska. Reports of an urgent character should be sent by radio, see page 14.

Aids to navigation. With the exception of four principal light stations, the navigational lights in the remote region covered by this volume are unwatched. Unwatched lights may become irregular or extinguished, although such apparatus has a high degree of reliability. Being in a remote and exposed locality, the unwatched lights are inspected less frequently and are therefore less dependable than are those in frequented waters.

The significance of the shapes, coloring, numbering, and light characteristics of buoys and beacons are given in the introductory pages of the Light List.

Light List, Pacific Coast.-Aids to navigation, including_fog signals, buoys, and beacons are listed and described in the Light List, Pacific Coast, sold by the Superintendent of Documents, Washington, D. C., or by numerous agencies; price usually less than 50 cents.

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The Light List also lists the radiobeacons operated by the United States Lighthouse Service and the radio direction finder stations operated by the United States Navy.

Mariners are referred to the Light List for detailed information regarding the characteristics, power, visibility, etc., of lights, as well as a description of light structures and day marks, buoys, fog signals, etc. Such information is not given in this Coast Pilot volume except for a few of the more important aids.

The above light list also contains (in the introduction) considerable information of general value to mariners. This includes a description of the character and power of lights, of light sectors, and distances at which lights can be seen; information regarding the use of radiobeacon signals, distance-finding stations, radio directionfinding stations and notes regarding sound-in-air fog signals, whistle and bell buoys.

The Notice to Mariners is a weekly publication giving all changes in aids to navigation as well as recent chart correction data. This publication will be mailed free to mariners who apply to the Superintendents of Lighthouses, or single copies may be obtained or consulted at the offices of the Superintendents of Lighthouses, or the Coast and Geodetic Survey Field Stations, or other agencies distributing marine information.

Defects in Aids to Navigation.-Aids to navigation are protected by law, and mariners in their own interest should use every precaution to avoid collisions with them. Any such collisions as may occur as well as defects in the aids to navigation in Alaskan waters should be reported to the Superintendent of Lighthouses, Ketchikan, Alaska, by radio or other prompt means, see page 14.

Suggestions as to Aids to Navigation.-Mariners are also invited to send suggestions as to improvements or changes in aids to navigation directly to the Superintendent of Lighthouses, Ketchikan, Alaska, or to confer with him, or to address the Commissioner of Lighthouses, Washington, D. C.

Lighthouse tenders, when working on buoys in channels or other frequented waters, may display a red flag (international signal code flag B) and a black ball at the fore as a warning to other vessels to slow down in passing. Passing vessels will facilitate the work of the Lighthouse Service by a proper observance of the signals.

CUSTOMS.-Juneau is the headquarters port for the United States Customs Collection District of Alaska. The ports of entry are Juneau, Cordova, Craig, Eagle, Hyder, Ketchikan, Nome, Petersburg, Seward, Sitka, Skagway, Unalaska, and Wrangell. Marine documents may be issued at the ports named excepting Cordova, Craig, and Unalaska. There are no warehouses under Government jurisdiction for bonded merchandise.

The COAST AND GEODETIC SURVEY is charged with (1) the survey of the coasts of the United States and its possessions, to insure the safe navigation of coastal and intracoastal waters; (2) the determination of geographical positions and elevations in the interior of the

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