This edition has been corrected through: 17th Coast Guard District Local Notice to

Mariners No. 25/09.

Changes 1 through 13 to the previous edition (26th Edition, 2008) have been entered

into this edition.

Changes to this edition will be published in the Seventeenth Coast Guard District

Local Notice to Mariners, and the National Geospatial-Intelligence Agency (NGA)

Notice to Mariners. The changes are also available on the internet at

http://nauticalcharts.noaa.gov/nsd/cpdownload.htm.

Washington, DC

For sale by the National Ocean Service and its sales agents

U.S. Department of Commerce

Gary F. Locke, Secretary

National Oceanic and Atmospheric Administration (NOAA)

Jane Lubchenco, Ph.D., Under Secretary of Commerce for

Oceans and Atmosphere, and Administrator, NOAA

National Ocean Service

John H. Dunnigan, Assistant Administrator for Ocean Services

and Coastal Zone Management

Pacific and Arctic

Coasts Alaska:

Cape Spencer to

Beaufort Sea
II ■ Volume 9
Preface

he United States Coast Pilot is published by the National Ocean Service (NOS), National

Oceanic and Atmospheric Administration (NOAA), pursuant to the Act of 6 August 1947

(33 U.S.C. 883a and b), and the Act of 22 October 1968 (44 U.S.C. 1310).

The Coast Pilot supplements the navigational information shown on the nautical charts.

The sources for updating the Coast Pilot include but are not limited to field inspections

conducted by NOAA, information published in Notices to Mariners, reports from NOAA

Hydrographic vessels and field parties, information from other Government agencies,

State and local governments, maritime and pilotage associations, port authorities, and

mariners.

This volume of Coast Pilot 9, Pacific and Arctic Coasts Alaska: Cape Spencer to Beaufort

Sea, cancels the (26th) Edition.

Notice.–Amendments are issued to this publication through U.S. Coast Guard Local

Notices to Mariners. A subscription to the Local Notice to Mariners is available upon

application to the appropriate Coast Guard District Commander (Aids to Navigation

Branch). Consult the appendix for addresses. All amendments are also issued in National Geospatial-Intelligence Agency Notices to Mariners. Mariners may also download and print amendments from the Internet at http://nauticalcharts.noaa.gov/nsd/

cpdownload.htm.

Mariners, and others, are urged to report errors, omissions, or differing conditions to

those found in the Coast Pilot, or shown on the charts, in order that they may be fully investigated and corrections made. A Coast Pilot Report form is included in the back of this

book and a Marine Information Report form is published in the National Geospatial-Intelligence Agency Notice to Mariners for your convenience. These reports, and/or suggestions for increasing the usefulness of the Coast Pilot, should be sent to:

Chief, Coast Pilot Branch (N/CS51)

Office of Coast Survey

National Ocean Service, NOAA

1315 East-West Highway

Silver Spring, MD 20910-3282.

■ Preface ■ III

T
IV ■ Volume 9
■ V

Record of Changes

Change

Number*

From LNM 

Number Entered By Date Entered ChangeNumber*

From LNM 

Number Entered By Date Entered

* Corrections are also available on the internet at http://nauticalcharts.noaa.gov/nsd/cpdownload.htm
VI ■ Volume 9
Contents

Preface · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · III

Chapter 1 General Information · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 1

Chapter 2 Navigation Regulations · · · · · · · · · · · · · · · · · · · · · · · · · · · · 43

Chapter 3 Cape Spencer to Beaufort Sea · · · · · · · · · · · · · · · · · · · · · · · · 109

Chapter 4 Cape Spencer to Cook Inlet · · · · · · · · · · · · · · · · · · · · · · · · · 129

Chapter 5 Kodiak Island · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 239

Chapter 6 Alaska Peninsula· · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 291

Chapter 7 Aleutian Islands · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 341

Chapter 8 Bering Sea · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 431

Chapter 9 Arctic Ocean · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 479

Appendix A · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 499

Appendix B · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 507

Appendix C · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 539

INDEX · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · 541

■ Contents ■ VII

Coast Pilot Report · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · (Follows Index)

General Information

UNITED STATES COAST PILOT

(1) The United States Coast Pilot, published by the National Oceanic and Atmospheric Administration

(NOAA), in conjunction with the Federal Aviation Administration (FAA), is a series of nine nautical books

(volumes) that cover a wide variety of information important to navigators of U.S. coastal and intracoastal

waters, and the waters of the Great Lakes. Most of Coast

Pilot information cannot be shown graphically on the

standard nautical charts, and is not readily available

elsewhere. The topics in the Coast Pilot include, but are

not limited to, channel descriptions, anchorages,

bridge and cable clearances, currents, tide and water

levels, prominent features, pilotage, towage, weather,

ice conditions, wharf descriptions, dangers, routes,

traffic separation schemes, small-craft facilities, and

Federal regulations applicable to navigation.

(2) Amendments (NMRs) to this publication are available on the NOAA website http://nauticalcharts.noaa.

gov/nsd/cpdownload.htm, U.S. Coast Guard (USCG)

Local Notices to Mariners website http://www.navcen.

uscg.gov/lnm/default.htm, and National GeospatialIntelligence Agency (NGA) Notices to Mariners website http://www.pollux.nss.nga.mil/untm/. Also, hard

copies are published in the USCG and NGA weekly Notices to Mariners.

Bearings

(3) These are true, and expressed in degrees from 000°

(north) to 359°, measured clockwise. General bearings

are expressed by initial letters of the points of the compass (e.g., N, NNE, NE, etc.). Whenever precise bearings are intended, degrees are used. Light-sector

bearings are toward the light.

Bridges and cables

(4) Vertical clearances of bridges and overhead cables

are in feet above mean high water unless otherwise

stated; clearances of drawbridges are for the closed position, although the open clearances are also given for

vertical-lift bridges. Whenever a bridge span over a

channel does not open fully to an unlimited clearance

position, a minimum clearance for the sections over

the channel should be given; the same guidelines apply

to swing and pontoon bridges with openings less than

50 feet horizontally. Clearances given in the Coast Pilot

are those approved for nautical charting, and are supplied by the U.S. Coast Guard (bridges) and U.S. Army

Corps of Engineers (cables); they may be as-built (verified by actual inspection after completion of structures) or authorized (design values specified in the

permit issued prior to construction). No differentiation

is made in the Coast Pilot between as-built and authorized clearances. (See charts for horizontal clearances

of bridges, as these are given in the Coast Pilot only

when they are less than 50 feet (15 meters). Although,

there are exceptions in two Coast Pilot books; they are

Coast Pilot 6 and 7, in areas where tables are used all

horizontal clearances are listed.) Submarine cables are

rarely mentioned.

Cable ferries

(5) Cable ferries are guided by cables fastened to shore

and sometimes propelled by a cable rig attached to the

shore. Generally, the cables are suspended during

crossings and dropped to the bottom when the ferries

dock. Where specific operating procedures are known

they are mentioned in the text. Since operating procedures vary, mariners are advised to exercise extreme

caution and seek local knowledge. DO NOT ATTEMPT

TO PASS A MOVING CABLE FERRY.

Courses

(6) These are true and are given in degrees clockwise

from 000° (north) to 359°. The courses given are the

courses to be made good.

Currents

(7) Stated current velocities are the averages at

strength. Velocities are in knots, which are nautical

miles per hour. Directions are the true directions to

which the currents set (see Chapter 3, this book).

Depths

(8) Depth is the vertical distance from the chart datum

to the bottom and is expressed in the same units (feet,

meters or fathoms) as soundings on the applicable

chart. (See Chart Datum this chapter for further detail.) The controlling depth of a channel is the least

depth within the limits of the channel; it restricts the

safe use of the channel to drafts of less than that depth.

General Information ■ Chapter 1 ■ 1
The centerline controlling depth of a channel (rarely

used when transiting waterways) applies only to the

channel centerline or close proximity; lesser depths

may exist in the remainder of the channel. The

midchannel controlling depth of a channel is the controlling depth of only the middle half of the channel.

Federal project depth is the design dredging depth of a

channel constructed by the U.S. Army Corps of Engineers; the project depth may or may not be the goal of

maintenance dredging after completion of the channel,

and, for this reason, project depth must not be confused with controlling depth. Depths alongside

wharves usually have been reported by owners and/or

operators of the waterfront facilities, and have not been

verified by Government surveys; since these depths

may be subject to change, local authorities should be

consulted for the latest controlling depths.

(9) In general, the Coast Pilot gives the project depths

for deep-draft ship channels maintained by the U.S.

Army Corps of Engineers. The latest controlling depths

are usually shown on the charts and published in the

Notices to Mariners. For other channels, the latest controlling depths are available at the time of publication.

In all cases, however, mariners are advised to consult

with pilots, port and local authorities, and Federal and

State authorities for the latest channel controlling

depths.

Under-keel clearances

(10) It is becoming increasingly evident that economic

pressures are causing mariners to navigate through

waters of barely adequate depth, with under-keel clearances being finely assessed from the charted depths,

predicted tide levels, and depths recorded by echo

sounders.

(11) It cannot be too strongly emphasized that even

charts based on modern surveys may not show all

sea-bed obstructions or the shoalest depths, and actual

tide levels may be appreciably lower than those predicted.

(12) In many ships an appreciable correction must be

applied to shoal soundings recorded by echo sounders

due to the horizontal distance between the transducers. This separation correction, which is the amount by

which recorded depths therefore exceed true depths,

increases with decreasing depths to a maximum equal

to half the distance apart of the transducers; at this

maximum the transducers are aground. Ships whose

transducers are more than 6 feet (1.8 meters) apart

should construct a table of true and recorded depths

using the Traverse Tables. (Refer to the topic on echo

soundings elsewhere in chapter 1.)

(13) Other appreciable corrections, which must be applied to many ships, are for settlement and squat. These

corrections depend on the depth of water below the

keel, the hull form and speed of the ship.

(14) Settlement causes the water level around the ship

to be lower than would otherwise be the case. It will always cause echo soundings to be less than they would

otherwise be. Settlement is appreciable when the depth

is less than seven times the draft of the ship, and increases as the depth decreases and the speed increases.

(15) Squat denotes a change in trim of a ship underway,

relative to her trim when stopped. It usually causes the

stern of a vessel to sit deeper in the water. However, it is

reported that in the case of mammoth ships squat

causes the bow to sit deeper. Depending on the location

of the echo sounding transducers, this may cause the

recorded depth to be greater or less than it ought to be.

Caution and common sense are continuing requirements for safe navigation.

Distances

(16) These are in nautical miles unless otherwise stated.

A nautical mile is one minute of latitude, or approximately 2,000 yards, and is about 1.15 statute miles.

Heights

(17) These are in feet (meters) above the tidal datum

used for that purpose on the charts, usually mean high

water. However, the heights of the decks of piers and

wharves are given in feet (meters) above the chart datum for depths.

Light and fog signal characteristics

(18) These are not described in the Coast Pilot. Also,

light sectors and visible ranges are generally not fully

described. This information can be found in U.S. Coast

Guard Light Lists.

Obstructions

(19) Wrecks and other obstructions are mentioned only

if they are relatively permanent and in or near normal

traffic routes.

Radio aids to navigation

(20) These are seldom described. (See United States

Coast Guard Light Lists, and National Geospatial-Intelligence Agency Radio Navigational Aids.)

Ranges

(21) These are not fully described. “A 339° Range”

means that the rear structure bears 339° from the

front structure. (See United States Coast Guard Light

Lists.)

2 ■ Chapter 1 ■ Volume 9
Reported information

(22) Information received by NOAA from various

sources concerning depths, dangers, currents, facilities, and other topics, which has not been verified by

Government surveys or inspections, is often included

in the Coast Pilot; such unverified information is qualified as “reported,” and should be regarded with caution.

Time

(23) Unless otherwise stated, all times are given in local

standard time in the 24-hour system. (Noon is 1200,

2:00 p.m. is 1400, and midnight is 0000.)

Winds

(24) Directions are the true directions from which the

winds blow, however, sometimes (rarely) compass

points are used. Unless otherwise indicated, speeds are

given in knots, which are nautical miles per hour.

NAUTICAL CHARTS

Chart symbols and abbreviations

(25) NOAA’s Nautical Charts are a graphic portrayal of

the marine environment showing the nature and form

of the coast, the general configuration of the sea bottom, including water depths, locations of dangers to

navigation, locations and characteristics of man-made

aids to navigation, and other features useful to the mariner.

(26) The standard symbols and abbreviations approved

for use on all regular nautical charts are in Chart No. 1,

United States of America Nautical Chart Symbols and

Abbreviations. This product, maintained by the National Geospatial-Intelligence Agency and NOAA, is

available on the internet website address, http://nauticalcharts.noaa.gov/mcd/chartno1.htm.

(27) On certain foreign charts reproduced by the United

States, and on foreign charts generally, the symbols

and abbreviations used may differ from U.S. approved

standards. It is therefore recommended that navigators

who acquire and use foreign charts and reproductions

procure the symbol sheet or Chart No. 1 produced by

the same foreign agency.

(28) Mariners are warned that the buoyage systems,

shapes, and colors used by other countries often have a

different significance than the U.S. system.

Chart Projections

(29) The Mercator projection used on most nautical

charts has straight-line meridians and parallels that intersect at right angles. On any particular chart the distances between meridians are equal throughout, but

distances between parallels increase progressively

from the Equator toward the poles, so that a straight

line between any two points is a rhumb line. This

unique property of the Mercator projection is one of

the main reasons why it is preferred by the mariner.

Chart Datum

(30) Chart Datum is the particular tidal datum to which

soundings and depth curves on a nautical chart or

bathymetric map are referred. The tidal datum of Mean

Lower Low Water is used as Chart Datum along the

east, west and Gulf coasts, including the coasts of

Alaska, Hawaii, the West Indies and other United States

and United Nations islands of the Pacific.

(31) Mean Lower Low Water is defined as the arithmetic

mean of the lower low water height of each tidal day

(24.84 hours) observed over the National Tidal Datum

Epoch. The National Tidal Datum Epoch is the specific

19-year period adopted by NOAA, as the official time

segment over which tide observations are taken and reduced to obtain mean values for tidal datums. The present Epoch is 1983 through 2001. See http://www.co-ops

.nos.noaa.gov/datum_options.html.

Horizontal Datum

(32) Nautical charts are constructed based on one of a

number of horizontal datums which are adopted to best

represent individual regions around the world. Note

that the terms horizontal datum, horizontal geodetic

datum, and horizontal control datum are synonymous.

(33) The exact placement of lines of latitude and longitude on a nautical chart is dependent on the referenced

horizontal datum. Charts of the United States are currently referenced primarily to the North American Datum of 1983 (NAD 83), and the World Geodetic System

1984 (WGS 84). WGS 84 is equivalent to the NAD 83 for

charting purposes.

(34) NAD 83 and WGS 84 have replaced the North

American Datum of 1927 and other regional datums as

the primary horizontal datum to which NOAA charts

are referenced. Since many geographic positions are

still referenced to the older datums, NOAA has included

notes on charts which show the amount to shift those

positions in latitude and longitude to fit the chart’s

NAD 83 or WGS 84 projection.

(35) It should be noted that there are still a few nautical

charts that have not been converted to the new datums.

The mariner should check each chart’s title block to determine the horizontal datum.

(36) It should be further noted that the physical shift

between positions on older datums and NAD 83/WGS

84 was significant. The mariner should always be certain the positions they are plotting on a nautical chart

are on the same datum as the chart.

General Information ■ Chapter 1 ■ 3
Accuracy of a nautical chart

(37) The value of a nautical chart depends upon the accuracy of the surveys on which it is based. The chart reflects what was found by field surveys and what has

been reported to NOAA Headquarters. The chart represents general conditions at the time of surveys or reports and does not necessarily portray present

conditions. Significant changes may have taken place

since the date of the last survey or report.

(38) Each sounding represents an actual measure of

depth and location at the time the survey was made,

and each bottom characteristic represents a sampling

of the surface layer of the sea bottom at the time of the

sampling. Areas where sand and mud prevail, especially

the entrances and approaches to bays and rivers exposed to strong tidal current and heavy seas, are subject to continual change.

(39) In coral regions and where rocks and boulders

abound, it is always possible that surveys may have

failed to find every obstruction. Thus, when navigating

such waters, customary routes and channels should be

followed, and areas avoided where irregular and sudden

changes in depth indicate conditions associated with

pinnacle rocks, coral heads, or boulders.

(40) Information charted as “reported” should be

treated with caution when navigating the area, because

the actual conditions have not been verified by government surveys.

Source diagrams

(41) The Office of Coast Survey has committed to adding a source diagram to all charts 1:500,000 scale and

larger. This diagram is intended to provide the mariner

with additional information about the density and adequacy of the sounding data depicted on the chart. The

adequacy with which sounding data depicts the configuration of the bottom depends on the following factors:

(42) •Survey technology employed (sounding and navigation equipment).

(43) •Survey specifications in effect (prescribed survey

line spacing and sounding interval).

(44) •Type of bottom (e.g., rocky with existence of submerged pinnacles, flat sandy, coastal deposits subject

to frequent episodes of deposition and erosion).

(45) Depth information on nautical charts is based on

soundings from the latest available hydrographic survey, which in many cases may be quite old. The age of

hydrographic surveys supporting nautical charts varies. Nearly half of all inshore hydrography was acquired

by leadline (pre-1940) sounding technology.

(46) Prior to 1940, the majority of survey data acquired

consisted of leadline soundings which were positioned

using horizontal sextant angles. This positioning method

is considered to be accurate for near shore surveys. A

deficiency with pre-1940 data exists in the leadline

sounding method because it represents discrete single-point sampling. Depths of areas between or outside

of leadline sounding points can only be inferred or estimated leaving the possibility of undetected features, especially in areas of irregular relief.

(47) From 1940 to the present, the majority of survey

data consisted of soundings resulting in partial bottom

coverage. This type of sounding data is typically acquired using continuous-recording single-beam echo

sounders as stand-alone survey systems. This survey

method originally yielded a graphic record of the entire

sounding line from which soundings were recorded at

regular intervals. Using this graphic record, features

which fell between the recorded soundings could be inserted into the data set. Since approximately 2001, single beam echo sounder data has been recorded digitally

to automatically include all soundings in the data set.

Although the sampling is continuous along the track of

the sounding vessel, features such as discreet objects or

small area shoals between sounding lines may not have

been detected. Positioning of the sounding vessel in

this period has progressed from horizontal sextant angles, through land-based electronic positioning systems, to differentially corrected Global Positioning

System (DGPS) satellite fixes.

(48) From 1990 to the present, most surveys were conducted using either multibeam sonar systems or a

combination of side scan sonar and single beam echo

sounder systems to achieve full bottom coverage. The

term full bottom coverage refers to survey areas in

which the field party has acquired continuously recorded, high-resolution sonar data in overlapping

swaths. This sonar data, either multibeam bathymetry

or side scan imagery, have been analyzed in an attempt

to locate all hazards to navigation within the survey's

limits; all position data has been determined using

DGPS. NOAA began utilizing airborne light detection

and ranging systems (LIDAR) for near shore

bathymetric surveying in the late 1990s. This type of

survey method provided sounding data at a lower resolution than sonar systems, thus making small obstructions and hazards difficult to identify. Although LIDAR

systems provide continuously recorded swath data, the

resulting sounding resolution is not dense enough for

the survey to be considered full bottom coverage. However, LIDAR surveys in which significant anomalies

have been further investigated using multibeam sonar

are considered adequate for the full bottom coverage

designation. Stand alone LIDAR surveys are depicted

on the Source Diagram as partial bottom coverage areas.

(49) Although full bottom coverage surveys are not feasible in all areas, this method is typically preferred over

4 ■ Chapter 1 ■ Volume 9
General Information ■ Chapter 1 ■ 5

• The transit ends in an area charted from 

miscellaneous surveys. These surveys may be too 

numerous to depict or may vary in age, reliability, 

origin or technology used. No inferences about the 

fi tness of the data can be made in this area from 

the diagram.

 Referring again to the accompanying sample 

Source Diagram, and the previous discussion of 

survey methods over time, a mariner could choose 

to transit from Point X to Point Y, along the track

shown with a dashed line.

• The transit starts again in an area surveyed by 

NOAA within the 1900-1939 time period. The 

sounding data would have been collected by leadline. Depths between sounding points can only be 

inferred, and undetected features might still exist 

between the sounding points in areas of irregular 

relief. Caution should be exercised.

• The transit then crosses an area surveyed by 

NOAA within the 1990 - present time period, with 

partial bottom coverage. The data is collected in 

metric units and acquired by continuous recording single beam echo sounder. It is possible that 

features could have been missed between the 

sounding lines, although echo sounders record all 

depths along a sounding line with varying beam 

widths.

• The transit then crosses into an area surveyed by 

NOAA within the 1990 - present time period, having full bottom coverage. This area of the charted

diagram is shaded with a blue screen to draw 

attention to the fact that full bottom coverage has 

been achieved. The data would have been collected

in metric units and acquired by side scan sonar or 

multibeam sonar technology. Undetected features 

in this area, at the time of the survey, would be 

unlikely.

• The transit ends in an area charted from 

miscellaneous surveys. These surveys may be too 

numerous to depict or may vary in age, reliability, 

origin or technology used. No inferences about the 

fi tness of the data can be made in this area from 

the diagram.

 By choosing to transit along the track shown by 

the dashed line, the mariner would elect to take 

advantage of more recent survey information collected with more modern technology.

Source Diagrams

 Referring to the accompanying sample Source 

Diagram below and the previous discussion of 

survey methods over time, transiting from Point 

X to Point Y, along the track indicated by the 

dotted line, would have the following information 

available about the relative quality of the depth 

information shown on the chart.

• Point X lies in an area surveyed by NOAA within 

the 1900-1939 time period. The sounding data 

would have been collected by leadline. Depths 

between sounding points can only be inferred, 

and undetected features might exist between the 

sounding points in areas of irregular relief. Caution should be exercised.

• The transit then crosses an area surveyed by 

NOAA within the 1940-1969 time period. The 

sounding data would have been collected by 

continuous recording single beam echo sounder. 

It is possible that features could have been missed

between sounding lines, although echo sounders 

record all depths along a sounding line with varying beam widths.
leadline, single beam echo sounder, and LIDAR technologies. Full bottom coverage surveys typically extend

inshore to depths of 4-8 meters (13-26 feet). Due to

scaling factors, a full bottom coverage survey area may

appear to extend further inshore once depicted on the

Source Diagram. Sounding data in water depths of approximately 4-6 meters (13-191⁄2 feet) or less (8 meters

(26 feet) or less in Alaskan waters) has typically been

acquired using a partial bottom coverage method. Caution and prudent seamanship should be used when

transiting these near shore areas.

(50) The spacing of sounding lines required to survey an

area using a single beam echo sounder depends on several factors; such as water depths, bottom configuration, survey scale, general nature of the area, and the

purpose of the survey. For example, a 1:10,000-scale

survey conducted in an estuary will typically have

100-meter line spacing requirements, but may be reduced to 50 meters or less to adequately develop an irregular bottom, shoal, or some other feature that may

present a hazard to navigation. Also, hydrographic project instructions for surveys may have required line

spacing that deviates from these general specifications.

Corrections to charts

(51) It is essential for navigators to keep charts corrected through information published in the notices to

mariners.

(52) NOAA’s “Nautical Chart Update” website allows the

mariner to update their nautical charts from one database that includes information from NOAA, NGA Notice to Mariners, U.S. Coast Guard Local Notice to

Mariners, and the Canadian Coast Guard Notice to Mariners. The internet address for the Chart Update

website is http://nauticalcharts.noaa.gov/mcd/updates/

LNM_NM.html.

Print On Demand Nautical Charts

(53) Print On Demand (POD) Charts are updated weekly

by NOAA with the most current U.S. Coast Guard Local

Notice to Mariners, National Geospatial-Intelligence

Agency Notice to Mariners, and critical safety information known to NOAA. They are available to the mariner

five to eight weeks before the conventional chart is

printed. POD charts are printed upon request and

shipped overnight to the mariner under a partnership

between NOAA and OceanGrafix, LLC. For POD

6 ■ Chapter 1 ■ Volume 9

Bottom Coverage Comparison by Survey Method

Leadline (pre 1940) Single Beam (1940’s - 1980’s) Multibeam (1990’s - present)
information and a list of participating POD chart

agents, see Internet websites:

(54) http://nauticalcharts.noaa.gov/pod/POD.htm and

(55) http://www.oceangraphix.com.

(56) Print on Demand charts are certified by NOAA for

navigational use.

Caution in using small-scale charts

(57) Dangers to navigation cannot be shown with the

same amount of detail on small-scale charts as on those

of larger scale. Therefore, the largest scale chart of an

area should always be used.

(58) The scales of nautical charts range from 1:2,500 to

about 1:5,000,000. Graphic scales are generally shown

on charts with scales of 1:80,000 or larger, and numerical scales are given on smaller scale charts. NOS charts

are classified according to scale as follows:

(59) Sailing charts,scales 1:600,000 and smaller, are for

use in fixing the mariner’s position approaching the

coast from the open ocean, or for sailing between distant coastwise ports. On such charts the shoreline and

topography are generalized and only offshore soundings, principal lights, outer buoys, and landmarks visible at considerable distances are shown.

(60) General charts, scales 1:150,000 to 1:600,000, are

for coastwise navigation outside of outlying reefs and

shoals.

(61) Coast charts, scales 1:50,000 to 1:150,000, are for

inshore navigation leading to bays and harbors of considerable width and for navigating large inland waterways.

(62) Harbor charts, scales larger than 1:50,000, are for

harbors, anchorage areas, and the smaller waterways.

(63) Special charts, various scales, cover the Intracoastal

waterways and miscellaneous small-craft areas.

U.S. Nautical Chart Numbering System

(64) This chart numbering system, adopted by NOAA

and National Geospatial-Intelligence Agency, provides

for a uniform method of identifying charts published

by both agencies. Nautical charts published by the National Geospatial-Intelligence Agency and by the Canadian Hydrographic Service are identified in the Coast

Pilot by an asterisk preceding the chart number.

Blue tint in water areas

(65) A blue tint is shown in water areas on many charts

to accentuate shoals and other areas considered dangerous for navigation when using that particular chart.

Since the danger curve varies with the intended purpose of a chart a careful inspection should be made to

determine the contour depth of the blue tint areas.

Caution on bridge and cable clearances

(66) For bascule bridges whose spans do not open to a

full vertical position, unlimited overhead clearance is

not available for the entire charted horizontal clearance when the bridge is open, due to the inclination of

the drawspans over the channel.

(67) The charted clearances of overhead cables are for

the lowest wires at mean high water unless otherwise

stated. Vessels with masts, stacks, booms, or antennas

should allow sufficient clearance under power cables to

avoid arcing.

(68) Submarine cables and submerged pipelines cross

many waterways used by both large and small vessels,

but all of them may not be charted. For inshore areas,

they usually are buried beneath the seabed, but, for offshore areas, they may lie on the ocean floor. Warning

signs are often posted to warn mariners of their existence.

(69) The installation of submarine cables or pipelines in

U.S. waters or the Continental Shelf of the United

States is under the jurisdiction of one or more Federal

agencies, depending on the nature of the installation.

They are shown on the charts when the necessary information is reported to NOAA and they have been recommended for charting by the responsible agency. The

chart symbols for submarine cable and pipeline areas

are usually shown for inshore areas, whereas, chart

symbols for submarine cable and pipeline routes may

be shown for offshore areas. Submarine cables and

pipelines are not described in the Coast Pilots.

(70) In view of the serious consequences resulting from

damage to submarine cables and pipelines, vessel operators should take special care when anchoring, fishing,

or engaging in underwater operations near areas where

these cables or pipelines may exist or have been reported to exist. Mariners are also warned that the areas

where cables and pipelines were originally buried may

have changed and they may be exposed; extreme caution should be used when operating vessels in depths of

water comparable to the vessel’s draft.

(71) Certain cables carry high voltage, while many pipelines carry natural gas under high pressure or petroleum products. Electrocution, fire, or explosion with

injury, loss of life, or a serious pollution incident could

occur if they are broached.

(72) Vessels fouling a submarine cable or pipeline

should attempt to clear without undue strain. Anchors

or gear that cannot be cleared should be slipped, but no

attempt should be made to cut a cable or a pipeline.

Artificial obstructions to navigation

(73) Disposal areas are designated by the U.S. Army

Corps of Engineers for depositing dredged material

where existing depths indicate that the intent is not to

General Information ■ Chapter 1 ■ 7
cause sufficient shoaling to create a danger to surface

navigation. The areas are charted without blue tint,

and soundings and depth curves are retained.

(74) Disposal Sites are areas established by Federal regulation (40 CFR 220 through 229) in which dumping

of dredged and fill material and other nonbuoyant objects is allowed with the issuance of a permit. Dumping

of dredged and fill material is supervised by the Corps

of Engineers and all other dumping by the Environmental Protection Agency (EPA). (See U.S. Army Corps

of Engineers and Environmental Protection Agency,

this chapter, and Appendix A for office addresses.)

(75) Dumping Grounds are also areas that were established by Federal regulation (33 CFR 205). However,

these regulations have been revoked and the use of the

areas discontinued. These areas will continue to be

shown on nautical charts until such time as they are no

longer considered to be a danger to navigation.

(76) Disposal Sites and Dumping Grounds are rarely

mentioned in the Coast Pilot, but are shown on nautical charts. Mariners are advised to exercise caution in

and in the vicinity of all dumping areas.

(77) Spoil areas are for the purpose of depositing

dredged material, usually near and parallel to dredged

channels; they are usually a hazard to navigation. Spoil

areas are usually charted from survey drawings from

U.S. Army Corps of Engineers after-dredging surveys,

though they may originate from private or other Government agency surveys. Spoil areas are tinted blue on

the charts and labeled, and all soundings and depth

curves are omitted. Navigators of even the smallest

craft should avoid crossing spoil areas.

(78) Fish havens are established by private interests,

usually sport fishermen, to simulate natural reefs and

wrecks that attract fish. The reefs are constructed by

intentional placement of assorted secondary-use materials and designated fishery habitat, ranging from old

trolley cars and barges to scrap building material in areas which may be of very small extent or may stretch a

considerable distance along a depth curve; old automobile bodies are a commonly used material. The Corps of

Engineers must issue a permit, specifying the location

and depth over the reef, before such a reef may be built.

However, the reefbuilders’ adherence to permit specifications can be checked only with a wire drag. Fish havens are outlined and labeled on the charts and show

the minimum authorized depth when known. Fish havens are tinted blue if they have a minimum authorized

depth of 11 fathoms or less or if the minimum authorized depth is unknown and they are in depths greater

than 11 fathoms but still considered a danger to navigation. Navigators should be cautious about passing

over fish havens or anchoring in their vicinity.

(79) Fishtrap areas are areas established by the U.S.

Army Corps of Engineers, or State or local authority, in

which traps may be built and maintained according to

established regulations. The fish stakes which may exist

in these areas are obstructions to navigation and may

be dangerous. The limits of fishtrap areas and a cautionary note are usually charted. Navigators should

avoid these areas.

Local magnetic disturbances

(80) If measured values of magnetic variation differ

from the expected (charted) values by several degrees, a

magnetic disturbance note will be printed on the chart.

The note will indicate the location and magnitude of

the disturbance, but the indicated magnitude should

not be considered as the largest possible value that may

be encountered. Large disturbances are more frequently detected in the shallow waters near land

masses than on the deep sea. Generally, the effect of a

local magnetic disturbance diminishes rapidly with

distance, but in some locations there are multiple

sources of disturbances and the effects may be distributed for many miles.

Compass roses on charts

(81) Each compass rose shows the date, magnetic variation, and the annual change in variation. Prior to the

new edition of a nautical chart, the compass roses are

reviewed. Corrections for annual change and other revisions may be made as a result of newer and more accurate information. On some general and sailing

charts, the magnetic variation is shown by isogonic

lines in addition to the compass roses.

Echo soundings

(82) Ship’s echo sounders may indicate small variations

from charted soundings; this may be due to the fact

that various corrections (instrument corrections, settlement and squat, draft, and velocity corrections) are

made to echo soundings in surveying which are not

normally made in ordinary navigation, or to observational errors in reading the echo sounder. Instrument

errors vary between different equipment and must be

determined by calibration aboard ship. Most types of

echo sounders are factory calibrated for a velocity of

sound in water of 800 fathoms per second, but the actual velocity may differ from the calibrated velocity by

as much as 5 percent, depending upon the temperature

and salinity of the waters in which the vessel is operating; the highest velocities are found in warm, highly saline water, and the lowest in icy freshwater. Velocity

corrections for these variations are determined and applied to echo soundings during hydrographic surveys.

All echo soundings must be corrected for the vessel’s

8 ■ Chapter 1 ■ Volume 9
draft, unless the draft observation has been set on the

echo sounder.

(83) Observational errors include misinterpreting false

echoes from schools of fish, seaweed, etc., but the most

serious error which commonly occurs is where the

depth is greater than the scale range of the instrument;

a 400–fathom scale indicates 15 fathoms when the

depth is 415 fathoms. Caution in navigation should be

exercised when wide variations from charted depths

are observed.

Electronic Navigational Chart (NOAA ENC)

(84) The NOAA Electronic Navigational Charts (ENCs)

are vector-based digital files that give information

about individual charted features. NOAA ENC

s are

composed of information layers that can be viewed separately such as aids to navigation, soundings and

shoreline. They are intended for use in electronic

charting systems (ECS) as well as Electronic Chart Display and Information Systems (ECDIS). NOAA ENC

s

are available free of charge on the NOAA internet

website, http://nauticalcharts.noaa.gov/mcd/enc/index

.htm, as well as additional NOAA ENC

information.

NOTICES TO MARINERS

(85) Notices to Mariners are published by Federal agencies to advise operators of vessels of marine information affecting the safety of navigation. The notices

include changes in aids to navigation, depths in channels, bridge and overhead cable clearances, reported

dangers, and other useful marine information. They

should be used routinely for updating the latest editions of nautical charts and related publications.

(86) Local Notice to Mariners is issued by each Coast

Guard District Commander for the waters under his jurisdiction. (See Appendix A for Coast Guard district(s)

covered by this volume.) These notices are usually published weekly and may be obtained without cost by

making application to the appropriate District Commander, or by contacting the Coast Guard internet

website address, http://www.navcen.uscg.gov/lnm.

(87) Notice to Mariners, published weekly by the National Geospatial-Intelligence Agency, is prepared

jointly with NOAA and the Coast Guard. These notices

contain selected items from the Local Notices to Mariners and other reported marine information required

by oceangoing vessels operating in both foreign and

domestic waters. Special items covering a variety of

subjects and generally not discussed in the Coast Pilot

or shown on nautical charts are published annually in

Notice to Mariners No. 1. These items are important to

the mariner and should be read for future reference.

These notices may be obtained by operators or oceangoing vessels, without cost by making application to

National Geospatial-Intelligence Agency (see National

Geospatial-Intelligence Agency Procurement Information in Appendix A).

(88) All active Notice to Mariners affecting Tide and/or

Tidal Current Predictions at the date of printing are

published in the Tide Table and the Tidal Current Tables annually.

(89) Notices and reports of improved channel depths

are also published by district offices of the U.S. Army

Corps of Engineers (see Appendix A for districts covered by this volume). Although information from these

notices/reports affecting NOAA charts and related publications is usually published in the Notices to Mariners, the local district engineer office should be

consulted where depth information is critical.

(90) Marine Broadcast Notices to Mariners are made by

the Coast Guard through Coast Guard, Navy, and some

commercial radio stations to report deficiencies and

important changes in aids to navigation. (See Radio

Navigation Warnings and Weather, this chapter.)

(91) Vessels operating within the limits of the Coast

Guard districts can obtain information affecting NOAA

charts and related publications from the Local Notices

to Mariners. Small craft using the Intracoastal Waterway and other waterways and small harbors within the

United States that are not normally used by oceangoing

vessels will require the Local Notices to Mariners to

keep charts and related publications up-to-date.

AIDS TO NAVIGATION

Reporting of defects in aids to navigation

(92) Promptly notify the nearest Coast Guard District

Commander if an aid to navigation is observed to be

missing, sunk, capsized, out of position, damaged, extinguished, or showing improper characteristics.

(93) Radio messages should be prefixed “Coast Guard”

and transmitted directly to any U.S. Government shore

radio station for relay to the Coast Guard District Commander. Merchant ships may send messages relating to

defects noted in aids to navigation through commercial

facilities only when they are unable to contact a U.S.

Government shore radio station. Charges for these

messages will be accepted “collect” by the Coast Guard.

(94) It is unlawful to establish or maintain any aid similar to those maintained by the U.S. Coast Guard without first obtaining permission from the Coast Guard

District Commander. In the Great Lakes, applications

should be submitted through the Cleveland District Office. The licensed officer in command of a vessel which

General Information ■ Chapter 1 ■ 9
collides with any aid must report the fact promptly to

the nearest U.S. Coast Guard Sector.

Lights

(95) The range of visibility of lights as given in the Light

Lists and as shown on the charts is the Nominal range,

which is the maximum distance at which a light may be

seen in clear weather (meteorological visibility of 10

nautical miles) expressed in nautical miles. The Light

Lists give the Nominal ranges for all Coast Guard

lighted aids except range and directional lights.

(96) Luminous range is the maximum distance at

which a light may be seen under the existing visibility

conditions. By use of the diagram in the Light Lists,

Luminous range may be determined from the known

Nominal range, and the existing visibility conditions.

Both the Nominal and Luminous ranges do not take

into account elevation, observer’s height of eye, or the

curvature of the earth.

(97) Geographic range is a function of only the curvature of the earth and is determined solely from the

heights above sea level of the light and the observer’s

eye; therefore, to determine the actual Geographic

range for a height of eye, the Geographic range must be

corrected by a distance corresponding to the height difference, the distance correction being determined

from a table of “distances of visibility for various

heights above sea level.” (See Light List or Appendix B.)

(98) The maximum distances at which lights can be

seen may at times be increased by abnormal atmospheric refraction and may be greatly decreased by unfavorable weather conditions such as fog, rain, haze, or

smoke. All except the most powerful lights are easily

obscured by such conditions. In some conditions of the

atmosphere white lights may have a reddish hue. During weather conditions which tend to reduce visibility,

colored lights are more quickly lost to sight than are

white lights. Navigational lights should be used with

caution because of the following conditions that may

exist;

(99) A light may be extinguished and the fact not reported to the Coast Guard for correction, or a light may

be located in an isolated area where it will take time to

correct.

(100) In regions where ice conditions prevail the lantern

panes of unattended lights may become covered with

ice or snow, which will greatly reduce the visibility and

may also cause colored lights to appear white.

(101) Brilliant shore lights used for advertising and other

purposes, particularly those in densely populated areas,

make it difficult to identify a navigational light.

(102) At short distances flashing lights may show a faint

continuous light between flashes.

(103) The distance of an observer from a light cannot be

estimated by its apparent intensity. The characteristics

of lights in an area should always be checked in order

that powerful lights visible in the distance will not be

mistaken for nearby lights showing similar characteristics at low intensity such as those on lighted buoys.

(104) The apparent characteristic of a complex light may

change with the distance of the observer, due to color

and intensity variations among the different lights of

the group. The characteristic as charted and shown in

the Light List may not be recognized until nearer the

light.

(105) Motion of a vessel in a heavy sea may cause a light

to alternately appear and disappear, and thus give a

false characteristic.

(106) Where lights have different colored sectors, be

guided by the correct bearing of the light; do not rely

on being able to accurately observe the point at which

the color changes. On either side of the line of demarcation of colored sectors there is always a small arc of

uncertain color.

(107) On some bearings from the light, the range of visibility of the light may be reduced by obstructions. In

such cases, the obstructed arc might differ with height

of eye and distance. When a light is cut off by adjoining

land and the arc of visibility is given, the bearing on

which the light disappears may vary with the distance

of the vessel from which observed and with the height

of eye. When the light is cut off by a sloping hill or point

of land, the light may be seen over a wider arc by a ship

far off than by one close to.

(108) Arcs of circles drawn on charts around a light are

not intended to give information as to the distance at

which it can be seen, but solely to indicate, in the case

of lights which do not show equally in all directions,

the bearings between which the variation of visibility

or obscuration of the light occurs.

(109) Lights of equal candlepower but of different colors

may be seen at different distances. This fact should be

considered not only in predicting the distance at which

a light can be seen, but also in identifying it.

(110) Lights should not be passed close aboard, because

in many cases riprap mounds are maintained to protect

the structure against ice damage and scouring action.

(111) Many prominent towers, tanks, smokestacks,

buildings, and other similar structures, charted as

landmarks, display flashing and/or fixed red aircraft obstruction lights. Lights shown from landmarks are

charted only when they have distinctive characteristics

to enable the mariner to positively identify the location

of the charted structure.

10 ■ Chapter 1 ■ Volume 9
Articulated lights

(112) An articulated light is a vertical pipe structure supported by a submerged buoyancy chamber and attached by a universal coupling to a weighted sinker on

the seafloor. The light, allowed to move about by the

universal coupling, is not as precise as a fixed aid. However, it has a much smaller watch circle than a conventional buoy, because the buoyancy chamber tends to

force the pipe back to a vertical position when it heels

over under the effects of wind, wave, or current.

(113) Articulated lights are primarily designed to mark

narrow channels with greater precision than conventional buoys.

Daybeacons

(114) Daybeacons are unlighted aids affixed to stationary

structures. They are marked with dayboards for daytime identification. The dayboards aid navigation by

presenting one of several standard shapes and colors

which have navigational significance. Dayboards are

sometimes referred to as daymarks.

(115) Daybeacons are found on-shore and in shallow water. They are frequently used to mark channel edges.

Articulated daybeacons

(116) Articulated daybeacons are similar to articulated

lights, described above, except they are unlighted.

Buoys

(117) The aids to navigation depicted on charts comprise

a system consisting of fixed and floating aids with varying degrees of reliability. Therefore, prudent mariners

will not rely solely on any single aid to navigation, particularly a floating aid.

(118) The approximate position of a buoy is represented

by the dot or circle associated with the buoy symbol.

The approximate position is used because of practical

limitations in positioning and maintaining buoys and

their sinkers in precise geographical locations. These

limitations include, but are not limited to, inherent

imprecisions in position fixing methods, prevailing atmospheric and sea conditions, the slope of and the material making up the seabed, the fact that buoys are

moored to sinkers by varying lengths of chain, and the

fact that buoy body and/or sinker positions are not under continuous surveillance, but are normally checked

only during periodic maintenance visits which often

occur more than a year apart. The position of the buoy

body can be expected to shift inside and outside of the

charting symbol due to the forces of nature. The mariner is also cautioned that buoys are liable to be carried

away, shifted, capsized, sunk, etc. Lighted buoys may be

extinguished or sound signals may not function as a

result of ice, running ice or other natural causes,

collisions, or other accidents.

(119) For the foregoing reasons, a prudent mariner must

not rely completely upon the charted position or operation of floating aids to navigation, but will also utilize

bearings from fixed objects and aids to navigation on

shore. Further, a vessel attempting to pass close aboard

always risks collision with a yawing buoy or with the

obstruction the buoy marks.

(120) Buoys may not always properly mark shoals or

other obstructions due to shifting of the shoals or of

the buoys. Buoys marking wrecks or other obstructions are usually placed on the seaward or channelward

side and not directly over a wreck. Since buoys may be

located some distance from a wreck they are intended

to mark, and since sunken wrecks are not always static,

extreme caution should be exercised when operating in

the vicinity of such buoys.

Large navigational buoys (LNB)

(121) Courses should invariably be set to pass these aids

with sufficient clearance to avoid the possibility of collision from any cause. Errors of observation, current

and wind effects, other vessels in the vicinity, and defects in steering gear may be, and have been the cause

of actual collisions, or imminent danger thereof, needlessly jeopardizing the safety of these facilities and

their crews, and of all navigation dependent on these

important aids to navigation.

(122) Experience shows that offshore light stations cannot be safely used as leading marks to be passed close

aboard, but should always be left broad off the course,

whenever sea room permits. When approaching fixed

offshore light structures and large navigational buoys

(LNB) on radio bearings, the risk of collision will be

avoided by ensuring that radio bearing does not remain

constant.

(123) It should be borne in mind that most large buoys

are anchored to a very long scope of chain and, as a result, the radius of their swinging circle is considerable.

The charted position is the location of the anchor. Furthermore under certain conditions of wind and current, they are subject to sudden and unexpected sheers

which are certain to hazard a vessel attempting to pass

close aboard.

Bridge lights and clearance gages

(124) The Coast Guard regulates marine obstruction

lights and clearance gages on bridges across navigable

waters. Where installed, clearance gages are generally

vertical numerical scales, reading from top to bottom,

and show the actual vertical clearance between the existing water level and the lowest point of the bridge

over the channel; the gages are normally on the

General Information ■ Chapter 1 ■ 11
right-hand pier or abutment of the bridge, on both the

upstream and downstream sides.

(125) Bridge lights are fixed red or green, and are privately maintained; they are generally not charted or described in the text of the Coast Pilot. All bridge piers

(and their protective fenders) and abutments which are

in or adjacent to a navigation channel are marked on all

channel sides by red lights. On each channel span of a

fixed bridge, there is a range of two green lights marking the center of the channel and a red light marking

both edges of the channel, except that when the margins of the channel are confined by bridge piers, the red

lights on the span are omitted, since the pier lights

then mark the channel edges; for multiplespan fixed

bridges, the main-channel span may also be marked by

three white lights in a vertical line above the green

range lights.

(126) On all types of drawbridges, one or more red lights

are shown from the drawspan (higher than the pier

lights) when the span is closed; when the span is open,

the higher red lights are obscured and one or two green

lights are shown from the drawspan, higher than the

pier lights. The number and location of the red and

green lights depend upon the type of drawbridge.

(127) Bridges and their lighting, construction and maintenance are set forth in 33 CFR 114, 115, 116, and

118, (not carried in this Coast Pilot). Aircraft obstruction lights prescribed by the Federal Aviation Administration may operate at certain bridges.

Fog signals

(128) Caution should be exercised in the use of sound fog

signals for navigation purposes. They should be considered solely as warning devices.

(129) Sound travels through the air in a variable manner,

even without the effects of wind; and, therefore, the

hearing of fog signals cannot be implicitly relied upon.

(130) Experience indicates that distances must not be

judged only by the intensity of the sound; that occasionally there may be areas close to a fog signal in

which it is not heard; and that fog may exist not far

from a station, yet not be seen from it, so the signal may

not be operating. It is not always possible to start a fog

signal immediately when fog is observed.

Caution, channel markers

(131) Lights, daybeacons, and buoys along dredged channels do not always mark the bottom edges. Due to local

conditions, aids may be located inside or outside the

channel limits shown by dashed lines on a chart. The

Light List tabulates the offset distances for these aids in

many instances.

(132) Aids may be moved, discontinued, or replaced by

other types to facilitate dredging operations. Mariners

should exercise caution when navigating areas where

dredges with auxiliary equipment are working.

(133) Temporary changes in aids are not included on the

charts.

Uniform State Waterway Marking System

(134) Many bodies of water used by boatmen are located

entirely within the boundaries of a State. The Uniform

State Waterway Marking System (USWMS) has been

developed to indicate to the small-boat operator hazards, obstructions, restricted or controlled areas, and

to provide directions. Although intended primarily for

waters within the state boundaries, USWMS is suited

for use in all water areas, since it supplements and is

generally compatible with the Coast Guard lateral system of aids to navigation. The Coast Guard is gradually

using more aids bearing the USWMS geometric shapes

described below.

(135) Two categories of waterway markers are used. Regulatory markers, buoys, and signs use distinctive standard shape marks to show regulatory information. The

signs are white with black letters and have a wide orange border. They signify speed zones, Fish havens,

danger areas, and directions to various places. Aids to

navigation on State waters use red and black buoys to

mark channel limits. Red and black buoys are generally

used in pairs. The boat should pass between the red

buoy and its companion black buoy. If the buoys are not

placed in pairs, the distinctive color of the buoy indicates the direction of dangerous water from the buoy.

White buoys with red tops should be passed to the

south or west, indicating that danger lies to the north

or east of the buoy. White buoys with black tops should

be passed to the north or east. Danger lies to the south

or west. Vertical red and white striped buoys indicate a

boat should not pass between the buoy and the nearest

shore. Danger lies inshore of the buoy.

Light List

(136) Light Lists, published by the Coast Guard, describe

aids to navigation, consisting of lights, fog signals,

buoys, lightships, daybeacons, and electronic aids, in

United States (including Puerto Rico and U.S. Virgin Islands) and contiguous Canadian waters. Light Lists are

for sale by the Government Printing Office (see Appendix A for address) and by sales agents in the principal

seaports. Light Lists are also available to view on the

USCG Navigation Center internet site at http://www.

navcen.uscg.gov/pubs/lightlists/lightlists.htm. Mariners should refer to these publications for detailed information regarding the characteristics and visibility

of lights, and the descriptions of light structures, lightships, buoys, fog signals, and electronic aids.

12 ■ Chapter 1 ■ Volume 9
ELECTRONIC POSITIONING SYSTEMS

Global Positioning System (GPS)

(137) GPS permits land, sea, and airborne users to determine their three dimensional position, velocity, and

time, 24 hours a day in all weather, anywhere in the

world. The basic system is defined as a constellation of

satellites, the navigation payloads which produce the

GPS signals, ground stations, data links, and associated

command and control facilities which are operated and

maintained by the Department of Defense. The satellites operate in circular 20,200 km (10,900 nm) orbits

at an inclination angle, relative to the equator, of 55°

and with a 12-hour period. The satellites are spaced in

orbit so that at any time, a minimum of six satellites are

observable from any position on earth, providing instantaneous position and time information. The system provides two levels of service for position

determination, Standard Positioning Service (SPS)

and the encoded Precise Positioning Service (PPS);

SPS is for general public use and PPS is primarily intended for use by the Department of Defense. Please report GPS problems or anomalies at http://www.navcen.

uscg.gov/gps/ or contact the USCG Navigation

Information Service at 703-313-5900.

(138) Differential GPS (DGPS):

(139) The U.S. Coast Guard Navigation Center (NAVCEN)

operates the Coast Guard Maritime Differential GPS

(DGPS) Service, consisting of two control centers and

over 60 remote broadcast sites. The Service broadcasts

correction signals on marine radiobeacon frequencies

to improve the accuracy of and integrity to GPS-derived positions. The Coast Guard DGPS Service provides 10-meter accuracy in all established coverage

areas. Typically, the positional error of a DGPS position

is 1 to 3 meters, greatly enhancing harbor entrance and

approach navigation. The System provides service for

coastal coverage of the continental U.S., the Great

Lakes, Puerto Rico, portions of Alaska and Hawaii, and

a greater part of the Mississippi River Basin.

LORAN-C

(140) LORAN, an acronym for LOng RAnge Navigation, is

an electronic aid to navigation consisting of

shore-based radio transmitters. The LORAN system enables users equipped with a LORAN receiver to determine their position quickly and accurately, day or

night, in practically any weather.

(141) LORAN-C was originally developed to provide radio

navigation service for U.S. coastal waters and was later

expanded to include complete coverage of the continental U.S. as well as most of Alaska. Twenty-four U.S.

LORAN-C stations work in partnership with Canadian

and Russian stations to provide coverage in Canadian

waters and in the Bering Sea. LORAN-C provides better

than 0.25 nautical mile absolute accuracy for suitably

equipped users within the published areas.

(142) Users can return to previously determined positions with an accuracy of 50 meters or better using

LORAN-C in the time difference repeatable mode. Advances in technology have allowed greater automation

of LORAN-C operations. New technology has allowed

the Coast Guard to establish centralized control of the

continental U.S. LORAN-C system at two locations. The

application of new receiver technology has improved

the usability of the system.

(143) LORAN-C provides coverage for maritime navigation in U.S. coastal areas. It provides navigation, location, and timing services for both civil and military air,

land and marine users. LORAN-C is approved as an en

route supplemental air navigation system for both Instrument Flight Rule (IFR) and Visual Flight Rule

(VFR) operations. The LORAN-C system serves the 48

continental states, their coastal areas, and parts of

Alaska.

(144) In coastal waters, LORAN-C should not be relied

upon as the only aid to navigation. A prudent navigator

will use radar, fathometer and any other aid to navigation, in addition to the LORAN-C receiver.

(145) LORAN-C Charts and Publications

(146) Navigational charts overprinted with LORAN-C

lines of position are available from FAA, National Aeronautical Charting Office. (See Appendix A for address).

(147) A general source of LORAN-C information is the

LORAN-C User Handbook written by the U.S. Coast

Guard. This publication can be viewed and downloaded

at http://www.navcen.uscg.gov/loran/handbook/hbook.htm or purchased from the Government Printing

Office, Washington, DC (see Appendix A for address).

DISTRESS: COMMUNICATION PROCEDURES

Coast Guard search and rescue operations

(148) The Coast Guard conducts and/or coordinates

search and rescue operations for surface vessels or aircraft that are in distress or overdue. Search and Rescue

vessels and aircraft have special markings, including a

wide slash of red-orange and a small slash of blue on

the forward portion of the hull or fuselage. Other parts

of aircraft, normally painted white, may have other areas painted red to facilitate observation. The cooperation of vessel operators with Coast Guard helicopters,

fixed-wing aircraft, and vessels may mean the difference between life and death for some seaman or aviator; such cooperation is greatly facilitated by the prior

knowledge on the part of vessel operators of the operational requirements of Coast Guard equipment and

General Information ■ Chapter 1 ■ 13
personnel, of the international distress signals and procedures, and of good seamanship.

(149) Note: Distress and other calls to Coast Guard communication stations may be made on any of the following HF single sideband radiotelephone channels:

424(4134 kHz), 601(6200 kHz), 816(8240 kHz), or

1205(12242 kHz).

International distress signals

(150) (1) A signal made by radiotelegraphy or by any

other signaling method consisting of the group “SOS”

in Morse Code.

(151) (2) A signal sent by radiotelephony consisting of

the spoken word “MAYDAY.”

(152) (3) The International Flag Code Signal of NC.

(153) (4) A signal consisting of a square flag having above

or below it a ball or anything resembling a ball.

(154) (5) Flames on the craft (as from a burning oil barrel, etc.)

(155) (6) A rocket parachute flare or hand flare showing a

red light.

(156) (7) Rockets or shells, throwing red stars fired one

at a time at short intervals.

(157) (8) Orange smoke, as emitted from a distress flare.

(158) (9) Slowly and repeatedly raising and lowering

arms outstretched to each side.

(159) (10) A gun or other explosive signal fired at intervals of about 1 minute.

(160) (11) A continuous sounding of any fog-signal apparatus.

(161) (12) The radiotelegraph alarm signal.

(162) (13) The radiotelephone alarm signal.

(163) (14) Signals transmitted by emergency position-indicating radiobeacons.

(164) (15) A piece of orange-colored canvas with either a

black square and circle or other appropriate symbol

(for identification from the air).

(165) (16) A dye marker.

Radio distress procedures

(166) Distress calls are made on 2182 kHz or VHF-FM

channel 16 (MAYDAY). For less serious situations than

warrant the distress procedure, the urgency signal

PAN-PAN (PAHN-PAHN, spoken three times), or the

safety signal SECURITY (SAY-CURITAY, spoken three

times), for radiotelephony, are used as appropriate.

Since radiotelegraph transmissions are normally made

by professional operators, and urgency and safety situations are less critical, only the distress procedures for

voice radiotelephone are described. For complete information on emergency radio procedures, see 47 CFR

80 or NGA Pub. 117. (See Appendix A for a list of

Coast Guard Stations which guard 2182 kHz and

156.80 MHz.) Complete information on distress

guards can be obtained from Coast Guard District

Commanders.

(167) Distress calls indicate a vessel or aircraft is threatened by grave and imminent danger and requests immediate assistance. They have absolute priority over all

other transmissions. All stations which hear a distress

call must immediately cease any transmission capable

of interfering with the distress traffic and shall continue to listen on the frequency used for the emission

of the distress call. This call shall not be addressed to a

particular station, and acknowledgment of receipt shall

not be given before the distress message which follows

it is sent.

Radiotelephone distress communications

(168) (1) The radiotelephone alarm signal (if available):

The signal consists of two audio tones, of different

pitch, transmitted alternately; its purpose is to attract

the attention of persons on radio watch or to actuate

automatic alarm devices. It may only be used to announce that a distress call or message is about to follow.

(169) (2) The distress call, consisting of:–

(170) the distress signal MAYDAY (spoken three times);

(171) the words THIS IS (spoken once);

(172) the call sign or name of the vessel in distress (spoken three times).

(173) (3) The distress message follows immediately and

consists of:

(174) the distress signal MAYDAY;

(175) the call sign and name of the vessel in distress;

(176) particulars of its position (latitude and longitude,

or true bearing and distance from a known geographical position);

(177) the nature of the distress;

(178) the kind of assistance desired;

(179) the number of persons aboard and the condition of

any injured;

(180) present seaworthiness of vessel;

(181) description of the vessel (length; type; cabin;

masts; power; color of hull, superstructure, trim; etc.);

(182) any other information which might facilitate the

rescue, such as display of a surface-to-air identification

signal or a radar reflector;

(183) your listening frequency and schedule;

(184) THIS IS (call sign and name of vessel in distress)

OVER.

(185) (4) Acknowledgment of receipt of a distress message: If a distress message is received from a vessel

which is definitely in your vicinity, immediately acknowledge receipt. If it is not in your vicinity, allow a

short interval of time to elapse before acknowledging,

in order to allow vessels nearer to the vessel in distress

to acknowledge receipt without interference. However,

14 ■ Chapter 1 ■ Volume 9
in areas where reliable communications with one or

more shore stations are practicable, all vessels may defer

this acknowledgment for a short interval so that a

shore station may acknowledge receipt first. The acknowledgment of receipt of a distress is given as follows:

(186) the call sign or name of the vessel sending the distress (spoken three times);

(187) the words THIS IS;

(188) the call sign or name of acknowledging vessel (spoken three times);

(189) The words RECEIVED MAYDAY.

(190) After the above acknowledgment, allow a momentary interval of listening to insure that you will not interfere with another vessel better situated to render

immediate assistance; if not, with the authority of the

person in charge of the vessel, transmit:

(191) the word MAYDAY;

(192) the call sign and name of distressed vessel;

(193) the words THIS IS;

(194) the call sign and name of your vessel;

(195) your position (latitude and longitude, or true bearing and distance from a known geographical position);

(196) the speed you are proceeding towards, and the approximate time it will take to reach, the distressed vessel. OVER.

(197) (5) Further distress messages and other communications: Distress communications consist of all messages relating to the immediate assistance required by

the distressed vessel. Each distress communication

shall be preceded by the signal MAYDAY. The vessel in

distress or the station in control of distress communications may impose silence on any station which interferes. The procedure is:—the words SEELONCE

MAYDAY (Seelonce is French for silence). Silence also

may be imposed by nearby mobile stations other than

the vessel in distress or the station in control of distress

communications. The mobile station which believes

that silence is essential may request silence by the following procedure:—the word SEELONCE, followed by

the word DISTRESS, and its own call sign.

(198) (6) Transmission of the distress procedure by a

vessel or shore station not itself in distress: A vessel or

a shore station which learns that a vessel is in distress

shall transmit a distress message in any of the following cases:

(199) (a) When the vessel in distress is not itself able to

transmit the distress message.

(200) (b) When a vessel or a shore station considers that

further help is necessary.

(201) (c) When, although not in a position to render assistance, it has heard a distress message that has not

been acknowledged.

(202) In these cases, the transmission shall consist of:

(203) the radiotelephone alarm signal (if available);

(204) the words MAYDAY RELAY (spoken three times);

(205) the words THIS IS;

(206) the call sign and name of vessel (or shore station),

spoken three times.

(207) When a vessel transmits a distress under these conditions, it shall take all necessary steps to contact the

Coast Guard or a shore station which can notify the

Coast Guard.

(208) (7) Termination of distress: When distress traffic

has ceased, or when silence is no longer necessary on

the frequency used for the distress traffic, the station in

control shall transmit on that frequency a message to

all stations as follows:

(209) the distress signal MAYDAY;

(210) the call TO ALL STATIONS, spoken three times;

(211) the words THIS IS;

(212) the call sign and name of the station sending the

message;

(213) the time;

(214) the name and call sign of the vessel in distress;

(215) the words SEELONCE FEENEE (French for silence

finished).

Optimize Radar Profile

(216) Operators of disabled wooden craft and persons

adrift in rubber rafts or boats that are, or may consider

themselves to be, the object of a search, should hoist on

a halyard or otherwise place aloft as high as possible

any metallic object that would assist their detection by

radar. Coast Guard cutters and aircraft are radar

equipped and thus are able to continue searching in

darkness and during other periods of low visibility. It is

advisable for coastal fishing boats, yachts, and other

small craft to have efficient radar reflectors permanently installed aboard the vessel.

File cruising schedules

(217) Small-craft operators should prepare a cruising

plan before starting on extended trips and leave it

ashore with a yacht club, marina, friend, or relative. It

is advisable to use a checking-in procedure by telephone for each point specified in the cruising plan.

Such a trip schedule is vital for determining if a boat is

overdue and will assist materially in locating a missing

craft in the event search and rescue operations become

necessary.

General Information ■ Chapter 1 ■ 15
DISTRESS: ASSISTANCE PROCEDURES

Surface ship procedures for assisting distressed

surface vessels

(218) (1) The following immediate action should be

taken by each ship on receipt of a distress message:

(219) (a) Acknowledge receipt and, if appropriate, retransmit the distress message;

(220) (b) Immediately try to take D/F bearings during the

transmission of the distress message and maintain a

D/F watch on 2182 kHz;

(221) (c) Communicate the following information to the

ship in distress:

(222) (i) identity;

(223) (ii) position;

(224) (iii) speed and estimated time of arrival (ETA);

(225) (iv) when available, true bearing of the ship in distress.

(226) (d) Maintain a continuous listening watch on the

frequency used for the distress. This will normally be:

(227) (i) 2182 kHz (radiotelephone).

(228) (e) Additionally, maintain watch on VHF-FM channel 16 as necessary;

(229) (f) Operate radar continuously;

(230) (g) If in the vicinity of the distress, post extra lookouts.

(231) (2) The following action should be taken when proceeding to the area of distress:

(232) (a) Plot the position, course, speed, and ETA of

other assisting ships.

(233) (b) Know the communication equipment with

which other ships are fitted. This information may be

obtained from the International Telecommunication

Union’s List of Ship Stations.

(234) (c) Attempt to construct an accurate “picture” of

the circumstances attending the casualty. The important information needed is included under Distress

Signals and Communication Procedures, this chapter.

Should the ship in distress fail to transmit this information, a ship proceeding to assist should request what

information is needed.

(235) (3) The following on-board preparation while proceeding to the distress area should be considered:

(236) (a) A rope (guest warp) running from bow to quarter at the waterline on each side and secured by lizards

to the ship’s side to assist boats and rafts to secure

alongside;

(237) (b) A derrick rigged ready for hoisting on each side

of the ship with a platform cargo sling, or rope net, secured to the runner to assist the speedy recovery of exhausted or injured survivors in the water;

(238) (c) Heaving lines, ladders, and scramble net placed

ready for use along both sides of the ship on the lowest

open deck and possibly crew members suitably

equipped to enter the water and assist survivors;

(239) (d) A ship’s liferaft made ready for possible use as a

boarding station;

(240) (e) Preparations to receive survivors who require

medical assistance including the provision of stretchers;

(241) (f) When own lifeboat is to be launched, any means

to provide communications between it and the parent

ship will prove to be of very great help;

(242) (g) A line throwing appliance with a light line and a

heavy rope, ready to be used for making connection either with the ship in distress or with survival craft.

Aircraft procedures for directing surface craft to

scene of distress incident

(243) The following procedures performed in sequence

by an aircraft mean that the aircraft is directing a surface craft toward the scene of a distress incident,

(244) (a) Circling the surface craft at least once.

(245) (b) Crossing the projected course of the surface

craft close ahead at low altitude, rocking the wings,

opening and closing the throttle, or changing the propeller pitch.

(246) (c) Heading in the direction in which the surface

craft is to be directed. The surface craft should acknowledge the signal by changing course and following

the aircraft. If, for any reason, it is impossible to follow,

the surface craft should hoist the international code

flag NOVEMBER, or use any other signaling means

available to indicate this.

(247) The following procedures performed by an aircraft

mean that the assistance of the surface craft is no longer required:

(248) (a) Crossing the wake of the surface craft close

astern at a low altitude, rocking the wings, opening and

closing the throttle or changing the propeller pitch.

(249) Since modern jet-engined aircraft cannot make the

characteristic sound associated with opening and closing the throttle, or changing propeller pitch, ships

should be alert to respond to the signals without the

sounds, when jets or turboprop aircraft are involved.

Surface ship procedures for assisting aircraft in

distress

(250) 1. When an aircraft transmits a distress message by

radio, the first transmission is generally made on the

designated air/ground enroute frequency in use at the

time between the aircraft and aeronautical station. The

aircraft may change to another frequency, possibly another enroute frequency or the aeronautical emergency frequencies of 121.50 MHz or 243 MHz. In an

emergency, it may use any other available frequency to

establish contact with any land, mobile, or directionfinding station.

16 ■ Chapter 1 ■ Volume 9
(251) 2. There is liaison between Coast Radio Stations

aeronautical units, and land–based search and rescue

organizations. Merchant ships will ordinarily be informed of aircraft casualties at sea by broadcast messages from Coast Radio Stations, made on the

international distress frequency of 2182 kHz. Ships

may, however, become aware of the casualty by receiving:

(252) (a) An SOS message from an aircraft in distress

which is able to transmit on radiotelephone on 2182

kHz.

(253) (b) A message from a SAR aircraft.

(254) 3. For the purpose of emergency communications

with aircraft, special attention is called to the possibility of conducting direct communications on 2182 kHz,

if both ship and aircraft are so equipped.

(255) 4. An aircraft in distress will use any means at its

disposal to attract attention, make known its position,

and obtain help, including some of the signals prescribed by the applicable Navigation Rules.

(256) 5. Aircraft usually sink quickly (e.g. within a few

minutes). Every endeavor will be made to give ships an

accurate position of an aircraft which desires to ditch.

When given such a position, a ship should at once consult any other ships in the vicinity on the best procedure to be adopted. The ship going to the rescue should

answer the station sending the broadcast and give her

identity, position, and intended action.

(257) 6. If a ship should receive a distress message direct

from an aircraft, she should act as indicated in the immediately preceding paragraph and also relay the message to the nearest Coast Radio Station. Moreover, a

ship which has received a distress message direct from

an aircraft and is going to the rescue should take a

bearing on the transmission and inform the Coast Radio Station and other ships in the vicinity of the call

sign of the distressed aircraft and the time at which the

distress message was received, followed by the bearing

and time at which the signal ceased.

(258) 7. When an aircraft decides to ditch in the vicinity

of a ship, the ship should:

(259) (a) Transmit homing bearings to the aircraft, or (if

so required) transmit signals enabling the aircraft to

take its own bearings.

(260) (b) By day, make black smoke.

(261) (c) By night, direct a searchlight vertically and turn

on all deck lights. Care must be taken not to direct a

searchlight toward the aircraft, which might dazzle the

pilot.

(262) 8. Ditching an aircraft is difficult and dangerous. A

ship which knows that an aircraft intends to ditch

should be prepared to give the pilot the following information:

(263) (a) Wind direction and force.

(264) (b) Direction, height, and length of primary and

secondary swell systems.

(265) (c) Other pertinent weather information.

(266) The pilot of an aircraft will choose his own ditching

heading. If this is known by the ship, she should set

course parallel to the ditching heading. Otherwise the

ship should set course parallel to the main swell system

and into the wind component, if any.

(267) 9. A land plane may break up immediately on striking the water, and liferafts may be damaged. The ship

should, therefore, have a lifeboat ready for launching,

and if possible, boarding nets should be lowered from

the ship and heaving lines made ready in the ship and

the lifeboat. Survivors of the aircraft may have bright

colored lifejackets and location aids.

(268) 10. The method of recovering survivors must be

left to the judgment of the master of the ship carrying

out the rescue operation.

(269) 11. It should be borne in mind that military aircraft

are often fitted with ejection seat mechanisms. Normally, their aircrew will use their ejection seats, rather

than ditch. Should such an aircraft ditch, rather than

the aircrew bail out, and it becomes necessary to remove them from their ejection seats while still in the

aircraft, care should be taken to avoid triggering off the

seat mechanisms. The activating handles are invariably

indicated by red and or black/yellow coloring.

(270) 12. A survivor from an aircraft casualty who is recovered may be able to give information which will assist in the rescue of other survivors. Masters are

therefore asked to put the following questions to survivors and to communicate the answers to a Coast Radio

Station. They should also give the position of the rescuing ship and the time when the survivors were recovered.

(271) (a) What was the time and date of the casualty?

(272) (b) Did you bail out or was the aircraft ditched?

(273) (c) If you bailed out, at what altitude?

(274) (d) How many others did you see leave the aircraft

by parachute?

(275) (e) How many ditched with the aircraft?

(276) (f) How many did you see leave the aircraft after

ditching?

(277) (g) How many survivors did you see in the water?

(278) (h) What flotation gear had they?

(279) (i) What was the total number of persons aboard

the aircraft prior to the accident?

(280) (j) What caused the emergency?

Helicopter evacuation of personnel

(281) Helicopter evacuation, usually performed by the

Coast Guard, is a hazardous operation to the patient

and to the flight crew, and should only be attempted in

event of very serious illness or injury. Provide the doctor

General Information ■ Chapter 1 ■ 17
on shore with all the information you can concerning

the patient, so that an intelligent evaluation can be

made concerning the need for evacuation. Most rescue

helicopters can proceed less than 150 miles offshore (a

few new helicopters can travel 250 to 300 miles out to

sea), dependent on weather conditions and other variables. If an evacuation is necessary, the vessel must be

prepared to proceed within range of the helicopter, and

should be familiar with the preparations which are necessary prior to and after its arrival.

(282) When requesting helicopter assistance:

(283) (1) Give the accurate position, time, speed, course,

weather conditions, sea conditions, wind direction and

velocity, type of vessel, and voice and CW frequency for

your ship.

(284) (2) If not already provided, give complete medical

information including whether or not the patient is

ambulatory.

(285) (3) If you are beyond helicopter range, advise your

diversion intentions so that a rendezvous point may be

selected.

(286) (4) If there are changes to any items reported earlier, advise the rescue agency immediately. Should the

patient die before the arrival of the helicopter, be sure

to advise those assisting you.

(287) Preparations prior to the arrival of the helicopter:

(288) (1) Provide continuous radio guard on 2182 kHz or

specified voice frequency, if possible. The helicopter

normally cannot operate CW.

(289) (2) Select and clear the most suitable hoist area,

preferably aft on the vessel with a minimum of 50 feet

(15.2 meters) radius of clear deck. This must include

the securing of loose gear, awnings, and antenna wires.

Trice up running rigging and booms. If hoist is aft,

lower the flag staff.

(290) (3) If the hoist is to take place at night, light the

pickup areas as well as possible. Be sure you do not

shine any lights on the helicopter, so that the pilot is

not blinded. If there are any obstructions in the vicinity, put a light on them so the pilot will be aware of their

positions.

(291) (4) Point searchlight vertically to aid the flight

crew in locating the ship and turn them off when the

helicopter is on the scene.

(292) (5) Be sure to advise the helicopter of the location

of the pickup area on the ship before the helicopter arrives, so that the pilot may make his approach to aft,

amidships, or forward, as required.

(293) (6) There will be a high noise level under the helicopter, so voice communications on deck are almost

impossible. Arrange a set of hand signals among the

crew who will assist.

(294) Hoist operations:

(295) (1) If possible, have the patient moved to a position

as close to the hoist area as his condition will permit–time is important.

(296) (2) Normally, if a litter (stretcher) is required, it

will be necessary to move the patient to the special litter which will be lowered by the helicopter. Be prepared

to do this as quickly as possible. Be sure the patient is

strapped in, face up, and with a life jacket on (if his condition will permit).

(297) (3) Be sure that the patient is tagged to indicate

what medication, if any, was administered to him and

when it was administered.

(298) (4) Have patient’s medical record and necessary papers in an envelope or package ready for transfer with

the patient.

(299) (5) Again, if the patient’s condition permits, be sure

he is wearing a life jacket.

(300) (6) Change the vessel’s course to permit the ship to

ride as easily as possible with the wind on the bow, preferably on the port bow. Try to choose a course to keep

the stack gases clear of the hoist area. Once established,

maintain course and speed.

(301) (7) Reduce speed to ease ship’s motion, but maintain steerageway.

(302) (8) If you do not have radio contact with the helicopter, when you are in all respects ready for the hoist,

signal the helicopter in with a “come on” with your

hand, or at night by flashlight signals.

(303) (9) Allow basket or stretcher to touch deck prior to

handling to avoid static shock.

(304) (10) If a trail line is dropped by the helicopter, guide

the basket or stretcher to the deck with the line; keep

the line free at all times. This line will not cause shock.

(305) (11) Place the patient in basket, sitting with his

hands clear of the sides, or in the litter, as described

above. Signal the helicopter hoist operator when ready

for the hoist. Patient should signal by a nodding of the

head if he is able. Deck personnel give thumbs up.

(306) (12) If it is necessary to take the litter away from

the hoist point, unhook the hoist cable and keep it free

for the helicopter to haul in. Do not secure cable or

trail line to the vessel or attempt to move stretcher

without unhooking.

(307) (13) When patient is strapped into the stretcher,

signal the helicopter to lower the cable, attach cable to

stretcher sling (bridle), then signal the hoist operator

when the patient is ready to hoist. Steady the stretcher

so it will not swing or turn.

(308) (14) If a trail line is attached to the basket or

stretcher, use it to steady the patient as he is hoisted.

Keep your feet clear of the line, and keep the line from

becoming entangled.

18 ■ Chapter 1 ■ Volume 9
Medical advice and/or evacuation

(309) In the event a master of a vessel requires medical

advice and/or there is a potential of evacuation the following should be volunteered by the master:

(310) Vessel’s name and call sign.

(311) Vessel’s position and time at position.

(312) Vessel’s course, speed and next port and estimated

time of arrival (ETA).

(313) Patient’s name, nationality, age, race and sex.

(314) Patient’s respiration, pulse and temperature.

(315) Patient’s symptoms and nature of illness.

(316) Any known history of similar illness.

(317) Location and type of pain.

(318) Medical supplies carried on board vessel.

(319) Medication given to patient.

(320) Weather.

(321) Communication schedule and frequency.

Coast Guard droppable, floatable pumps

(322) The Coast Guard often provides vessels in distress

with emergency pumps by either making parachute

drops, by lowering on helicopter hoist, or by delivering

by vessel. The most commonly used type of pump comes complete in a sealed aluminum drum about half

the size of a 50-gallon oil drum. One single lever on top

opens it up. Smoking is cautioned against due to the

possible presence of gas fumes inside the can. The

pump will draw about 90 gallons per minute. There

should be a waterproof flashlight on top of the pump

for night use. Operating instructions are provided inside the pump container.

(323) Preparations for being towed by Coast Guard:

(324) (1) Clear the forecastle area as well as you can.

(325) (2) If a line-throwing gun is used, keep everyone

out of the way until line clears the boat. The Coast

Guard vessel will blow a police whistle or otherwise

warn you before firing.

(326) (3) Have material ready for chafing gear.

Medical advice

(327) Free medical advice is furnished to seamen by radio

through the cooperation of Governmental and commercial radio stations whose operators receive and relay messages prefixed RADIOMEDICAL from ships at

sea to the U.S. Coast Guard and/or directly to a hospital

and then radio the medical advice back to the ships.

(See Appendix A for list of radio stations that provide

this service.)

EMERGENCY POSITION INDICATING

RADIOBEACONS (EPIRB)

(328) Emergency Position Indicating Radiobeacons

(EPIRBs), are designed to save your life if you get into

trouble by alerting rescue authorities and indicating

your location. EPIRB types are described in the accompanying table.

EPIRB Types

Type Frequency Description

Cat I 406/121.5 MHz Float-free, automatically

activated EPIRB. Detectable by satellite anywhere

in the world. Recognized

by the Global Maritime

and Distress Safety System (GMDSS).

Cat II 406/121.5 MHz Similar to Category I, except is manually activated. (Some models are

also water activated).

(329) 406 MHz EPIRBs (Category I, II): The 406 MHz

EPIRB was designed to operate with satellites. The signal frequency (406 MHz) has been designated internationally to be used only for distress. Other

communications and interference are not allowed on

this frequency. Its signal allows a satellite local user

terminal to accurately locate the EPIRB and identify

the vessel (the signal is encoded with the vessel's identity) anywhere in the world (there is no range limitation). These devices are detectable not only by

COSPAS-SARSAT satellites which are polar orbiting,

but also by geostationary GOES weather satellites.

EPIRBs detected by the GEOSAR system, consisting of

GOES and other geostationary satellites, send rescue

authorities an instant alert, but without location information unless the EPIRB is equipped with an integral

GPS receiver. EPIRBs detected by COSPAS-SARSAT

(e.g. TIROS N) satellites provide rescue authorities location of distress, but location and sometimes alerting

may be delayed as much as an hour or two. These

EPIRBs also include a 121.5 MHz homing signal, allowing aircraft and rescue craft to quickly find the vessel in

distress. These are the only type of EPIRB which must

be certified by Coast Guard approved independent laboratories before they can be sold in the United States.

(330) A new type of 406 MHz EPIRB, having an integral

GPS navigation receiver, became available in 1998.

This EPIRB will send accurate location as well as identification information to rescue authorities immediately upon activation through both geostationary

(GEOSAR) and polar orbiting satellites. These types of

EPIRB are the best you can buy.

General Information ■ Chapter 1 ■ 19
(331) 406 MHz emergency locating transmitters (ELTs)

for aircraft are currently available and 406 MHz personnel locating beacons (PLBs) are also available.

(332) The Coast Guard recommends you purchase a 406

MHz EPIRB, preferably one with an integral GPS navigation receiver. A Cat I EPIRB should be purchased if it

can be installed properly.

(333) Proper registration of your 406 MHz EPIRB is intended to save your life, and is mandated by Federal

Communications Commission regulations; the Coast

Guard is enforcing this FCC registration rule.

(334) If you purchase a new or a used 406 MHz EPIRB,

you MUST register it with NOAA. If you change your

boat, your address, or your primary phone number, you

MUST re-register your EPIRB with NOAA. If you sell

your EPIRB, make sure the purchaser re-registers the

EPIRB, or you may be called by the Coast Guard if it

later becomes activated. An FCC ship station license is

no longer required to purchase or carry an EPIRB.

Download or request 406 MHz EPIRB registration

forms from http://www.sarsat.noaa.gov/beacon.html,

and mail or fax completed forms to:

(335) Beacon Registration

(336) NOAA/NESDIS

(337) NSOF, E/SP3

(338) 4231 Suitland Road

(339) Suitland, MD 20746

(340) (fax: 301-817-4565)

(341) or call toll free at 1-888-212-SAVE(1-888-212-7283)

for further information or a copy of the registration

form. From outside the U.S., call: 1-301-457-5430 or

fax: 301-568-8649 for further information. Forms may

be requested by phone or fax, or downloaded by computer (above). There is no charge for this service. IT

MAY SAVE YOUR LIFE.

The COSPAS-SARSAT system

(342) COSPAS: Space System for Search of Distress Vessels (a Russian acronym); SARSAT: Search and Rescue

Satellite-Aided Tracking. COSPAS-SARSAT is an international satellite system designed to provide distress

alert and location data to assist search and rescue

(SAR) operations, using satellites and ground facilities

to detect and locate the signals of distress beacons operating on 121.5 and 406 MHz (Megahertz). The system

provides distress alert and location data to Rescue Coordination Centers for 121.5 MHz beacons within the

coverage area of ground stations (Local User Terminals–LUTs), and for 406 MHz beacons activated anywhere in the world. The goal of the system is to support

all organizations in the world with responsibility for

SAR operations.

Testing EPIRBs

(343) The Coast Guard urges those owning EPIRBs to periodically examine them for water tightness, battery expiration date and signal presence. FCC rules allow

Class A, B, and S EPIRBs to be turned on briefly (for

three audio sweeps, or one second only) during the first

five minutes of each hour. Signal presence can be detected by an FM radio tuned to 99.5 MHz, or an AM radio tuned to any vacant frequency and located close to

an EPIRB. 406 MHz EPIRBs can be tested through its

self-test function, which is an integral part of the device.

(344) Radar beacons (Racons) are low-powered radio

transceivers that operate in the marine radar X-band

frequencies. When activated by a vessel’s radar signal,

Racons provide a distinctive visible display on the vessel’s radarscope from which the range and bearing to

the beacon may be determined. (See Light List and

NGA Pub. 117 for details.)

RADIO: NAVIGATION WARNINGS,

INFORMATION AND WEATHER

(345) Marine radio warnings and weather are disseminated by many sources and through several types of

transmissions. Morse code radiotelegraph broadcasts

of navigational warnings and other advisories are not

described, since these transmissions are normally copied only by professional radio operators. U.S. Coast

Guard NAVTEX, high-frequency (HF) narrow-band direct printing (radio telex), HF radiofacsimile, and radiotelephone broadcasts of maritime safety

information are summarized here. (For complete information on radio warnings and weather see NGA Pub.

117 and the joint National Weather Service/Navy publication Selected Worldwide Marine Weather Broadcasts.)

Coast Guard radio stations

(346) Coast Guard radio stations provide urgent, safety,

and scheduled marine information broadcasts with virtually complete coverage of the approaches and coastal

waters of the United States, Puerto Rico, and the U.S.

Virgin Islands.

(347) Urgent and safety radiotelephone broadcasts of

important Notice to Mariners items, storm warnings,

and other vital marine information are transmitted

upon receipt, and urgent broadcasts are repeated 15

minutes later; additional broadcasts are made at the

discretion of the originator. Urgent broadcasts are preceded by the urgent signal PAN-PAN (PAHN-PAHN,

spoken three times). Both the urgent signal and message are transmitted on 2182 kHz and/or VHF-FM

channel 16. Safety broadcasts are preceded by the

20 ■ Chapter 1 ■ Volume 9
General Information ■ Chapter 1 ■ 21

Areas of Coverage for the Cospas-Sarsat Low-altitude Earth

Orbit System for Search and Rescue (LEOSAR)

1 Ouargla, Algeria 15 Hong Kong, China 29 Callao, Peru

2 Parana, Argentina 16 Toulouse, France 30 Arkhangelsk, Russia

3 Rio Grande, Argentina 17 Bangalore, India 31 Nakhodka, Russia

4 Albany, Australia 18 Lucknow, India 32 Jeddah, Saudi Arabia

5 Bundaberg, Australia 19 Jakarta, Indonesia 33 Singpore

6 Brasilia, Brazil 20 Bari, Italy 34 Cape Town, South Africa

7 Recife, Brazil 21 Keelung, ITDC 35 Maspalomas, Spain

8 Churchill, Canada 22 Yokohama, Japan 36 Bangkok, Thailand

9 Edmonton, Canada 23 Daejeon, Korea 37 Combe Martin, UK

10 Goose Bay, Canada 24 Wellington, New Zealand 38 Alaska, USA

11 Easter Island, Chile 25 Abuja, Nigeria 39 California, USA

12 Punta Arenas, Chile 26 Tromose, Norway 40 Florida, USA

13 Santiago, Chile 27 Spitsbergen, Norway 41 Guam

14 Beijing, China 28 Lahore, Pakistan 42 Hawaii, USA

43 Haiphong, Vietnam
safety signal SECURITY (SAY-CURITAY, spoken three

times). The Safety signal is given on 2182 kHz and/or

VHF-FM channel 16, and the message is given on

2670 kHz and/or VHF-FM channel 22A.

(348) Scheduled radiotelephone broadcasts include routine weather, small-craft advisories, storm warnings,

navigational information, and other advisories.

Short-range broadcasts are made on 2670 kHz and/or

VHF-FM channel 22A, following a preliminary call on

2182 kHz and/or VHF-FM channel 16. (See Appendix

A for a list of stations and their broadcast frequencies

and times for the area covered by this Coast Pilot.)

(349) Weather information is not normally broadcast by

the Coast Guard on VHF-FM channel 22A in areas

where NOAA Weather Radio service is available. See

note below regarding VHF-FM channel 22A.

(350) HF single-sideband broadcasts of high seas

weather information is available on the (carrier) frequencies 4428.7, 6506.4, 8765.4, 13113.2, and 17307.3

kHz from Portsmouth, VA and San Francisco, CA.

(351) Narrow-band direct printing (radio telex or sitor)

broadcasts of NAVAREA and other navigational warnings are transmitted on the following assigned frequencies:

(352) Atlantic ice reports: 5320, 8502, and 12750 kHz.

(353) Other Atlantic warnings: 8490, 16968.8 kHz.

(354) Pacific: 8710.5, 8714.5, 8718, 13077, 13084.5,

17203, 22567, and 22574.5 kHz.

(355) HF radiofacsimile broadcasts of weather and ice

charts are made on the following frequencies:

(356) Atlantic: 3242, 7530, 8502 (ice only), 12750 (ice

only) kHz.

(357) Pacific: 4298 (Kodiak), 4336, 8459 (Kodiak), 8682,

12730, 17151.2 kHz.

National Standard Abbreviations for Broadcasts

(358) A listing of Standard Abbreviations for Textual Maritime Safety Broadcasts is contained in Appendix B.

These abbreviations were jointly approved by the U.S.

Coast Guard, National Weather Service, National

Geospatial-Intelligence Agency, and the Radio Technical Commission for Maritime Services. In addition to

appearing in radio broadcasts of the U.S. Coast Guard

and National Weather Service, they appear in Notices

to Mariners of the U.S. Coast Guard and National

Geospatial-Intelligence Agency, and in NAVTEX.

Coast Guard VHF-FM Channel 22A Broadcast

Warnings

(359) The Coast Guard broadcasts urgent and routine

maritime safety information to ships on channel 22A

(157.10 MHz), the ship station transmit frequency portion of channel 22, of Appendix 18 of the International

Telecommunications Union (ITU) Radio Regulations.

This simplex use of channel 22A is not compatible with

the international duplex arrangement of the channel

(coast transmit 161.70 MHz, ship transmit 157.10

MHz). As a result, many foreign flag vessels having radios tuned to the international channel 22 can not receive these maritime safety broadcasts. A 1987 Coast

Guard survey of foreign vessels in U.S. waters indicated

that half of foreign vessels in U.S. waters did not have

equipment on board capable of receiving channel 22A

broadcasts.

(360) Operators of vessels which transit U.S. waters and

who do not have VHF-FM radios tunable to USA channel 22A are urged to either obtain the necessary equipment, to monitor the radiotelephone frequency 2182

kHz and tune to 2670 kHz when a broadcast is announced, or to carry a NAVTEX receiver.

NAVTEX Marine Information Broadcasts

(361) NAVTEX is a maritime radio warning system consisting of a series of coast stations transmitting radio

teletype (CCIR Recommendation 476 standard narrow

band direct printing, sometimes called Sitor or

ARQ/FEC) safety messages on the international standard medium frequency 518 kHz. Coast stations transmit during preset time slots so as to minimize

interference with one another. Routine messages are

normally broadcast four to six times daily. Urgent messages are broadcast upon receipt, provided that an adjacent station is not transmitting. Since the broadcast

uses the medium frequency band, a typical station service radius ranges from 100-500 NM day and night. Interference from or receipt of stations farther away

occasionally occurs at night.

(362) Each NAVTEX message broadcast contains a

four-character header describing identification of station (first character), message content (second character), and message serial number (third and fourth

characters). This header allows the microprocessor in

the shipborne receiver to screen messages, selecting

only those stations relevant to the user, messages of

subject categories needed by the user, and messages

not previously received by the user. Selected messages

are printed on a roll of paper as received, to be read by

the mariner at his convenience. Unwanted messages

are suppressed. Suppression of unwanted messages is

more and more important to the mariner as the number of messages, including rebroadcasts, increases

yearly. With NAVTEX, a mariner will no longer find it

necessary to listen to, or sift through, a large number of

irrelevant data to obtain the information necessary for

safe navigation.

(363) Vessels regulated by the Safety of Life at Sea

(SOLAS) Convention, as amended in 1988 (cargo vessels

over 300 tons and passenger vessels, on international

22 ■ Chapter 1 ■ Volume 9
voyages), and operating in areas where NAVTEX service

is available, have been required to carry NAVTEX receivers since 1 August 1993. The USCG discontinued

broadcasts of safety information over MF Morse frequencies on that date.

(364) The USCG voice broadcasts (Ch. 22A), often of

more inshore and harbor information, will remain unaffected by NAVTEX. With NAVTEX, mariners who do

not have the knowledge of Morse code necessary to receive safety messages, or who have difficulty receiving

them on a timely basis, should find a significant advantage in owning a NAVTEX receiver. Mariners not able to

man a radio on a 24-hour basis in order to hear critical

warning messages (e.g. commercial fishermen) should

also find a significant advantage in owning a NAVTEX

receiver.

(365) See Appendix A, U.S. NAVTEX Transmitting Stations, for a list of NAVTEX broadcast stations (Atlantic

and Pacific Oceans) and message content.

(366) NOAA Weather Radio provides continuous broadcasts of the latest weather information directly from

NWS offices. In addition to general weather information, marine weather is provided by stations along the

sea coasts and the Great Lakes. During severe weather,

NWS forecasters can interrupt the regular broadcasts

and substitute special warning messages. The forecasters can also activate specially designed warning receivers.

These receivers either sound an alarm alerting the listener to the forthcoming broadcast or, when operated

in a muted mode, automatically turn on so that the

warning message is heard.

(367) NOAA Weather Radio taped messages are repeated

every 4 to 6 minutes and are routinely revised every 1 to

3 hours, or more frequently if necessary. The stations

operate 24 hours daily. The broadcasts are made on

seven VHF-FM frequencies, 162.40, to 162.55 MHz.

The 162.475 MHz frequency is only used in special

cases where needed to avoid channel interference. A

number of manufacturers offer special weather radios

General Information ■ Chapter 1 ■ 23
to operate on these frequencies, with or without emergency warning alarm, and many AM/FM radios on the

market now offer the “weather band” as an added feature. The broadcasts can usually be heard as far as 40

miles from the antenna site, sometimes more. The effective range depends on many factors, including the

height of the broadcast antenna, terrain, quality of the

receiver, and the type of receiving antenna. As a general

rule, listeners close to or perhaps beyond the 40 mile

range should have a good quality receiver system to get

reliable reception. (See Appendix A for a list of these

stations in the area covered by this Coast Pilot.)

Marine Weather Services Charts (MSC)

(368) Marine Weather Services Charts (MSC), published

by the National Weather Service, list frequencies and

schedules of broadcasts of stations giving weather forecasts and warnings. The charts are available from FAA,

National Aeronautical Charting Office. (See Appendix A

for address.)

Commercial radiotelephone coast stations

(369) Broadcasts of coastal weather and warnings are

made by some commercial radiotelephone coast stations (marine operators) on the normal transmitting

frequencies of the stations. Vessels with suitable receivers and desiring this service may determine the frequencies and schedules of these broadcasts from their

local stations, from Selected Worldwide Marine

Weather Broadcasts, or from the series of Marine

Weather Services Charts published by NWS.

Local broadcast-band radio stations

(370) Many local radio stations in the standard AM and

FM broadcast band give local marine weather forecasts

from NWS on a regular schedule. These stations are

listed on the series of Marine Weather Services Charts

published by NWS.

Reports from ships

(371) The master of every U.S. ship equipped with radio

transmitting apparatus, on meeting with a tropical cyclone, dangerous ice, subfreezing air temperatures

with gale force winds causing severe ice accretion on

superstructures, derelict, or any other direct danger to

navigation, is required to cause to be transmitted a report of these dangers to ships in the vicinity and to the

appropriate Government agencies.

(372) During the West Indies hurricane season, June 1 to

November 30, ships in the Gulf of Mexico, Caribbean

Sea area, southern North Atlantic Ocean, and the Pacific waters west of Central America and Mexico are

urged to cooperate with NWS in furnishing these

special reports in order that warnings to shipping and

coastal areas may be issued.

Time Signals

(373) The National Institute of Standards and Technology (NIST) broadcasts time signals continuously, day

and night, from its radio stations WWV, near Fort Collins, Colorado, (40°49'49"N., 105°02'27"W.) on frequencies of 2.5, 5, 10, 15, and 20 MHz, and WWVH,

Kekaha, Kauai, Hawaii (21°59'26"N., 159°46'00"W.) on

frequencies 2.5, 5, 10, and 15 MHz. Services include

time announcements, standard time intervals, standard audio frequencies, geophysical alerts, BCD (binary

coded decimal) time code, UT1 time corrections, and

high seas storm information.

(374) Time announcements are made every minute,

commencing at 15 seconds before the minute by a female voice and at 71⁄2 seconds before the minute by a

male voice, from WWVH and WWV, respectively. The

time given is in Coordinated Universal Time (UTC) and

referred to the time at Greenwich, England, i.e., Greenwich Mean Time.

(375) NIST Time and Frequency Dissemination Services, Special Publication 432, gives a detailed description of the time and frequency dissemination services of

the National Institute of Standards and Technology.

Single copies may be obtained upon request from the

National Institute of Standards and Technology, Time

and Frequency Division, Boulder, CO 80303. Quantities

may be obtained from the Government Printing Office

(see Appendix A for address).

CAUTIONARY INFORMATION

Destructive Waves

(376) Unusual sudden changes in water level can be

caused by tsunamis or violent storms. These two types

of destructive waves have become commonly known as

tidal waves, a name which is technically incorrect as

they are not the result of tide-producing forces.

(377) Tsunamis (seismic sea waves) are caused by seabottom earthquakes. Many such seismic disturbances

do not produce sea waves and others produce small sea

waves, but the occasional large waves can be very damaging to shore installations and dangerous to ships in

harbors.

(378) These waves travel great distances and can cause

tremendous damage on coasts far from their source.

The wave of April 1, 1946, which originated in the Aleutian Trench, demolished nearby Scotch Cap Lighthouse and caused damages of 25 million dollars in the

Hawaiian Islands 2,000 miles away. The wave of May

22-23, 1960, which originated off Southern Chile,

24 ■ Chapter 1 ■ Volume 9
caused widespread death and destruction in islands and

countries throughout the Pacific. A more recent tsunami, the result of a December 26, 2004 earthquake off

the island of Sumatra, Indonesia, caused widespread

damage throughout the Indian Ocean. Damage was

heavy as far away as the east coast of Africa. It caused

over 200,000 deaths (as far away as South Africa) and 13

billion dollars worth of damage.

(379) The speed of tsunamis varies with the depth of the

water, reaching 300 to 500 knots in the deep water of

the open ocean. In the open sea they cannot be detected

from a ship or from the air because their length is so

great, sometimes a hundred miles, as compared to

their height, which is usually only a few feet (a meter or

2). The waves only build to disastrous proportions

when they approach shore.

(380) There are usually a series of waves with crests 10 to

40 minutes apart, and the highest may occur several

hours after the first wave. Sometimes the first noticeable part of the wave is the trough which causes a recession of the water from shore, and people who have gone

out to investigate this unusual exposure of the beach

have been engulfed by the oncoming crest. Such an unexplained withdrawal of the sea should be considered as

nature’s warning of an approaching wave.

(381) Improvements have been made in the quick determination and reporting of earthquake epicenters, but

no method has yet been perfected for determining

whether a sea wave will result from a given earthquake.

NOAA’s Pacific Tsunami Warning Center in Hawaii has

deployed a warning system which has field reporting

stations (seismic and tidal) in most countries around

the Pacific. When a warning is broadcast, waterfront

areas should be vacated for higher ground, and ships in

the vicinity of land should head for the deep water of

the open sea.

Storm surge

(382) A considerable rise or fall in the level of the sea

along a particular coast may result from strong winds

and sharp change in barometric pressure. In cases

where the water level is raised, higher waves can form

with greater depth and the combination can be destructive to low regions, particularly at high stages of

tide. Extreme low levels can result in depths which are

considerably less than those shown on nautical charts.

This type of wave occurs especially in coastal regions

bordering on shallow waters which are subject to tropical storms.

(383) Seiche is a stationary vertical wave oscillation with

a period varying from a few minutes to an hour or

more, but somewhat less than the tidal periods. It is

usually attributed to external forces such as strong

winds, changes in barometric pressure, swells, or

tsunamis disturbing the equilibrium of the water surface. Seiche is found both in enclosed bodies of water

and superimposed upon the tides of the open ocean.

When the external forces cause a short-period horizontal oscillation on the water, it is called surge.

(384) The combined effect of seiche and surge sometimes

makes it difficult to maintain a ship in its position

alongside a pier even though the water may appear to

be completely undisturbed, and heavy mooring lines

have been parted repeatedly under such conditions. Pilots advise taut lines to reduce the effect of the surge.

Immersion Hypothermia

(385) Immersion hypothermia is the loss of heat when a

body is immersed in water. With few exceptions, humans die if their core temperature of approximately

99.7° F drops below 78.6° F. Cardiac arrest is the most

common direct cause of death. During prolonged immersion, the main threat to life is cold or cold and

drowning combined.

(386) The length of time that a human survives in water

depends on the water temperature, and to a lesser extent, on the person’s behavior and body type. The table

below shows approximate human survival time in the

sea. Body type can cause deviations, as small people become hypothermic more rapidly than large people. The

cooling rate can be slowed by the person’s behavior and

insulated gear. The Heat Escape Lessening Posture

(HELP) was developed for those in the water alone and

the Huddle for small groups. Both require a PFD (personal flotation device), or life preserver. HELP involves

holding the arms close to the body, keeping the thighs

together, and raising the knees to protect the groin

area. In the Huddle, people face each other and keep

their bodies as close together as possible. These positions improve survival time to approximately two times

that of a swimmer and one and a half times that of a

person in the passive position.

(387) Near-drowning victims in cold water (less than 70°

F) are revivable for much longer periods than usual.

Keys to a successful revival are immediate cardiopulmonary resuscitation (CPR) and administration of pure

oxygen. Total re-warming is not necessary at first. The

whole revival process may take hours and require medical help.

Survival Time Versus Water Temperature

Water TemperatureExhaustion or

Unconsciousness

Expected Time of

Survival

32°F 15 min. 15–45 min.

32°–41°F 15–30 min. 30–90 min.

41°–50°F 30–60 min. 1–3 hrs.

General Information ■ Chapter 1 ■ 25
26 ■ Chapter 1 ■ Volume 9

Survival Time Versus Water Temperature

Water Temperature

Exhaustion or

Unconsciousness

Expected Time of

Survival

50°–59°F 1–2 hrs. 1–6 hrs.

59°–68°F 2–7 hrs. 2–40 hrs.

68°–77°F 3–12 hrs. 3 hrs–indef.

77°F and above indefinite indefinite

Wind Chill and Frostbite

(388) When the body is warmer than its surroundings, it

begins to lose heat. The rate of loss depends on barriers

such as clothing and insulation, the speed of air movement and air temperature. Heat loss increases dramatically in moving air that is colder than skin temperature

(91.4° F). Even a light wind increases heat loss, and a

strong wind can lower the body temperature if the rate

of loss is greater than the body’s heat replacement rate.

(389) When skin temperature drops below 50° F, there is

a marked constriction of blood vessels, leading to vascular stagnation, oxygen want and cellular damage.

The first indication that something is wrong is a painful tingling. Swelling of varying extent follows, provided freezing has not occurred. Excruciating pain may

be felt if the skin temperature is lowered rapidly, but

freezing of localized portions of the skin may be painless when the rate of change is slow. Possible effects of

cold include cold allergy (welts), chilblains, which appear as reddened, warm, itching, swollen patches on

the fingers and toes, and trench foot and immersion

foot, which present essentially the same picture. Both

result from exposure to cold and lack of circulation.

Wetness can add to the problem as water and wind

soften the tissues and accelerate heat loss.

(390) Frostbite usually begins when the skin temperature falls within the range of 14° to 4° F. Ice crystals

form in the tissues and small blood vessels. The rate of

heat loss determines the rate of freezing, which is accelerated by wind, wetness, extreme cold and poor

blood circulation. Parts of the body susceptible to

freezing are those with surfaces large in relation to

their volume, such as toes, fingers, ears, nose, chin and

cheeks.

(391) Injuries from the cold may, to a large extent, be

prevented by maintaining natural warmth through the

use of proper footgear and adequate, dry clothing, by

avoiding cramped positions and constricting clothing

and by active exercise of the hands, legs and feet.

MARINE POLLUTION

The Federal Water Pollution Control Act or Clean

Water Act

(392) The Federal Water Pollution Control Act (FWPCA)

or Clean Water Act (CWA) was passed to restore and

maintain the chemical, physical and biological integrity of our nation’s waters.

No-Discharge Zones

(393) Section 312 of the FWPCA gives the Environmental

Protection Agency (EPA) and States the authority to

designate certain areas as No-Discharge Zones (NDZ)

for vessel sewage. Freshwater lakes, freshwater reservoirs, or other freshwater impoundments whose entrances and exits prohibit traffic by regulated vessels

(vessels with installed toilets) are, by regulation, NDZs.

Rivers that do not support interstate navigation vessel

traffic are also NDZs by regulation. Water bodies that

can be designated as NDZs by States and EPA include:

the Great Lakes and their connecting waterways, freshwater lakes and impoundments accessible through

locks, and other flowing waters that support interstate

navigation by vessels subject to regulation.

(394) Inside No-Discharge Zone waters, discharge of any

sewage, whether treated or untreated, is completely

prohibited.

(395) Discharge of sewage in waters not designated as

No-Discharge Zones is regulated by the Marine Sanitation Device Standard (see 40 CFR 140 in Chapter 2.)

(396) (Additional information concerning the regulations may be obtained from the Environmental Protection Agency (EPA) website: http://www.epa.gov/owow/

oceans/regulatory/vessel_sewage/.)

Oil Pollution

(397) The FWPCA also prohibits the discharge of quantities of either oil or hazardous substance which may be

harmful into or upon the navigable waters of the

United States. This prohibition also applies to adjoining shorelines, waters of the contiguous zone, activities connected with the Outer Continental Shelf Lands

Act (OSLA) and Deepwater Port Act of 1974, and such

discharges which may affect natural resources belonging to the United States or under its exclusive management authority, including those resources under the

Fishery Conservation and Management Act of 1976. In

the event a spill does occur in violation of the Act the

person in charge of a vessel or onshore or offshore facility is required to notify the Coast Guard as soon as he

has knowledge of the spill. Such notification is to be by

the most rapid means available to the National
Response Center (1-800-424-8802, nationwide 24 hour

number).

The Act to Prevent Pollution from Ships

(398) The Act to Prevent Pollution from Ships (33 U.S.C.

1901) implements into U.S. law the International Convention for the Prevention of Pollution from Ships, as

modified by the Protocol of 1978 (MARPOL 73/78). Annex I of MARPOL 73/78 deals with oil and oily waste,

Annex II with hazardous chemicals and other substances referred to as Noxious Liquid Substances

(NLS), and Annex V deals with the prevention of marine

pollution by plastics and other garbage produced during vessel operations.

(399) Annex I of MARPOL 73/78 is applicable to oceangoing tankers over 150 gross tons and all other oceangoing ships over 400 gross tons. The MARPOL 73/78

requirements include oily waste discharge limitations,

oily-water separating equipment, monitoring and

alarm systems for discharges from cargo areas, cargo

pump rooms and machinery space bilges. Ships to

which Annex I MARPOL 73/78 is applicable are also required to have an International Oil Pollution Prevention (IOPP) Certificate verifying that the vessel is in

compliance with the requirements of MARPOL 73/78

and that any required equipment is on board and operational. Vessels must also maintain an Oil Record Book

recording all oil transfers and discharges. The Oil Record Book is available from USCG Supply Center Baltimore or any local Captain of the Port.

(400) Annex II of MARPOL 73/78 is applicable to oceangoing vessels and non-self propelled oceangoing ships

which carry Noxious Liquid Substances (NLS) in bulk.

The Annex II requirements include discharge restrictions for various classes of cargo residues; the maintenance of a Cargo Record Book for recording all NLS

cargo and residue transfers and discharges; and a Procedures and Arrangements Manual describing the correct procedures for off loading and prewashing cargo

tanks.

(401) Annex II NLS cargoes are classified in one of four

categories, A, B, C, or D. Category A is the most hazardous to the environment. Category A and other substances which tend to solidify in tanks must be

prewashed in port under the supervision of a Prewash

Surveyor prior to departure from the off loading terminal. Vessel discharges must be underwater when discharge at sea is allowed. Tanks which carry Category B

and C NLS must be tested to ensure that after tank

stripping only a minimal amount of residues will remain. Reception facilities must be able to assist in

cargo stripping operations by reducing back pressure

during the final stages of off loading.

(402) Terminals and ports receiving oceangoing tankers,

or any other oceangoing ships of 400 GT or more, carrying residues and mixtures containing oil, or receiving oceangoing ships carrying NLSs, are required to

provide adequate reception facilities for the wastes

generated. Coast Guard Captains of the Port issue a

Certificate of Adequacy to terminals or ports to show

that they are in compliance with federal reception facility requirements. An oceangoing tanker or any other

oceangoing ship of 400 GT or more required to retain

oil or oily residues and mixtures on board and an

oceangoing ship carrying a Category A, B or C NLS

cargo or NLS residue in cargo tanks that are required

to be prewashed, may not enter any port or terminal

unless the port or terminal holds a valid Certificate of

Adequacy or unless the ship is entering under force

majeure.

(403) Annex V is applicable to all recreational, fishing,

uninspected and inspected vessels, and foreign flag vessels on the navigable waters and all other waters subject to the jurisdiction of the United States, out to and

including the Exclusive Economic Zone (200 miles).

(404) Annex V prohibits the disposal of any and all plastic

material from any vessel anywhere in the marine environment. Dunnage, lining and packing materials

which float may be disposed of beyond 25 miles from

the nearest land. Other garbage that will not float may

be disposed of beyond 12 miles of land, except that garbage which can pass through a 25mm mesh screen (approximately 1 square inch) may be disposed of beyond 3

miles. Dishwater is not to be considered garbage within

the meaning of Annex V when it is the liquid residue

from the manual or automatic washing of dishes or

cooking utensils. More restrictive disposal regimes apply in waters designated “Special Areas.” This Annex requires terminals to provide reception facilities at ports

and terminals to receive plastics and other garbage

from visiting vessels.

(405) The civil penalty for each violation of MARPOL

73/78 is not more than $25,000. The criminal penalty

for a person who knowingly violates the MARPOL Protocol, or the regulations (33 CFR 151, 155, 157, and

158), consists of a fine of not more than $250,000

and/or imprisonment for not more than 5 years; U.S.

law also provides criminal penalties up to $500,000

against organizations which violate MARPOL.

Packaged Marine Pollutants

(406) On October 1, 1993, new regulations under the

Hazardous Materials Transportation Act (HMTA) took

effect, implementing MARPOL Annex III in the United

States. MARPOL Annex III deals with the prevention of

marine pollution by harmful substances in packaged

form.

General Information ■ Chapter 1 ■ 27
(407) Annex III of MARPOL 73/78 applies to all ships carrying harmful substances in packaged form. Annex III

provides standards for stowage, packing, labeling,

marking, and documentation of substances identified

as marine pollutants in the International Maritime

Dangerous Goods Code (IMDG Code). On 5 November

1992, the U.S. Research and Special Programs Administration (RSPA) amended the Hazardous Materials

Regulations (HMR, 49 CFR 100-177) to list and regulate these marine pollutants in all modes of transportation.

(408) Marine pollutants are divided into two classes: marine pollutants and severe marine pollutants. A solution or mixture containing 10% or more of any marine

pollutant falls into the class of “marine pollutant.” The

“severe marine pollutant” class consists of those materials that contain 1% or more of any specified “severe

marine pollutant” substance. Marine pollutants that do

not meet the criteria for any other hazard class are

transported as an environmentally hazardous substance.

Ocean Dumping

(409) The Marine Protection Research and Sanctuaries

Act of 1972, as amended (33 USC 1401 et seq.), regulates the dumping of all material, except fish waste,

into ocean waters. Radiological, chemical and biological warfare agents and other high level radioactive

wastes are expressly banned from ocean disposal. The

U.S. Army Corps of Engineers issues permits for the

disposal of dredged spoils; the Environmental Protection Agency is authorized to issue permits for all other

dumping activities. Surveillance and enforcement to

prevent unlawful transportation of material for dumping or unlawful dumping under the Act has been assigned to the U.S. Coast Guard. The Act provides civil

penalties of up to $50,000 and criminal penalties of up

to $50,000 and/or one year imprisonment.

MINECLEARING: CAUTION

Keep Clear of Mineclearance Vessels (COLREGS

1972)

(410) (a) United States vessels engaged in mineclearing

operations or exercises are hampered to a considerable

extent in their maneuvering powers.

(411) (b) With a view to indicating the nature of the work

on which they are engaged, these vessels will show the

signals hereinafter mentioned. For the public safety, all

other vessels, whether steamers or sailing craft, must

endeavor to keep out of the way of vessels displaying

these signals and not approach them inside the distances mentioned herein, especially remembering that

it is dangerous to pass between the vessels of a pair or

group sweeping together.

(412) (c) All vessels towing sweeps are to show:

(413) BY DAY–A black ball at the fore mast and a black

ball at the end of each fore yard.

(414) BY NIGHT–All around green lights instead of the

black balls, and in a similar manner.

(415) (d) Vessels or formations showing these signals are

not to be approached nearer than 1,000 meters. Under

no circumstances is a vessel to pass through a formation of minesweepers.

(416) (e) Mineclearance vessels should be prepared to

warn merchant vessels which persist in approaching

too close by means of any of the appropriate signals

from the International Code of Signals.

(417) (f) In fog, mist, falling snow, heavy rainstorms, or

any other conditions similarly restricting visibility,

whether by day or night, mineclearance vessels while

towing sweeps when in the vicinity of other vessels will

sound signals for a vessel towing (1 prolonged blast followed by 2 short blasts).

Helicopters Conducting Mineclearance Operations

(418) (g) The United States is increasingly employing helicopters to conduct mineclearance operations or exercises. When so engaged, helicopters, like vessels, are

considerably hampered in their ability to maneuver.

Accordingly, surface craft approaching helicopters engaged in mineclearance operations should take safety

precautions similar to those described in (b) and (d)

above with respect to mineclearance vessels.

(419) (h) Helicopters towing mineclearance gear and accompanying surface escorts, if any, will use all available

means to warn approaching ships of the operations or

exercises being conducted. Also, measures will be

taken where practicable to mark or light the gear or objects being towed.

(420) (i) Mineclearance helicopters are equipped with a

rotating beacon which has selectable red and amber

modes. The amber mode is used during towing operations to notify/warn other vessels that the helicopter is

towing. While towing, the helicopter’s altitude varies

from 15 to 95 meters above the water and speeds vary

from 0 to 30 knots.

(421) (j) General descriptions and approximate dimensions for towed mineclearance gear currently being

used in conjunction with helicopters are as follows:

(422) (1) Mechanical sweep gear consisting, in part, of

large lengths of submerged cables and explosive cutters. The only items normally visible on the surface are

three to five international orange floats, depending

upon the quantity of gear in use, which generally define

the dimensions of the tow. The maximum width is 100

28 ■ Chapter 1 ■ Volume 9
General Information ■ Chapter 1 ■ 29

meters and the maximum distance behind the helicopter is 600 meters.

(423) (2) Acoustical sweep device weighing approximately 70 pounds (32 kg). This device is towed behind

the helicopter on a 250-meter orange polypropylene

tow cable. When dead in the water, the gear will rise to

the surface, supported by a yellow float.

(424) (3) A hydrofoil platform containing equipment

used for magnetic influence sweeping. The platform is

towed on the end of a 140-meter cable and trails electrodes in the water which extend 185 meters behind

the platform. Very often, the aforementioned acoustical sweep device is towed in conjunction with this platform by attaching it to the end of one of the electrodes

by a 30-meter polypropylene tow line. In this configuration, the total length of the tow is 215 and 350 meters, respectively, behind the hydrofoil platform and

helicopter. Special care must be exercised when crossing astern of the hydrofoil platform as the towed cable

is barely visible, and the attached acoustic device is

submerged just beneath the surface and is not visible to

surface vessels.

(425) (k) Helicopters employed in mineclearance operations and their tows may function at night as well as

day, and in various types of weather conditions. The

major danger to any surface vessel is getting the various

cables wrapped in its screws. Small craft also are subject

to the risk of collision with the hydrofoil platform.

Submarine Emergency Identification Signals and

Hazard to Submarines

(426) U.S. submarines are equipped with signal ejectors

which may be used to launch identification signals, including emergency signals. Two general types of signals may be used: smoke floats and flares or stars. A

combination signal which contains both smoke and

flare of the same color may also be used. The smoke

floats, which burn on the surface, produce a dense, colored smoke for a period of fifteen to forty-five seconds.

The flares or stars are propelled to a height of three

hundred to four hundred feet (90 to 120 meters) from

which they descend by small parachute. The flares or

stars burn for about twenty-five seconds. The color of

the smoke or flare/star has the following meaning:

(427) (a) GREEN OR BLACK–Used under training exercise conditions only to indicate that a torpedo has been

fired or that the firing of a torpedo has been simulated.

(428) (b) YELLOW–Indicates that submarine is about to

come to periscope depth from below periscope depth.

Surface craft terminate antisubmarine counter-attack

and clear vicinity of submarine. Do not stop propellers.

(429) (c) RED–Indicates an emergency condition within

the submarine and that it will surface immediately, if

possible. Surface ships clear the area and stand by to

give assistance after the submarine has surfaced. In

case of repeated red signals, or if the submarine fails to

surface within reasonable time, she may be assumed to

be disabled. Buoy the location, look for submarine buoy

and attempt to establish sonar communications. Advise U.S. Naval authorities immediately.

(430) (d) WHITE–Two white flares/smoke in succession

indicates that the submarine is about to surface, usually from periscope depth (non-emergency surfacing

procedure). Surface craft should clear the vicinity of

the submarine.

(431) A Submarine Marker Buoy consists of a cylindrically shaped object about 3 feet by 6 feet with connecting structure and is painted international orange. The

buoy is a messenger buoy with a wire cable to the submarine; this cable acts as a downhaul line for a rescue

chamber. The buoy may be accompanied by an oil slick

release to attract attention. A submarine on the bottom

in distress and unable to surface will, if possible, release

this buoy. If an object of this description is sighted, it

should be investigated and U.S. Naval Authorities advised immediately.

(432) Transmission of the International Distress Signal

(SOS) will be made on the submarine’s sonar gear independently or in conjunction with the red emergency

signal as conditions permit. Submarines may employ

any or all of the following additional means to attract

attention and indicate their position while submerged:

(433) Release of dye marker.

(434) Release of air bubble.

(435) Ejection of oil.

(436) Pounding on the hull.

(437) United States destroyer-type vessels in international waters will, on occasion, stream a towed underwater object at various speeds engaged in naval

maneuvers. All nations operating submarines are advised that this underwater object in the streamed condition constitutes a possible hazard to submerged

submarines.

Vessels Constrained by their Draft

(438) International Navigation Rules, Rule 28, states that

a vessel constrained by her draft may, in addition to the

lights prescribed for power-driven vessels in Rule 23,

exhibit where they can best be seen three all-around

red lights in a vertical line, or a cylinder.

Special signals for surveying vessels

(439) Vessels engaged in survey operations and limited in

their ability to maneuver because of the work being

performed (handling equipment over-the-side such as

water sampling or conductivity-temperature-density
30 ■ Chapter 1 ■ Volume 9

(CTD) casts, towed gear, bottom samplers, etc., and divers working on, below or in proximity of the vessel)

are required by Navigation Rules, International-Inland,

Rule 27, to exhibit:

(440) (b)(i) three all-round lights in a vertical line where

they can best be seen. The highest and lowest of these

lights shall be red and the middle light shall be white;

(441) (ii) three shapes in a vertical line where they can

best be seen. The highest and lowest of these shapes

shall be balls and the middle one a diamond;

(442) (iii) when making way through the water, masthead lights, sidelights and a sternlight, in addition to

the lights prescribed in subparagraph (b)(i); and

(443) (iv) when at anchor, in addition to the lights or

shapes prescribed in subparagraphs (b)(i) and (ii) the

light, lights or shapes prescribed in Rule 30, Anchored

Vessels and Vessels Aground.

(444) A vessel engaged in hydrographic survey operations (making way on a specific trackline while sounding the bottom) is not restricted in its ability to

maneuver and therefore exhibits at night only those

lights required for a power-driven vessel of its length.

(445) Warning signals for Coast Guard vessels while

handling or servicing aids to navigation are the same

as those prescribed for surveying vessels.

VHF-FM Radiotelephone

(446) VHF-FM channel 16 (156.800 MHz) is the international distress, urgency, safety, calling and reply frequency for vessels and public and private coastal

stations. In 1992, the Federal Communications Commission (FCC) designated VHF-FM channel 9 (156.450

MHz) for use as a general purpose calling frequency for

non-commercial vessels, such as recreational boats.

This move was designed to relieve congestion on

VHF-FM channel 16. Non-commercial vessels are encouraged to use VHF-FM channel 9, for routine communications but distress, urgency, and safety calls

should continue to be initially made on VHF-FM channel 16.

(447) The following table provides the frequency equivalents and general usage of selected VHF-FM channels

which appear in the Coast Pilot. The letter “A” appended to a channel number indicates that U.S. operation of the particular channel is different than the

international operation, i.e., U.S. stations transmit and

receive on the same frequency and international stations use different frequencies.

(448) All channels given in the table (later in this chapter) are designated for both ship-to-ship and ship-tocoast communications except as noted.

SELECT NAVIGATION RULES

Improper use of searchlights

(449) No person shall flash or cause to be flashed the rays

of a searchlight or other blinding light onto the bridge

or into the pilothouse of any vessel underway. The International Code Signal “PG2” may be made by a vessel

inconvenienced by the glare of a searchlight in order to

apprise the offending vessel of the fact.

Use of Radar

(450) Navigation Rules, International-Inland, Rule 7,

states, in part, that every vessel shall use all available

means appropriate to the prevailing circumstances and

conditions to determine if risk of collision exists. If

there is any doubt such risk shall be deemed to exist.

Proper use shall be made of radar equipment if fitted

and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting

or equivalent systematic observation of detected objects.

(451) This rule places an additional responsibility on vessels which are equipped and manned to use radar to do

so while underway during periods of reduced visibility

without in any way relieving commanding officers of

the responsibility of carrying out normal precautionary measures.

(452) Navigation Rules, International-Inland, Rules 6, 7,

8, and 19 apply to the use of radar.

Danger signal

(453) Navigation Rules, International-Inland, Rule 34(d),

states that when vessels in sight of one another are approaching each other and from any cause either vessel

fails to understand the intentions or actions of the

other, or is in doubt whether sufficient action is being

taken by the other to avoid collision, the vessel in doubt

shall immediately indicate such doubt by giving at least

five short and rapid blasts on the whistle. Such signal

may be supplemented by a light signal of at least five

short and rapid flashes.

Narrow channels

(454) Navigation Rules, International-Inland, Rule 9(b)

states: A vessel of less than 65.6 feet (20 meters) in

length or a sailing vessel shall not impede the passage

of a vessel that can safely navigate only within a narrow

channel or fairway.

Control of shipping in time of emergency or war

(455) In time of war or national emergency, merchant

vessels of the United States and those foreign flag vessels, which are considered under effective U.S. control,
General Information ■ Chapter 1 ■ 31

Channel Ship Frequency (MHz) Channel Usage Transmit Receive

1A 156.050 156.050 Port Operations and commercial (see footnote 2)

5A 156.250 156.250 Port Operations (see footnote 1)

6 156.300 156.300 Intership safety

7A 156.350 156.350 Commercial

8 156.400 156.400 Commercial (ship-to-ship only)

9 156.450 156.450 Boater Calling Commercial/Non-commercial

10 156.500 156.500 Commercial

11 156.550 156.550 Commercial. VTS in selected areas.

12 156.600 156.600 Port Operations. VTS in areas.

13 156.650 156.650 Intership Navigation (Bridge-to-bridge). (see footnote 4)

14

15

156.700

-----------

156.700

156.750

Port Operations. VTS in selected areas.

Environmental (Receive only). Used by Class C EPIRBs.

16 156.800 156.800 International Distress, Safety and Calling. (see footnote 5)

17 156.850 156.850 State control

18A 156.900 156.900 Commercial

19A 156.950 156.950 Commercial

20 157.000 161.600 Port Operations (duplex)

20A

21A

22A

157.000

157.050

157.100

157.000

157.050

157.100

Port Operations

U.S. Coast Guard only

Coast Guard Liaison/Maritime Safety Information Broadcasts. (Channel 15)

23A

24

157.150

157.200

157.150

161.800

U.S. Coast Guard only

Public Correspondence (Marine Operator)

25 157.250 161.850 Public Correspondence (Marine Operator)

26 157.300 161.900 Public Correspondence (Marine Operator)

27 157.350 161.950 Public Correspondence (Marine Operator)

28 157.400 162.000 Public Correspondence (Marine Operator)

63A 156.175 156.175 Port Operations and Commercial, VTS. (see footnote 2)

65A 156.275 156.275 Port Operations

66A 156.325 156.325 Port Operations

67 156.375 156.375 Commercial. (see footnote 3)

68 156.425 156.425 Non-Commercial

69 156.475 156.475 Non-Commercial

70 156.525 156.525 Digital Selective Calling (voice communications not allowed)

71 156.575 156.575 Non-Commercial

72 156.625 156.625 Non-Commercial (Intership only)

73 156.675 156.675 Port Operations

74 156.725 156.725 Port Operations

77 156.875 156.875 Port Operations (ship-to-ship, to and from pilots docking ships)

78A 156.925 156.925 Non-Commercial

79A 156.975 156.975 Commercial. Non-Commercial in Great Lakes only

80A 157.025 157.025 Commercial. Non-Commercial in Great Lakes only

81A

82A

83A

84

157.075

157.125

157.175

157.225

157.075

157.125

157.175

161.825

U.S. Government only-Environmental protection operations

U.S. Government only

U.S. Coast Guard only

Public Correspondence (Marine Operator)

85 157.275 161.875 Public Correspondence (Marine Operator)

86 157.325 161.925 Public Correspondence (Marine Operator)

87 157.375 161.975 Public Correspondence (Marine Operator)

88

88A

157.425

157.425

162.025

157.425

Public Correspondence only near Canadian border.

Commercial, Intership only.

Footnotes to table:

1. Houston, New Orleans and Seattle areas.

2. Available only in New Orleans/Lower Mississippi area.

3. Used for bridge-to-bridge communications in Lower Mississippi River. Intership only.

4. Ships>20m in length maintain a listening watch on this channel in US waters.

5. Ships required to carry radio, USCG, and most coast stations maintain a listening watch on this channel.
will be subject to control by agencies of the U.S. Government. The allocation and employment of such vessels, and of domestic port facilities, equipment, and

services will be performed by appropriate agencies of

the War Transport Administration. The movement,

routing, and diversion of merchant ships at sea will be

controlled by appropriate naval commanders. The

movement of merchant ships within domestic ports

and dispersal anchorages will be coordinated by the

U.S. Coast Guard. The commencement of naval control

will be signaled by a general emergency message. (See

NGA Pub. 117 for emergency procedures and communication instructions.)

Homeland Security Advisory System

(456) The Homeland Security Advisory System is a comprehensive and effective means to disseminate information regarding the risk of terrorist acts to Federal,

State, and local authorities and to the American people.

The system is designed to guide our protective measures when specific information to a particular sector

or geographic region is received. It combines threat information with vulnerability assessments and provides

communications to public safety officials and the public. This communication is achieved through threat advisories, information bulletins, and a color-coded

threat level system.

U.S. Coast Guard Maritime Security (MARSEC)

Levels

(457) The U.S. Coast Guard has a three-tiered system of

Maritime Security (MARSEC) Levels consistent with

the Department of Homeland Security's Homeland Security Advisory System (HSAS). MARSEC levels are designed to provide a means to easily communicate

pre-planned scalable responses to increased threat levels. The Commandant of the U.S. Coast Guard sets

MARSEC levels commensurate with the HSAS. Because of the unique nature of the maritime industry,

the HSAS threat conditions and MARSEC levels will

align closely, though they will not directly correlate.

(458) MARSEC Level 1 – the level for which minimum

appropriate security measures shall be maintained at

all times. MARSEC 1 generally applies when HSAS

Threat Condition Green, Blue, or Yellow are set.

(459) MARSEC Level 2 – the level for which appropriate

additional protective security measures shall be maintained for a period of time as a result of heightened risk

of a transportation security incident. MARSEC 2 generally corresponds to HSAS Threat Condition Orange.

(460) MARSEC Level 3 – the level for which further specific protective security measures shall be maintained

for a limited period of time when a transportation security incident is probable, imminent, or has occurred,

although it may not be possible to identify the specific

target. MARSEC 3 generally corresponds to HSAS

Threat Condition Red.

REGULATED WATERS

Traffic Separation Schemes (Traffic Lanes)

(461) To increase the safety of navigation, particularly in

converging areas of high traffic density, routes incorporating traffic separation have been adopted by the

IMO in certain areas of the world. In the interest of safe

navigation, it is recommended that through traffic use

these schemes, as far as circumstances permit, by day

and by night and in all weather conditions.

(462) The International Maritime Organization (IMO) is

recognized as the only international body responsible

for establishing and recommending measures on an international level concerning ships’ routing. In deciding

whether or not to adopt or amend a traffic separation

scheme, IMO will consider whether the scheme complies with the design criteria for traffic separation

schemes and with the established methods of routing.

IMO also considers whether the aids to navigation proposed will enable mariners to determine their position

with sufficient accuracy to navigate the scheme in accordance with Rule 10 of the International Regulations

for Preventing Collisions at Sea (72 COLREGS).

32 ■ Chapter 1 ■ Volume 9

SEVERE

HIGH

ELEVATED

GUARDED

LOW

SEVERE RISK OF 

TERRORIST ATTACKS

HIGH RISK OF 

TERRORIST ATTACKS

SIGNIFICANT RISK OF 

TERRORIST ATTACKS

GENERAL RISK OF 

TERRORIST ATTACKS

LOW RISK OF 

TERRORIST ATTACKS
(463) General principles for navigation in Traffic Separation Schemes are as follows:

(464) 1. A ship navigating in or near a traffic separation

scheme adopted by IMO shall in particular comply with

Rule 10 of the 72 COLREGS to minimize the development of risk of collisions with another ship. The other

rules of the 72 COLREGS apply in all respects, and particularly the steering and sailing rules if risk of collision with another ship is deemed to exist.

(465) 2. Traffic separation schemes are intended for use

by day and by night in all weather, ice-free waters or under light ice conditions where no extraordinary maneuvers or assistance by icebreaker(s) is required.

(466) 3. Traffic separation schemes are recommended for

use by all ships unless stated otherwise. Bearing in

mind the need for adequate underkeel clearance, a decision to use a traffic separation scheme must take into

account the charted depth, the possibility of changes in

the seabed since the time of last survey, and the effects

of meteorological and tidal conditions on water depths.

(467) 4. A deep water route is an allied routing measure

primarily intended for use by ships which require the

use of such a route because of their draft in relation to

the available depth of water in the area concerned.

Through traffic to which the above consideration does

not apply should, if practicable, avoid following deep

water routes. When using a deep water route mariners

should be aware of possible changes in the indicated

depth of water due to meteorological or other effects.

(468) 5. The arrows printed on charts merely indicate the

general direction of traffic; ships should not set their

courses strictly along the arrows.

(469) 6. Vessels should, so far as practicable, keep clear of

a traffic separation line or separation zone.

(470) 7. Vessels should avoid anchoring in a traffic separation scheme or in the area near its termination.

(471) 8. The signal “YG” meaning “You appear not to be

complying with the traffic separation scheme” is provided in the International Code of Signals for appropriate use.

(472) Note–Several governments administering Traffic

Separation Schemes have expressed their concern to

IMO about the large number of infringements of Rule

10 of the 72 COLREGS and the dangers of such contraventions to personnel, vessels and environment. Several governments have initiated surveillance of traffic

separation schemes for which they are responsible and

are providing documented reports of vessel violations

to flag states. As in the past, the U.S. Coast Guard will

investigate these reports and take appropriate action.

Mariners are urged to comply at all times with the 72

COLREGS.

(473) 9. Notice of temporary adjustments to traffic separation schemes for emergencies or for accommodation

of activities which would otherwise contravene Rule 10

or obstruct navigation may be made in Notices to Mariners. Temporary adjustments may be in the form of a

precautionary area within a traffic lane, or a shift in the

location of a lane.

(474) 10. The IMO approved routing measures which affect shipping in or near U.S. waters are:

(475) In the Approaches to Portland, Maine

(476) In the Approaches to Boston, Massachusetts

(477) In the Approaches to Narragansett Bay, Rhode Island and Buzzards Bay, Massachusetts

(478) Off New York

(479) Off Delaware Bay

(480) In the Approaches to Chesapeake Bay

(481) In the Approaches to Cape Fear River

(482) In the Approaches to Galveston Bay

(483) Off San Francisco

(484) In the Santa Barbara Channel

(485) In the Approaches to Los Angeles-Long Beach

(486) In the Strait of Juan de Fuca

(487) In Puget Sound and its Approaches

(488) In Prince William Sound, Alaska

(489) When approved or established, traffic separation

scheme details are announced in Notice to Mariners,

and later depicted on appropriate charts and included

in the U.S. Coast Pilot.

Maritime Zones

(490) The maritime zones recognized under international law include: internal waters, territorial sea, contiguous zone, exclusive economic zone, continental

shelf, the high seas and the Area (see Figure 1). The following zones are depicted on NOAA's nautical charts:

internal waters, territorial sea, contiguous zone, and

exclusive economic zone. The limits of these zones are

subject to modification as depicted on future charts;

limits shown on the most recent chart edition take precedence.

Internal Waters

(491) Internal waters are the waters (harbors, bays, and

rivers) on the landward side of the baseline from which

the breadth of the territorial sea is measured. The

United States has full sovereignty over its internal waters and ports as if they were part of its land territory.

NOAA's nautical charts depict the baseline from which

the limits of the U.S. territorial sea, contiguous zone,

and exclusive economic zone are measured as well as

the Three Nautical Mile Line and Natural Resources

Boundary, as described below.

Territorial Sea

(492) The territorial sea of the United States extends beyond the land territory and internal waters, and also

General Information ■ Chapter 1 ■ 33
includes the Commonwealth of Puerto Rico, Guam,

American Samoa, the U.S. Virgin Islands, the Commonwealth of the Northern Mariana Islands, and any

other territory or possession over which the United

States exercises sovereignty. (Presidential Proclamation No. 5928. December 27, 1988.) The United States

exercises sovereignty over the territorial sea that extends to the airspace over the area, and to the bed and

subsoil. Under customary international law as reflected

in the 1982 United Nations Convention on the Law of

the Sea (UNCLOS), the territorial sea of the United

States extends to 12 nautical miles (nm) from the baseline from which the breadth of the territorial sea is

measured; determined in accordance with international law except as otherwise established in a maritime boundary treaty of the United States. While the

United States may adopt certain laws and regulations,

vessels of all countries navigating through the territorial sea enjoy the right of innocent passage; vessels and

aircraft of all countries enjoy the right of transit

passage through international straits.

Contiguous Zone

(493) The contiguous zone of the United States is a zone

measured 24 nm from the territorial sea baseline and is

contiguous to the territorial sea of the United States,

including the Commonwealth of Puerto Rico, Guam,

American Samoa, the U.S. Virgin Islands, the Commonwealth of the Northern Mariana Islands, and any

other territory or possession over which the United

States exercises sovereignty. (Presidential Proclamation No. 7219. August 2, 1999.) Under customary law as

reflected in UNCLOS, the U.S. may exercise the control

necessary to prevent infringement of its customs, fiscal, immigration, or sanitary laws and regulations

within its territory or territorial sea, and to punish infringement of these laws and regulations committed

within its territory or territorial sea. The United States

may also prescribe and enforce laws against foreign

flagged vessels and nationals to protect the underwater

cultural heritage to the outer boundary of the

contiguous zone (24 nm).

Exclusive Economic Zone

(494) The exclusive economic zone of the United States

extends no more than 200 nm from the territorial sea

baseline and is adjacent to the 12 nm territorial sea of

the United States, including the Commonwealth of

Puerto Rico, Guam, American Samoa, the U.S. Virgin

Islands, the Commonwealth of the Northern Mariana

Islands, and any other territory or possession over

which the United States exercises sovereignty. (Presidential Proclamation No. 5030 of March 10, 1983 and

Federal Register, volume 60 - number 163, August 23,

1995, “Exclusive Economic Zone and Maritime Boundaries: Notice of Limits”) As such, the exclusive economic zone overlaps the 12 nm - 24 nm contiguous

zone.

34 ■ Chapter 1 ■ Volume 9

09-3603-1

Sovereign

Territory

Sovereign rights to the water

column and continental shelf No national rights

To 200nm inherent sovereign rights for

exploring and exploiting non-living 

resources of seabed and subsoil, 

plus sedentary species

Sovereign rights to

the continental shelf

Beyond 200nm

submission required

to the Commission

on the Limits of the

Continental Shelf to

confirm rights 

Seabed and subsoil non-living

resources administered by the

International Seabed Authority

Territorial

Sea

Baseline

Territorial

State/ Sea

Territory

Coastal Waters

Water column beyond national jurisdiction

Contiguous

Zone

Exclusive Economic Zone The High Seas

Continental Shelf The Area

Sovereign rights for exploring, exploiting,

conserving and managing living and

non-living resources of the water column

and underlying continenetal shelf

Sovereignty extends

to the air space,

water column,

seabed and subsoil

allowing for the right

of innocent passage

12nm 24nm 

1 nautical mile (nm) = 1852

Limited

enforcement

zone

Scale of Rights

3nm 200nm 

To outer edge of continental margin

up to a maximum of 350nm from the

TSB of 100nm beyond the 2,500m

isobath, whichever is the greatest

Figure 1: Offshore extent of the maritime zones recognized under international law
General Information ■ Chapter 1 ■ 35

Marine Protected Areas (MPAs)

(495) Marine Protected Areas (MPAs), such as National

Marine Sanctuaries and State Parks, are along the

coastal waters of the United States. Some MPAs may restrict certain activities of interest to the maritime community (e.g., anchoring, discharge, transit, fishing,

etc.) In order to promote effective stewardship of the

coastal habitats and the natural resources they contain,

the Coast Pilot Branch, in partnership with NOAA's National Marine Protected Areas Center, has incorporated

key information about existing coastal MPAs into the

Coast Pilot books.

(496) MPAs included in this project are sites that occur in

navigable waters and have laws and regulations that

may affect the mariner. A list of the MPAs Inventory of

Sites can be found on the MPAs website

http://www.mpa.gov. Each Coast Pilot chapter that

mentions MPAs along the coast gives a reference to Appendix C (in all Coast Pilot volumes) for more details.

Appendix C indicates the types of site-specific restrictions that are potentially of interest to mariners.

(497) For Alaska, only Federally-designated MPAs are

listed. State-designated MPAs will be included in later

editions as data is collected.

U.S. GOVERNMENT AGENCIES PROVIDING

ADDITIONAL MARITIME SERVICES

DEPARTMENT OF AGRICULTURE

Animal and Plant Health Inspection Service

(498) The Animal and Plant Health Inspection Service is

responsible for protecting the Nation’s animal population, food and fiber crops, and forests from invasion by

foreign pests. They administer agricultural quarantine

and restrictive orders issued under authority provided

in various acts of Congress. The regulations prohibit or

restrict the importation or interstate movement of live

animals, meats, animal products, plants, plant products, soil, injurious insects, and associated items that

may introduce or spread plant pests and animal diseases which may be new to or not widely distributed

within the United States or its territories. Inspectors

examine imports at ports of entry as well as the vessel,

its stores, and crew or passenger baggage.

(499) The Service also provides an inspection and certification service for exporters to assist them in meeting

the quarantine requirements of foreign countries. (See

Appendix A for a list of ports where agricultural inspectors are located and inspections conducted.)

DEPARTMENT OF COMMERCE

National Oceanic and Atmospheric Administration

(NOAA)

(500) The National Oceanic and Atmospheric Administration (NOAA) conducts research and gathers data

about the global oceans, atmosphere, space, and sun,

and applies this knowledge to improve our understanding and stewardship of the environment.

(501) NOAA provides services to the nation and the public through five major organizations: the National

Ocean Service, the National Weather Service, the National Marine Fisheries Service, the National Environmental Satellite, Data and Information Service, and

NOAA Research; and numerous special program units.

In addition, NOAA research and operational activities

are supported by the Nation’s seventh uniformed service, the NOAA Corps, a commissioned officer corps of

men and women who operate NOAA ships and aircraft,

and serve in scientific and administrative positions.

National Ocean Service (NOS)

(502) The National Ocean Service produces nautical

charts, the Coast Pilot, and related publications for safe

navigation of marine commerce, and provides basic

data for engineering and scientific purposes and other

commercial and industrial needs. The principal facilities of NOS are located in Silver Spring, MD, Norfolk,

VA (Atlantic Marine Center), and Seattle, WA (Pacific

Marine Center). NOAA ships are based at the marine

centers. (See Appendix A for addresses.)

(503) Sales agents for NOAA nautical charts and the

Coast Pilot are located in many U.S. ports and in some

foreign ports. Catalogs showing the limits of NOAA

nautical charts are available free from: FAA/National

Aeronautical Charting Office. (See Appendix A for address, or call 1-800-638-8972.) Local authorized sales

agents can be located using the query form at

http://www.naco.faa.gov/Agents.asp. This form is used to

locate aeronautical and nautical sales agents so the

“Nautical Agents” button must be selected.

(504) Nautical charts are published primarily for the use

of the mariner, but serve the public interest in many

other ways. They are compiled principally from NOAA

basic field surveys, supplemented by data from other

Government organizations.

(505) Tides and Currents. The Center for Operational

Oceanographic Products and Services (CO-OPS) collects and distributes observations and predictions of

water levels and currents to ensure safe, efficient and

environmentally sound maritime commerce.
36 ■ Chapter 1 ■ Volume 9

(506) Water level, tides, and current observations and

predictions are available on the Internet at

http://www.tidesandcurrents.noaa.gov. From this

Home Page, users can choose a variety of information,

including water level, tidal predictions, observed water

level data, tides online (including a listing of all water

level stations currently in storm surge mode), sea levels online, Great Lakes online, and PORTS.

(507) PORTS (Physical Oceanographic Real-Time System) is a centralized data acquisition and dissemination system that provides real-time water levels,

currents, and other oceanographic and meteorological

data from bays and harbors. This information is provided via telephone voice response (for most ports) and

the Internet. Accurate real-time water level information allows U.S. port authorities and maritime shippers

to make sound decisions regarding loading of tonnage

(based on available bottom clearance), maximizing

loads, and limiting passage times, without compromising safety.

(508) There are PORTS systems in 19 areas of the United

States. The table below lists the ports and the telephone

number for voice access to the PORTS data.

Port or Waterway Voice Access Phone

Number

Anchorage, Alaska 1-866-257-6787

Cherry Point, Washington not available

Chesapeake Bay 1-866-247-6787

Columbia River, Lower 1-888-537-6787

Delaware River and Bay 1-866-307-6787

Gulfport, Mississippi 1-888-257-1858

Houston/Galveston 1-866-447-6787

Lake Charles 1-888-817-7692

Los Angeles/Long Beach not available

Mobile Bay, Alabama 1-877-847-6787

Narragansett Bay, Rhode Island 1-866-757-6787

New Haven, Connecticut 1-888-807-6787

New York/New Jersey Harbor 1-866-217-6787

Pascagoula, Mississippi 1-888-257-1857

Sabine Neches 1-888-257-1859

San Francisco Bay 1-866-727-6787

Soo Locks, Michigan 301-713-9596 (toll)

Tacoma, Washington 1-888-607-6787

Tampa Bay, Florida 1-866-827-6787

(509) Tide Tables and Tidal Current Tables are no longer

published by NOAA. Many local publishers and printers

throughout the country publish regional and localized

tide and tidal current predictions in booklet, calendar,

and other formats. The data printed in these local and

regional publications is, in many cases, obtained directly from NOAA. For availability of localized prediction tables consult marinas and marine supply

companies in your area. Two publishing firms are

printing complete east and west coast tide and tidal

current predictions for US ports and coastal areas–

(510) ProStar Publications

(511) (http://www.prostarpublications.com)

(512) International Marine Division of McGraw Hill

(513) (http://www.books.mcgraw-hill.com).

(514) Caution.–When using the Tide Tables, slack water

should not be confused with high or low water. For

ocean stations there is usually little difference between

the time of high or low water and the beginning of ebb

or flood currents; but for places in narrow channels,

landlocked harbors, or on tidal rivers, the time of slack

current may differ by several hours from the time of

high or low water. The relation of the times of high or

low water to the turning of the current depends upon a

number of factors, so that no simple general rule can be

given.

(515) Tidal Current Charts are not being maintained or

reprinted by NOAA.

National Weather Service (NWS)

National Data Buoy Center Meteorological Buoys

(516) The National Data Buoy Center (NDBC) deploys

moored meteorological buoys which provide weather

data directly to the mariner as well as to marine forecasters. In 1998, a disproportionate number of these

buoys have had mooring failures due to abrasion of the

nylon mooring line by trawls, tow lines, etc.

(517) These buoys have a watch circle radius (WCR) of

2,000 to 4,000 yards from assigned position (AP). In addition, any mooring in waters deeper than 1,000 feet

will have a floating “loop” or catenary that may be as little as 500 feet below the surface. This catenary could be

anywhere within the buoy’s WCR. Any underwater activity within this radius may contact the mooring causing a failure.

(518) To avoid cutting or damaging a moor, mariners are

urged to exercise extreme caution when navigating in

the vicinity of meteorological buoys and to remain well

clear of the watch circle. If a mooring is accidentally

contacted or cut, please notify NDBC at (228) 688-2835

or (228) 688-2436.

(519) For further information relating to these buoys

consult the NDBC home page (http://seaboard.ndbc.

noaa.gov).
Marine Weather Forecasts

(520) The National Weather Service provides marine

weather forecasts and warnings for the U.S. coastal waters, the Great Lakes, offshore waters, and high seas areas. Scheduled marine forecasts are issued four times

daily from National Weather Service Offices with local

areas of responsibility, around the United States,

Guam, American Samoa, and Puerto Rico. (See Appendix A for National Weather Service Offices located in

the area covered by this Coast Pilot.)

(521) Typically, the forecasts contain information on

wind speed and direction, wave heights, visibility,

weather, and a general synopsis of weather patterns affecting the region. The forecasts are supplemented

with special marine warnings and statements, radar

summaries, marine observations, small-craft advisories, gale warnings, storm warnings and various categories of tropical cyclone warnings e.g., tropical

depression, tropical storm and hurricane warnings.

Specialized products such as coastal flood, seiche, and

tsunami warnings, heavy surf advisories, low water

statements, ice forecasts and outlooks, and lake shore

warnings and statements are issued as necessary. (For

further information, go to http://www.weather.gov/om/

marine/home.htm.)

(522) The principal means of disseminating marine

weather services and products in coastal areas is NOAA

Weather Radio. This network of more than 900 transmitters, covering all 50 states, adjacent coastal waters,

Puerto Rico, the U.S. Virgin Islands, and the U.S. Pacific Territories, is operated by the NWS and provides

continuous broadcasts of weather information for the

general public. These broadcasts repeat recorded messages every 4 to 6 minutes. Messages are updated periodically, usually every 2-3 hours and amended as

required to include the latest information. When severe weather threatens, routine transmissions are interrupted and the broadcast is devoted to emergency

warnings. (See Appendix A for NOAA Weather Radio

Stations covered by this Coast Pilot.)

(523) In coastal areas, the programming is tailored to the

needs of the marine community. Each coastal marine

forecast covers a specific area. For example, “Cape

Henlopen to Virginia Beach, out 20 miles.” The broadcast range is about 40 miles from the transmitting antenna site, depending on terrain and quality of the

receiver used. When transmitting antennas are on high

ground, the range is somewhat greater, reaching 60

miles or more. Some receivers are equipped with a

warning alert device that can be turned on by means of

a tone signal controlled by the NWS office concerned.

This signal is transmitted for 13 seconds preceding an

announcement of a severe weather warning.

(524) NWS marine weather products are also disseminated to marine users through the broadcast facilities

of the Coast Guard, Navy, and commercial marine radio

stations. Details on these broadcasts including times,

frequencies, and broadcast content are listed on the NWS

internet site, Marine Product Dissemination Information, http://www.nws.noaa.gov/om/marine/home.htm.

For marine weather services in the coastal areas, the

NWS publishes a series of Marine Weather Services

Charts showing locations of NOAA Weather Radio stations, sites, telephone numbers of recorded weather

messages and NWS offices, and other useful marine

weather information.

(525) Ships of all nations share equally in the effort to report weather observations. These reports enable meteorologists to create a detailed picture of wind, wave,

and weather patterns over the open waters that no

other data source can provide and upon which marine

forecasts are based. The effectiveness and reliability of

these forecasts and warnings plus other services to the

marine community are strongly linked to the observations received from mariners. There is an especially urgent need for ship observations in the coastal waters,

and the NWS asks that these be made and transmitted

whenever possible. Many storms originate and intensify in coastal areas. There may be a great difference in

both wind direction and speed between the open sea,

the offshore waters, and on the coast itself.

(526) Information on how ships, commercial fishermen,

offshore industries, and others in the coastal zone may

participate in the marine observation program is available from National Weather Service Port Meteorological Officers (PMOs). Port Meteorological Officers are

located in major U.S. port cities where they visit ships

in port to assist masters and mates with the weather

observation program, provide instruction on the interpretation of weather charts, calibrate barometers and

other meteorological instruments, and discuss marine

weather communications and marine weather requirements affecting the ships’ operations. (For further information on the Voluntary Observing Ship Program

and Port Meteorological Officers, go to http://www.vos.

noaa.gov.)

Space Environment Center (SEC)

(527) The Space Environment Center disseminates space

weather alerts and forecasts (information concerning

solar activity, radio propagation, etc.).

(528) For general information, see Appendix A for address and phone number.

General Information ■ Chapter 1 ■ 37
National Environmental Satellite, Data, and

Information Service (NESDIS)

(529) Among its functions, NESDIS archives, processes,

and disseminates the non-realtime meteorological and

oceanographic data collected by government agencies

and private institutions. Marine weather observations

are collected from ships at sea on a voluntary basis.

About one million observations are received annually

at NESDIS’s National Climatic Center. They come from

vessels representing every maritime nation. These observations, along with land data, are returned to the

mariners in the form of climatological summaries and

atlases for coastal and ocean areas. They are available in

such NOAA publications as the U.S. Coast Pilot, Mariners Weather Log, and Local Climatological Data, Annual Summary. They also appear in the National

Geospatial-Intelligence Agency’s Pilot Chart Atlases

and Sailing Directions Planning Guides.

DEPARTMENT OF DEFENSE

National Geospatial-Intelligence Agency (NGA)

(530) The National Geospatial-Intelligence Agency provides hydrographic, navigational, topographic, and

geodetic data, charts, maps, and related products and

services to the Armed Forces, other Federal Agencies,

the Merchant Marine and mariners in general. Publications include Sailing Directions, List of Lights, Distances Between Ports, Radio Navigational Aids,

International Code of Signals, American Practical Navigator (Bowditch), and Notice to Mariners. (See National Geospatial-Intelligence Agency Procurement

Information in Appendix A.)

U.S. Army Corps of Engineers (USACE)

(531) The U.S. Army Corps of Engineers has charge of the

improvement of the rivers and harbors of the United

States and of miscellaneous other civil works which include the administration of certain Federal laws enacted for the protection and preservation of navigable

waters of the United States; the establishment of regulations for the use, administration, and navigation of

navigable waters; the establishment of harbor lines; the

removal of sunken vessels obstructing or endangering

navigation; and the granting of permits for structures

or operations in navigable waters, and for discharges

and deposits of dredged and fill materials in these waters.

(532) Restricted areas in most places are defined and

regulations governing them are established by the U.S.

Army Corps of Engineers. The regulations are enforced

by the authority designated in the regulations, and the

areas are shown on the large-scale charts of NOS. Copies of the regulations may be obtained at the District

offices of the U.S. Army Corps of Engineers. The regulations also are included in the appropriate Coast Pilot.

(533) Information concerning the various ports, improvements, channel depths, navigable waters, and the

condition of the Intracoastal Waterways in the areas

under their jurisdiction may be obtained direct from

the District Engineer Offices. (See Appendix A for addresses.)

(534) The U.S. Army Corps of Engineers has general supervision of location, construction, and manner of

maintenance of all traps, weirs, pounds, or other fishing structures in the navigable waters of the United

States. Where State and/or local controls are sufficient

to regulate these structures, including that they do not

interfere with navigation, the U.S. Army Corps of Engineers leaves such regulation to the State or local authority. (See 33 CFR 330 (not carried in this Pilot) for

applicable Federal regulations.) Construction permits

issued by the Engineers specify the lights and signals

required for the safety of navigation.

(535) Fish havens, artificial reefs constructed to attract

fish, can be established in U.S. coastal waters only as

authorized by a U.S. Army Corps of Engineers permit;

the permit specifies the location, extent, and depth over

these mounds of rubble.

U.S. Naval Observatory

(536) The U.S. Naval Observatory (USNO) provides the

following services: automated data services for Loran-C, GPS and NAVSAT information: data service

(menu driven) parameters - 8 bit, no parity, 1 stop,

1200 to 2400 BAUD, access password CESIUM133.

Time service: 900-410-8463 or 202-762-1401. General

information: 202-762-1467.

DEPARTMENT OF HEALTH AND HUMAN

SERVICES

Food and Drug Administration (FDA)

(537) Under the provisions of the Control of Communicable Diseases Regulations (21 CFR 1240) and Interstate Conveyance Sanitation Regulations (21 CFR

1250), vessel companies operating in interstate traffic

shall obtain potable water for drinking and culinary

purposes only at watering points found acceptable to

the Food and Drug Administration. Water supplies

used in watering point operations must also be inspected to determine compliance with applicable Interstate Quarantine Regulations (42 CFR 72). These

regulations are based on authority contained in the

38 ■ Chapter 1 ■ Volume 9
Public Health Service Act (PL 78–410). Penalties for violation of any regulation prescribed under authority of

the Act are provided for under Section 368 (42 USC

271) of the Act.

(538) FDA annually publishes a list of Acceptable Vessel

Watering Points. This list is available from most FDA

offices or from Interstate Travel Sanitation Subprogram Center for Food Safety and Applied Nutrition,

FDA (HFF-312), 200 C Street SW., Washington, DC

20204. Current status of watering points can be ascertained by contacting any FDA office. (See Appendix A

for addresses.)

Public Health Service

(539) The Public Health Service administers foreign

quarantine procedures at U.S. ports of entry.

(540) All vessels arriving in the United States are subject

to public health inspection. Vessels subject to routine

boarding for quarantine inspection are only those

which have had on board during the 15 days preceding

the date of expected arrival or during the period since

departure (whichever period of time is shorter) the occurrence of any death or ill person among passengers

or crew (including those who have disembarked or

have been removed). The master of a vessel must report

such occurrences immediately by radio to the quarantine station at or nearest the port at which the vessel

will arrive.

(541) In addition, the master of a vessel carrying 13 or

more passengers must report by radio 24 hours before

arrival the number of cases (including zero) of diarrhea

in passengers and crew recorded in the ship’s medical

log during the current cruise. All cases that occur after

the 24 hour report must also be reported not less than 4

hours before arrival.

(542) Ill person means person who:

(543) 1. Has a temperature of 100°F (or 38°C) or greater,

accompanied by a rash, glandular swelling, or jaundice,

or which has persisted for more than 48 hours; or

(544) 2. Has diarrhea, defined as the occurrence in a 24

hour period of three or more loose stools or of a greater

than normal (for the person) amount of loose stools.

(545) Vessels arriving at ports under control of the

United States are subject to sanitary inspection to determine whether measures should be applied to prevent the introduction, transmission, or spread of

communicable disease.

(546) Specific public health laws, regulations, policies,

and procedures may be obtained by contacting U.S.

Quarantine Stations, U.S. Consulates or the Chief Program Operations, Division of Quarantine, Centers for

Disease Control, Atlanta, Ga. 30333. (See Appendix A

for addresses of U.S. Public Health Service Quarantine

Stations.)

DEPARTMENT OF HOMELAND SECURITY

U.S. Citizenship and Immigration Services

(547) The Immigration and Naturalization Service administers the laws relating to admission, exclusion,

and deportation of aliens, the registration and fingerprinting of aliens, and the naturalization of aliens lawfully resident in the United States.

(548) The designated ports of entry for aliens are divided

into three classes. Class A is for all aliens. Class B is

only for aliens who at the time of applying for admission are lawfully in possession of valid resident aliens’

border-crossing identification cards or valid nonresident aliens’ border-crossing identification cards or are

admissible without documents under the documentary

waivers contained in 8 CFR 212.1(a). Class C is only

for aliens who are arriving in the United States as crewmen as that term is defined in Section 101(a) (10) of the

Immigration and Nationality Act. (The term crewman

means a person serving in any capacity on board a vessel or aircraft.) No person may enter the United States

until he has been inspected by an immigration officer.

A list of the offices covered by this Coast Pilot is given

in Appendix A.

U.S. Coast Guard

(549) The Coast Guard has among its duties the enforcement of the laws of the United States on the high seas

and in coastal and inland waters of the U.S. and its possessions; enforcement of navigation and neutrality

laws and regulations; establishment and enforcement

of navigational regulations upon the Inland Waters of

the United States, including the establishment of a demarcation line separating the high seas from waters

upon which U.S. navigational rules apply; administration of the Oil Pollution Act of 1961, as amended; establishment and administration of vessel anchorages;

approval of bridge locations and clearances over navigable waters; administration of the alteration of obstructive bridges; regulation of drawbridge operations;

inspection of vessels of the Merchant Marine; admeasurement of vessels; documentation of vessels; preparation and publication of merchant vessel registers;

registration of stack insignia; port security; issuance of

Merchant Marine licenses and documents; search and

rescue operations; investigation of marine casualties

and accidents, and suspension and revocation proceedings; destruction of derelicts; operation of aids to navigation; publication of Light Lists and Local Notices to

Mariners; and operation of ice-breaking facilities.

General Information ■ Chapter 1 ■ 39
(550) The Coast Guard, with the cooperation of coast radio stations of many nations, operates the Automated

Mutual-assistance Vessel Rescue System (AMVER). It

is an international maritime mutual assistance program which provides important aid to the development

and coordination of search and rescue (SAR) efforts in

many offshore areas of the world. Merchant ships of all

nations making offshore passages are encouraged to

voluntarily send movement (sailing) reports and periodic position reports to the AMVER Center at Coast

Guard New York via selected radio stations. Information from these reports is entered into an electronic

computer which generates and maintains dead reckoning positions for the vessels. Characteristics of vessels

which are valuable for determining SAR capability are

also entered into the computer from available sources

of information.

(551) A worldwide communications network of radio stations supports the AMVER System. Propagation conditions, location of vessel, and traffic density will

normally determine which station may best be contacted to establish communications. To ensure that no

charge is applied, all AMVER reports should be passed

through specified radio stations. Those stations which

currently accept AMVER reports and apply no coastal

station, ship station, or landline charge are listed in

each issue of the “AMVER Bulletin” publication. Also

listed are the respective International radio call signs,

locations, frequency bands, and hours of operation.

The “AMVER Bulletin” is available from AMVER Maritime Relations, U.S. Coast Guard, Battery Park Building New York, NY 10004, TEL: 212-668-7764, FAX

212-668-7684. Although AMVER reports may be sent

through nonparticipating stations, the Coast Guard

cannot reimburse the sender for any charges applied.

(552) Information concerning the predicted location and

SAR characteristics of each vessel known to be within

the area of interest is made available upon request to

recognized SAR agencies of any nation or vessels needing assistance. Predicted locations are only disclosed

for reasons related to marine safety.

(553) Benefits of AMVER participation to shipping include: (1) improved chances of aid in emergencies, (2)

reduced number of calls for assistance to vessels not favorably located, and (3) reduced time lost for vessels responding to calls for assistance. An AMVER participant

is under no greater obligation to render assistance during an emergency than a vessel who is not participating.

(554) All AMVER messages should be addressed to Coast

Guard New York regardless of the station to which the

message is delivered, except those sent to Canadian stations which should be addressed to AMVER Halifax or

AMVER Vancouver to avoid incurring charges to the

vessel for these messages.

(555) Instructions guiding participation in the AMVER

System are available in the following languages: Chinese, Danish, Dutch, English, French, German, Greek,

Italian, Japanese, Korean, Norwegian, Polish, Portuguese, Russian, Spanish, and Swedish. The AMVER Users Manual is available from: AMVER Maritime

Relations; Commander, Atlantic Area, U.S. Coast

Guard, Federal Building, 431 Crawford Street,

Portsmouth, VA 23704-5004; Commander, Pacific Area,

U.S. Coast Guard, Coast Guard Island, Alameda, CA.

94501-5100; and at U.S. Coast Guard Sectors in major

U.S. ports. Requests for instructions should state the

language desired if other than English.

(556) For AMVER participants bound for U.S. ports there is

an additional benefit. AMVER participation via messages

which include the necessary information is considered

to meet the requirements of 33 CFR 160. (See

160.201, chapter 2, for rules and regulations.)

(557) AMVER Reporting Required. U.S. Maritime Administration regulations effective August 1, 1983, state

that certain U.S. flag vessels and foreign flag “War Risk”

vessels must report and regularly update their voyages

to the AMVER Center. This reporting is required of the

following: (a) U.S. flag vessels of 1,000 gross tons or

greater, operating in foreign commerce; (b) foreign flag

vessels of 1,000 gross tons or greater, for which an Interim War Risk Insurance Binder has been issued under the provisions of Title XII, Merchant Marine Act,

1936.

(558) Details of the above procedures are contained in

the AMVER Users Manual. The system is also published

in NGA Pub. 117.

(559) Search and Rescue Operation procedures are contained in the International Maritime Organization

(IMO) SAR Manual (MERSAR). U.S. flag vessels may obtain a copy of MERSAR from local Coast Guard Marine

Safety Offices and Marine Inspection Offices or by writing to U.S. Coast Guard (G-OSR), Washington, DC

20593-0001. Other flag vessels may purchase MERSAR

directly from IMO.

(560) The Coast Guard conducts and/or coordinates

search and rescue operations for surface vessels and

aircraft that are in distress or overdue. (See Distress

Signals and Communication Procedures this chapter.)

(561) Documentation (issuance of certificates of registry,

enrollments, and licenses), admeasurements of vessels,

and administration of the various navigation laws

pertaining thereto are functions of the Coast Guard.

Yacht commissions are also issued, and certain undocumented vessels required to be numbered by the Federal

Boat Safety Act of 1971 are numbered either by the

Coast Guard or by a State having an approved numbering system (the latter is most common). Owners of

40 ■ Chapter 1 ■ Volume 9
General Information ■ Chapter 1 ■ 41

vessels may obtain the necessary information from any

Coast Guard District Commander, Marine Safety Office, or Marine Inspection Office. Coast Guard District

Offices, Coast Guard Sector Offices, Coast Guard Stations, Marine Safety Offices, Captain of the Port Offices,

Marine Inspection Offices, and Documentation Offices

are listed in Appendix A. (Note: A Marine Safety Office

performs the same functions as those of a Captain of

the Port and a Marine Inspection Office. When a function is at a different address than the Marine Safety Office, it will be listed separately in Appendix A.)

U.S. Customs and Border Protection

(562) The U.S. Customs and Border Protection administers certain laws relating to:

(563) • entry and clearance of vessels and permits for

certain vessel movements between points in the United

States

(564) • prohibitions against coastwise transportation of

passengers and merchandise

(565) • salvage

(566) • dredging and towing by foreign vessels

(567) • certain activities of vessels in the fishing trade

(568) • regular and special tonnage taxes on vessels

(569) • landing and delivery of foreign merchandise (including unlading, appraisement, lighterage, drayage,

warehousing, and shipment in bond)

(570) • collection of customs duties, including duty on

imported pleasure boats and yachts and 50% duty on

foreign repairs to American vessels engaged in trade

(571) • customs treatment of sea and ship's stores while

in port and the baggage of crewmen and passengers

(572) • illegally imported merchandise

(573) • remission of penalties or forfeiture if customs or

navigation laws have been violated.

(574) The Customs Service also cooperates with many

other Federal agencies in the enforcement of statutes

they are responsible for. Customs districts and ports of

entry, including customs stations, are listed in Appendix A.

(575) The Customs and Border Protection office may issue, without charge, a cruising license, normally valid

for one year, to a yacht of a foreign country which has a

reciprocal agreement with the United States. A foreign

yacht holding a cruising license is exempt from having

to undergo formal entry and clearance procedures such

as filing manifests and obtaining permits to proceed as

well as from payment of tonnage tax and entry and

clearance fees at all but the first port of entry. These

vessels shall not engage in trade, violate the laws of the

United States, visit a vessel not yet inspected by a Customs Agent and does, within 24 hours of arrival at each

port or place in the United States, report the fact of arrival to the nearest customhouse. Countries which

have reciprocal agreements granting these privileges

to U.S. yachts are:

Argentina Honduras

Australia Ireland

Austria Italy

Bahama Islands Jamaica

Belgium Liberia

Bermuda Marshall Islands

Canada Netherlands

Denmark New Zealand

Finland Norway

France Sweden

Germany Switzerland

Great Britain Turkey

Greece

(576) Further information concerning cruising licenses

may be obtained from the headquarters port for the

customs district in which the license is desired or at

http://www.cbp.gov. U.S. yacht owners planning cruises

to foreign ports may contact the nearest customs district headquarters as to customs requirements.

ENVIRONMENTAL PROTECTION AGENCY

(EPA)

(577) The U.S. Environmental Protection Agency provides coordinated governmental action to assure the

protection of the environment by abating and controlling pollution on a systematic basis. The ocean dumping permit program of the Environmental Protection

Agency provides that except when authorized by permit, the dumping of any material into the ocean is prohibited by the “Marine Protection, Research, and

Sanctuaries Act of 1972, Public Law 92–532,” as

amended (33 USC 1401 et seq.).

(578) Permits for the dumping of dredged material into

waters of the United States, including the territorial

sea, and into ocean waters are issued by the U.S. Army

Corps of Engineers. Permits for the dumping of fill material into waters of the United States, including the

territorial sea, are also issued by the U.S. Army Corps of

Engineers. Permits for the dumping of other material

in the territorial sea and ocean waters are issued by the

Environmental Protection Agency.
42 ■ Chapter 1 ■ Volume 9

(579) U.S. Army Corps of Engineers regulations relating

to the above are contained in 33 CFR 323-324; Environmental Protection Agency regulations are in 40

CFR 220-229. (See Disposal Sites, this chapter.)

(580) Persons or organizations who want to file for an application for an ocean dumping permit should write the

Environmental Protection Agency Regional Office for

the region in which the port of departure is located.

(See Appendix A for addresses of regional offices and

States in the EPA coastal regions.)

(581) The letter should contain the name and address of

the applicant; name and address of person or firm; the

name and usual location of the conveyance to be used

in the transportation and dumping of the material involved; a physical description where appropriate; and

the quantity to be dumped and proposed dumping site.

(582) Everyone who writes EPA will be sent information

about a final application for a permit as soon as possible. This final application is expected to include questions about the description of the process or activity

giving rise to the production of the dumping material;

information on past activities of applicant or others

with respect to the disposal of the type of material involved; and a description about available alternative

means of disposal of the material with explanations

about why an alternative is thought by the applicant to

be inappropriate.

FEDERAL COMMUNICATIONS COMMISSION

(FCC)

(583) The Federal Communications Commission controls non-Government radio communications in the

United States, Guam, Puerto Rico, and the Virgin Islands. Commission inspectors have authority to board

ships to determine whether their radio stations comply

with international treaties, Federal Laws, and Commission regulations. The commission has field offices in

the principal U.S. ports. (See Appendix A for addresses.)

Information concerning ship radio regulations and service documents may be obtained from the Federal Communications Commission, Washington, DC 20554, or

from any of the field offices.
Navigation Regulations

(1) This chapter contains sections from Code of Federal Regulations (CFR)that are of importance to mariners in the area covered by this Coast Pilot. Sections of

little value to the mariner are sometimes omitted.

Omitted sections are signified by the following [...]

(2) Extracts from the following titles are contained in

this chapter.

Title 33 (33 CFR): Navigation and Navigable

Waters)

(3) Part 26, Vessel Bridge-to-Bridge Radiotelephone

Regulations

(4) Part 67, Aids to Navigation on Artificial Islands and

Fixed Structures (in part)

(5) Part 70, Interference with or Damage to Aids to

Navigation

(6) Part 80, COLREGS Demarcation Lines

(7) Part 110, Anchorage Regulations

(8) Part 157, Rules for the Protection of the Marine Environment relating to Tank Vessels Carrying Oil in Bulk

(9) Part 160, Ports and Waterways Safety-General

(10) Part 161, Vessel Traffic Management

(11) Part 162, Inland Waterways Navigation Regulations

(12) Part 164, Navigation Safety Regulations (in part)

(13) Part 165, Regulated Navigation Areas and Limited

Access Areas

(14) Part 166, Shipping Safety Fairways

(15) Part 167, Offshore Traffic Separation Schemes

(16) Part 168, Escort Requirements for Certain Tankers

(17) Part 169, Ship Reporting Systems

(18) Part 334, Danger Zones and Restricted Area Regulations

Title 50 (50 CFR): Wildlife and Fisheries

(19) Part 216, Regulations Governing the Taking and

Importing of Marine Mammals

(20) Part 223, Threatened Marine and Anadromous Species

(21) Part 224, Endangered Marine and Anadromous

Species

(22) Part 226, Designated Critical Habitat

Note

(23) These regulations can only be amended by the enforcing agency or other authority cited in the

regulations. Accordingly, requests for changes to these

regulations should be directed to the appropriate

agency for action. In those regulations where the enforcing agency is not cited or is unclear, recommendations for changes should be directed to the following

Federal agencies for action:

(24) U.S. Coast Guard: (33 CFR 26, 67, 80, 110, 157,

160, 161, 162, 164, 165, 166, 167, and 168);

(25) U.S. Army Corps of Engineers: (33 CFR 334);

(26) National Marine Fisheries Service, National Oceanic and Atmospheric Administration: (50 CFR 223

and 224).

TITLE 33–NAVIGATION AND NAVIGABLE

WATERS

Part 26–Vessel Bridge-to-Bridge

Radiotelephone Regulations

§26.01 Purpose.

(27) (a) The purpose of this part is to implement the

provisions of the Vessel Bridge-to-Bridge Radiotelephone Act. This part–

(28) (1) Requires the use of the vessel bridge-to-bridge

radiotelephone;

(29) (2) Provides the Coast Guard’s interpretation of the

meaning of important terms in the Act;

(30) (3) Prescribes the procedures for applying for an

exemption from the Act and the regulations issued under the Act and a listing of exemptions.

(31) (b) Nothing in this part relieves any person from

the obligation of complying with the rules of the road

and the applicable pilot rules.

§26.02 Definitions.

(32) For the purpose of this part and interpreting the

Act–

(33) Act means the “Vessel Bridge-to-Bridge Radiotelephone Act,” 33 U.S.C. sections 1201-1208;

(34) Length is measured from end to end over the deck

excluding sheer;

Navigation Regulations ■ Chapter 2 ■ 43
(35) Power-driven vessel means any vessel propelled by

machinery; and

(36) Secretary means the Secretary of the Department

in which the Coast Guard is operating;

(37) Territorial sea means all waters as defined in

§2.22(a)(1) of this chapter.

(38) Towing vessel means any commercial vessel engaged in towing another vessel astern, alongside, or by

pushing ahead.

(39) Vessel Traffic Services (VTS) means a service implemented under Part 161 of this chapter by the United

States Coast Guard designed to improve the safety and

efficiency of vessel traffic and to protect the environment. The VTS has the capability to interact with marine traffic and respond to traffic situations developing

in the VTS area.

(40) Vessel Traffic Service Area or VTS Area means the

geographical area encompassing a specific VTS area of

service as described in Part 161 of this chapter. This

area of service may be subdivided into sectors for the

purpose of allocating responsibility to individual Vessel

Traffic Centers or to identify different operating requirements.

(41) Note: Although regulatory jurisdiction is limited to

the navigable waters of the United States, certain vessels will be encouraged or may be required, as a condition of port entry to report beyond this area to facilitate

traffic management within the VTS area.

§26.03 Radiotelephone required.

(42) (a) Unless an exemption is granted under §26.09

and except as provided in paragraph (a)(4) of this section, this part applies to:

(43) (1) Every power-driven vessel of 20 meters or over

in length while navigating;

(44) (2) Every vessel of 100 gross tons and upward carrying one or more passengers for hire while navigating;

(45) (3) Every towing vessel of 26 feet or over in length

while navigating; and

(46) (4) Every dredge and floating plant engaged in or

near a channel or fairway in operations likely to restrict

or affect navigation of other vessels except for an unmanned or intermittently manned floating plant under

the control of a dredge.

(47) (b) Every vessel, dredge, or floating plant described

in paragraph (a) of this section must have a

radiotelephone on board capable of operation from its

navigational bridge, or in the case of a dredge, from its

main control station, and capable of transmitting and

receiving on the frequency or frequencies within the

156-162 Mega-Hertz band using the classes of emissions designated by the Federal Communications Commission for the exchange of navigational information.

(48) (c) The radiotelephone required by paragraph (b) of

this section must be carried on board the described vessels, dredges, and floating plants upon the navigable

waters of the United States.

(49) (d) The radiotelephone required by paragraph (b) of

this section must be capable of transmitting and receiving on VHF-FM channel 22A (157.1 MHz).

(50) (e) While transiting any of the following waters,

each vessel described in paragraph (a) of this section

also must have on board a radiotelephone capable of

transmitting and receiving on VHF-FM channel 67

(156.375 MHz):

(51) (1) The lower Mississippi River from the territorial

sea boundary, and within either the Southwest Pass

safety fairway or the South Pass safety fairway specified

in 33 CFR 166.200, to mile 242.4 AHP (Above Head of

Passes) near Baton Rouge;

(52) (2) The Mississippi River-Gulf Outlet from the territorial sea boundary, and within the Mississippi

River-Gulf outlet Safety Fairway specified in 33 CFR

166.200, to that channel’s junction with the Inner Harbor Navigation Canal; and

(53) (3) The full length of the Inner Harbor Navigation

Canal from its junction with the Mississippi River to

that canal’s entry to Lake Pontchartrain at the New

Seabrook vehicular bridge.

(54) (f) In addition to the radiotelephone required by

paragraph (b) of this section each vessel described in

paragraph (a) of this section while transiting any waters within a Vessel Traffic Service Area, must have on

board a radiotelephone capable of transmitting and receiving on the VTS designated frequency in Table

161.12(c) (VTS and VMRS Centers, Call Signs/MMSI,

Designated Frequencies, and Monitoring Areas).

(55) Note: A single VHF-FM radio capable of scanning

or sequential monitoring (often referred to as “dual

watch” capability) will not meet the requirements for

two radios.

§26.04 Use of the designated frequency.

(56) (a) No person may use the frequency designated by

the Federal Communications Commission under section 8 of the Act, 33 U.S.C. 1207(a), to transmit any information other than information necessary for the

safe navigation of vessels or necessary tests.

(57) (b) Each person who is required to maintain a listening watch under section 5 of the Act shall, when necessary, transmit and confirm, on the designated frequency,

the intentions of his vessel and any other information

necessary for the safe navigation of vessels.

(58) (c) Nothing in these regulations may be construed

as prohibiting the use of the designated frequency to

communicate with shore stations to obtain or furnish

44 ■ Chapter 2 ■ Volume 9
information necessary for the safe navigation of vessels.

(59) (d) On the navigable waters of the United States,

channel 13 (156.65 MHz) is the designated frequency

required to be monitored in accordance with §26.05(a)

except that in the area prescribed in §26.03(e), channel

67 (156.375 MHz) is the designated frequency.

(60) (e) On those navigable waters of the United States

within a VTS area, the designated VTS frequency is an

additional designated frequency required to be monitored in accordance with §26.05.

§26.05 Use of radiotelephone.

(61) Section 5 of the Act states that the radiotelephone

required by this Act is for the exclusive use of the master or person in charge of the vessel, or the person designated by the master or person in charge to pilot or

direct the movement of the vessel, who shall maintain a

listening watch on the designated frequency. Nothing

herein shall be interpreted as precluding the use of portable radiotelephone equipment to satisfy the requirements of this act.

§26.06 Maintenance of radiotelephone; failure of

radiotelephone. Section 6 of the Act states–

(62) (a) Whenever radiotelephone capability is required

by this Act, a vessel’s radiotelephone equipment shall

be maintained in effective operating condition. If the

radiotelephone equipment carried aboard a vessel

ceases to operate, the master shall exercise due diligence to restore it or cause it to be restored to effective

operating condition at the earliest practicable time.

The failure of a vessel’s radiotelephone equipment shall

not, in itself, constitute a violation of this Act, nor shall

it obligate the master of any vessel to moor or anchor

his vessel; however, the loss of radiotelephone capability shall be given consideration in the navigation of the

vessel.

§26.07 Communications.

(63) No person may use the services of, and no person

may serve as, a person required to maintain a listening

watch under section 5 of the Act, 33 U.S.C. 1204, unless

the person can communicate in the English language.

§26.08 Exemption procedures.

(64) (a) The Commandant has redelegated to the Assistant Commandant for Marine Safety, Security and Environmental Protection, U.S. Coast Guard Headquarters,

with the reservation that this authority shall not be further redelegated, the authority to grant exemptions

from provisions of the Vessel Bridge-to-Bridge Radiotelephone Act and this part.

(65) (b) Any person may petition for an exemption from

any provision of the Act or this part;

(66) (c) Each petition must be submitted in writing to

U.S. Coast Guard, Marine Safety, Security and Environmental Protection, 2100 Second Street SW., Washington, DC 20593-0001, and must state:

(67) (1) The provisions of the Act or this part from

which an exemption is requested; and

(68) (2) The reasons why marine navigation will not be

adversely affected if the exemption is granted and if the

exemption relates to a local communication system

how that system would fully comply with the intent of

the concept of the Act but would not conform in detail

if the exemption is granted.

§26.09 List of exemptions.

(69) (a) All vessels navigating on those waters governed

by the navigation rules for Great Lakes and their connecting and tributary waters (33 U.S.C. 241 et seq.) are

exempt from the requirements of the Vessel

Bridge-to-Bridge Radiotelephone Act and this part until May 6, 1975.

(70) (b) Each vessel navigating on the Great Lakes as defined in the Inland Navigational Rules Act of 1980 (33

U.S.C. 2001 et seq.) and to which the Vessel Bridgeto-Bridge Radiotelephone Act (33 U.S.C. 1201-1208)

applies is exempt from the requirements in 33 U.S.C.

1203, 1204, and 1205 and the regulations under

§§26.03, 26.04, 26.05, 26.06, and 26.07. Each of these

vessels and each person to whom 33 U.S.C. 1208(a) applies must comply with Articles VII, X, XI, XII, XIII, XV,

and XVI and Technical Regulations 1-9 of “The Agreement Between the United States of America and Canada

for Promotion of Safety on the Great Lakes by Means of

Radio, 1973.”

Part 67–Aids to Navigation on Artificial

Islands and Fixed Structures (in part)

Subpart 67.01–General Requirements

§67.01–1 Scope.

(71) (a) The regulations in this part prescribe the obstruction lights and fog signals to be operated as privately maintained maritime aids to navigation on the

artificial islands and structures which are erected on or

over the seabed and subsoil of the Outer Continental

Shelf and in the waters under the jurisdiction of the

United States, for the purpose of exploring for, developing, removing and transporting resource therefrom.

(72) (b) Subpart 66.01 in Part 66 of this subchapter shall

be applicable to all private aids to navigation erected on

Navigation Regulations ■ Chapter 2 ■ 45
or over the Outer Continental Shelf in the same manner and to the same extent as they are applicable to

private aids to navigation established, erected, or maintained in the waters under the jurisdiction of the

United States.

§67.01–5 Definitions.

(73) (a) Structures. The term “structures” as used in

this part shall include all fixed structures, temporary or

permanent, for which a Corps of Engineers’ permit is

issued. It shall include, but is not necessarily limited

to, all drilling platforms, production platforms, quarters platforms, pipe line riser platforms, manifold platforms, loading platforms, boat landings, caissons, well

protective structures, tank battery barges submerged

on station, drilling barges submerged on location,

breakwater barges submerged on location, artificial islands and all other piles, pile clusters, pipes, or structures erected in the waters.

(74) (b) Class “A”, “B”, or “C” structures. The term

“Class A, B, or C structures” refers to the classification

assigned to structures erected in areas in which corresponding requirements for marking are prescribed.

(75) (c) Line of demarcation. The term “line of demarcation” means the dividing line used administratively

to distinguish between the areas in which structures

shall conform to Class “A” and Class “B” or “C” requirements.

(76) (d) Outer Continental Shelf. The term “Outer Continental Shelf” means all submerged lands lying seaward and outside the area of lands beneath navigable

waters as defined in the Submerged Lands Act (sec. 2,

67 Stat. 29, 43 U. S. C. 1301), and of which the subsoil

and seabed appertain to the United States and are subject to its jurisdiction and control.

(77) (e) Reliable operation. The term “reliable” as used

in this part shall mean that dependability which will insure to the highest degree reasonably possible the uninterrupted operation of lights and fog signals as

private aids to navigation for safety of marine commerce.

(78) (f) Sound signal. The term “sound signal” as used

in this shall mean the audible sound signal, authorized

as a private aid to navigation, to mark a structure for

the safety of marine commerce whenever the visibility

has been reduced by fog, mist, rain, falling snow,

smoke, dust, or other phenomena.

§67.01–10 Delegation of functions.

(79) The Coast Guard District Commander may delegate the authority for performing inspections, enforcement, and administration of regulations to any civilian

or military position in the Coast Guard.

§67.01–15 Classification of structures.

(80) (a) When will structures be assigned to a Class?

The District Commander will assign structures to Class

A, B, or C as part of processing an application for a permit to establish and operate lights and sound signals.

(81) (b) In general, where will the different classes of

structures be located? Specific criteria in paragraph (c)

of this section may create exceptions, but, in general,

structures the farthest from shore are likely to be assigned to Class A and required to have obstruction

lights and sound signals that can be detected from the

farthest distance. Structures closest to shore are likely

to be assigned to Class C and, while subject to requirements to ensure that they are also detectable from a

safe distance away, will be required to have the least

powerful obstruction lights or sound signals. The location and standards for Class B structures will generally

be in between Class A and C structures.

(82) (c) What criteria will be used to classify structures?

When assigning a structure to a class, the District

Commander will take into consideration whether a line

of demarcation has been prescribed, and matters concerning, but not necessarily limited to, the dimensions

of the structure and the depth of water in which it is located, the proximity of the structure to vessel routes,

the nature and amount of vessel traffic, and the effect of

background lighting.

(83) (1) If a line of demarcation has been prescribed, the

District Commander will assign those structures seaward of the line of demarcation to Class A. He or she

will assign all structures shoreward of the line of demarcation to either Class B or Class C, unless the District Commander determines under §67.05-25 that the

structure should be assigned to Class A because of the

structure’s proximity to a navigable channel, fairway or

line of demarcation.

(84) (2) If a line of demarcation has not been prescribed,

the District Commander will assign a structure to Class

A, B, or C as he or she deems appropriate.

§67.01–20 Prescribing lines of demarcation.

(85) The District Commander sends recommendations

for establishing or changing lines of demarcation to

the Commandant. For the purposes of this part, when

the Commandant approves of additions to or changes

in prescribed lines of demarcation, such additions or

changes will be published in the FEDERAL REGISTER

and will become effective on the date specified in that

publication.

§67.01–30 Equivalents.

(86) The use of alternate equipment, apparatus, or installation arrangements specified in this part may be

permitted by the District Commander to such extent

46 ■ Chapter 2 ■ Volume 9
and under such conditions as will result in achieving a

degree of safety or compliance with these regulations

equivalent to or above the minimum requirements set

forth in this part.

Subpart 67.05–General Requirements for

Lights

§67.05–1 Arrangement of obstruction lights.

(87) (a) Structures having a maximum horizontal dimension of 30 feet or less on any one side, or in diameter, shall be required to have one obstruction light

visible for 360°.

(88) (b) Structures having a maximum horizontal dimension of over 30 feet, but not in excess of 50 feet, on

any one side, or in diameter, shall be required to have

two obstruction lights installed on diagonally opposite

corners, 180° apart, or as prescribed by the District

Commander, each light to have a 360° lens.

(89) (c) Structures having a horizontal dimension of

over 50 feet on any one side, or in diameter, shall be required to have an obstruction light on each corner, or

90° apart in the case of circular structures, or as prescribed by the District Commander, each light to have a

360° lens.

(90) (d) Where the overall dimensions of a structure require the installation of two or more obstruction lights,

the lights shall all be mounted on the same horizontal

plane within the limitations of height specified in

§67.20–5, §67.25–5, or §67.30–5, as applicable.

(91) (e) Lesser structures and piles, pile clusters or flare

templates, etc., will not normally be required to be

marked by obstruction lights, when they are located

within 100 yards of a Class “A”, “B” or “C” structure

marked by established obstruction lights, but they

shall be marked with red or white retro-reflective material, installed as prescribed by the District Commander.

(92) (f) All obstruction lights shall be installed in a manner which will permit at least one of them to be carried

in sight of the mariner, regardless of the angle of approach, until he is within 50 feet of the structure visibility permitting.

§67.05–5 Multiple obstruction lights.

(93) When more than one obstruction light is required

by this part to mark a structure, all such lights shall be

operated to flash in unison.

§67.05–10 Characteristics of obstruction lights.

(94) All obstruction lights required by this part shall be

powered from a reliable power source, including auxiliary power sources as necessary. They shall display a

quick-flash characteristic of approximately 60 flashes

per minute, unless prescribed otherwise in the permit

issued by the District Commander. Their color shall be

white when marking Class “A” and “B” structures, and

either white or red, as prescribed by the District Commander, when marking Class “C” structures. In determining whether white or red lights shall be authorized,

the District Commander shall take into consideration

matters concerning, but not necessarily limited to, the

dimensions of the structure and the depth of water in

which it is located; the proximity of the structure to

vessel routes; the nature and amount of vessel traffic;

and the effect of background lighting.

§67.05–15 Operating periods of obstruction

lights.

(95) Obstruction lights shall be displayed at all times

between the hours of sunset and sunrise, local time,

commencing at the time the construction of a structure is begun. During construction and until such time

as a platform capable of supporting the obstruction

lights is completed, the fixed lights on an attending

vessel shall be used. In addition, when lights are in use

for general illumination to facilitate the construction

or operation of a structure, and can be seen from any

angle of approach at a distance equal to that prescribed

for the obstruction lights for the class of structure, the

actual operation of obstruction lights also will not be

required.

§67.05–20 Minimum lighting requirements.

(96) The obstruction lighting requirements prescribed

in this part are the minimum requirements only and

shall not preclude the maintainer from making application for authorization to establish more lights, or

lights of greater intensity than required to be visible at

the distances prescribed: provided, that the prescribed

characteristics of color and flash duration are adhered

to.

§67.05–25 Special lighting requirements.

(97) Whenever a structure is erected in a position on or

adjacent to the edges of navigable channels and fairways, or lines of demarcation, the District Commander

is authorized to require the structure to be marked by

the lights which in his judgment are necessary for the

safety of marine commerce, and without regard to the

fact that the structure may be located in an area in

which either Class “B” or Class “C” requirements are

otherwise applicable. The requirements for the lights

in any of these cases, shall not exceed those established

for structures in the Class “A” areas.

Navigation Regulations ■ Chapter 2 ■ 47
Subpart 67.10–General Requirements for

Fog Signals

§67.10–1 Apparatus requirements.

(98) The sound signal required by §§67.20–10, 67.25–10,

and 67.30–10 must:

(99) (a) Have its maximum intensity at a frequency between 100 and 1,100 Hertz;

(100) (b) Sound a 2-second blast every 20 seconds (2 seconds sound, 18 seconds silence) unless otherwise authorized by the District Commander;

(101) (c) Have the rated range required by §67.20–10,

§67.25–10, or §67.30–10;

(102) (d) Have a height not exceeding 25 feet;

(103) (e) Have not more than eight sound sources;

(104) (f) Be approved by the Coast Guard under

§67.10–15; and

(105) (g) Be permanently marked with:

(106) (l) The date of Coast Guard approval;

(107) (2) The manufacturer and date of manufacture;

(108) (3) A model designation;

(109) (4) The approved range; and

(110) (5) The power necessary to comply with the provisions of paragraph (c) of this section.

§67.10–5 Location requirements.

(111) The sound signal required by §§67.20–10, 67.25–10,

and 67.30–10 must:

(112) (a) Be located on the structure so that the sound

signal produced is audible over 360° in a horizontal

plane at all ranges up to and including the required

range; and

(113) (b) Be located at least 10 feet but not more than 150

feet above mean high water.

§67.10–10 Operating requirements.

(114) (a) Sound signals required by §§67.20–10, 67.25–10

and 67.30–10 must be operated continuously, regardless of visibility, unless the sound signal is controlled:

(115) (1) By an attendant on the structure;

(116) (2) Remotely by an attendant on a nearby structure; or

(117) (3) By a fog detection device capable of activating

the sound signal when the visibility in any direction is

reduced to the rated range at which sound signal operation is required by this part.

(118) (b) During construction and until such time as a

sound signal is installed and operating on a platform,

the whistle of an attending vessel moored alongside the

platform may be used to sound the signal required for

the structure by this part.

§67.10–15

(119) (a) The Coast Guard approves a sound signal if:

(120) (1) It meets the requirements for sound signals in

§67.10–1(a), (b), (c), (d), and (e) when tested under

§67.10–20; or

(121) (2) It is similar to a sound signal which was tested

and approved under the provisions of this section and

the Coast Guard has approved all variations in design,

construction, production, and manufacture from the

sound signal tested.

(122) (b) A sound signal that is an identical production

model of a sound signal which has been approved under

paragraph (a) of this section is a Coast Guard approved

sound signal.

Part 70–Interference with or Damage to Aids

to Navigation

§70.05–10 Revocation of merchant mariner

credential officer endorsement or license.

(123) Every master, pilot, and engineer, or person or persons acting in such capacity, respectively, on board any

vessel who shall willfully injure or destroy an aid to

navigation established or maintained by the United

States shall be deemed guilty of violating the provisions of §70.05-1 and shall upon conviction be punished as provided in §70.05-5 and shall also have his

merchant mariner credential officer endorsement or

license revoked or suspended for a term to be fixed by

the judge before whom tried and convicted.

§70.05–20 Report Required

(124) Whenever any vessel collides with an aid to navigation established and maintained by the United States or

any private aid to navigation established or maintained

in accordance with Part 64, 66, 67 or 68 of this

subchapter, or is connected with any such collision, it

shall be the duty of the person in charge of such vessel

to report the accident to the nearest Officer in Charge,

Marine Inspection, in accordance with 46 CFR 4.

Part 80–COLREGS Demarcation Lines

§80.01 General basis and purpose of demarcation

lines.

(125) (a) The regulations in this part establish the lines

of demarcation delineating those waters upon which

mariners shall comply with the International Regulations for Preventing Collisions at Sea, 1972 (72

COLREGS) and those waters upon which mariners

shall comply with the Inland Navigation Rules.

(126) (b) The waters inside of the lines are Inland Rules

waters. The waters outside the lines are COLREGS waters.

48 ■ Chapter 2 ■ Volume 9
(127) (c) Geographic coordinates expressed in terms of

latitude or longitude, or both, are not intended for plotting on maps or charts whose referenced horizontal datum is the North American Datum of 1983 (NAD 83),

unless such geographic coordinates are expressly labeled NAD 83. Geographic coordinates without the

NAD 83 reference may be plotted on maps or charts referenced to NAD 83 only after application of the appropriate corrections that are published on the particular

map or chart being used.

§80.1705 Alaska

(128) The 72 COLREGS shall apply on all the sounds,

bays, harbors, and inlets of Alaska.

Part 110.–Anchorage Regulations

§110.1 General.

(129) (a) The areas described in Subpart A of this part are

designated as special anchorage areas for purposes of

33 U.S.C. §§2030(g) and 2035(j). Vessels of less than 20

meters in length, and barges, canal boats, scows, or

other nondescript craft, are not required to sound signals required by rule 35 of the Inland Navigation Rules

(33 U.S.C. 2035). Vessels of less than 20 meters are not

required to exhibit anchor lights or shapes required by

rule 30 of the Inland Navigation Rules (33 U.S.C. 2030).

(130) (b) The anchorage grounds for vessels described in

Subpart B of this part are established, and the rules and

regulations in relation thereto adopted, pursuant to

the authority contained in section 7 of the act of March

4, 1915, as amended (38 Stat. 1053; 33 U.S.C. 471).

(131) (c) All bearings in this part are referred to true meridian.

(132) (d) Geographic coordinates expressed in terms of

latitude or longitude, or both, are not intended for plotting on maps or charts whose referenced horizontal datum is the North American Datum of 1983 (NAD 83),

unless such geographic coordinates are expressly labeled NAD 83. Geographic coordinates without the

NAD 83 reference may be plotted on maps or charts referenced to NAD 83 only after application of the appropriate corrections that are published on the particular

map or chart being used.

Subpart A–Special Anchorage Areas

(133) (None applicable to this Coast Pilot.)

Subpart B–Anchorage Grounds

§110.233 Prince William Sound, Alaska.

(134) (a) The anchorage grounds. In Prince William

Sound, Alaska, beginning at a point at

(135) 60°40'00"N., 146°40'00"W.; thence south to

(136) 60°38'00"N., 146°40'00"W.; thence east to

(137) 60°38'00"N., 146°30'00"W.; thence north to

(138) 60°39'00"N., 146°30'00"W.; thence northwesterly

to the beginning point.

(139) (b) The regulations. (1) This anchorage area is for

the temporary use of vessels during:

(140) (i) Adverse weather or tidal conditions;

(141) (ii) Vessel equipment failure; or

(142) (iii) Delays at Port Valdez;

(143) (2) No vessel may anchor in this anchorage without

notifying the vessel traffic center in Valdez; and

(144) (3) Each vessel anchored shall notify the vessel

traffic center in Valdez when it weighs anchor.

Part 157–Rules for the Protection of the

Marine Environment relating to Tank Vessels

Carrying Oil in Bulk.

Subpart A-General

§157.01 Applicability.

(145) (a) Unless otherwise indicated, this part applies to

each vessel that carries oil in bulk as cargo and that is:

(146) (1) Documented under the laws of the United States

(a U.S. vessel); or

(147) (2) Any other vessel that enters or operates in the

navigable waters of the United States, or that operates,

conducts lightering under 46 U.S.C. 3715, or receives

cargo from or transfers cargo to a deepwater port under

33 U.S.C. 1501 et seq., in the United States Exclusive

Economic Zone, as defined in 33 U.S.C. 2701(8).

(148) (b) This part does not apply to a vessel exempted

under 46 U.S.C. 2109 or 46 U.S.C. 3702.

§157.02 Incorporation by reference.

(149) (a) Certain material is incorporated by reference

into this part with the approval of the Director of the

Federal Register under 5 U.S.C. 552(a) and 1 CFR part

51. To enforce any edition other than that specified in

Paragraph (b) of this section, the Coast Guard must

publish notice of change in the FEDERAL REGISTER;

and the material must be available to the public. All approved material is available for inspection at the U.S.

Coast Guard, Office of Operating and Environmental

Standards (CG-522), 2100 Second Street S.W., Washington, DC 20593-0001, and at the National Archives

Navigation Regulations ■ Chapter 2 ■ 49
and Records Administration (NARA). For information

on the availability of this material at NARA, call

202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html. All approved material is available from the

sources indicated in paragraph (b) of this section.

(150) (b) The material approved for incorporation by reference in this part and the sections affected are as follows:

(151) International Maritime Organization (IMO), 4 Albert Embankment, London SE1 7SR, England. IMO Assembly Resolution A.601(15), Provision and Display of

Manoeuvering Information on Board Ships, Annex

Sections 1.1, 2.3, 3.1 and 3.2 with appendices, adopted

on 19 November 1987 . . . . . . . . . . . . 157.450

(152) IMO Assembly Resolution A.744(18), Guidelines on

the Enhanced Programme of Inspections During Surveys of Bulk Carriers and Oil Tankers, Annex B sections

1.1.3-1.1.4, 1.2-1.3, 2.1, 2.3-2.6, 3-8 and Annexes 1-10

with appendices, adopted 4 November 1993

. . . . . . . . . . . . . . . . . . . . 157.430

(153) IMO Assembly Resolution A.751(18), Interim Standards for Ship Manoeuvrability, Annex sections 1.2,

2.3-2.4, 3-4.2 and 5, adopted 4 November 1993 with Explanatory Notes in MSC/Circ. 644 dated 6 June 1994

. . . . . . . . . . . . . . . . . . . . . 157.445

(154) Oil Companies International Marine Forum

(OCIMF), 15th floor, 96 Victoria Street, London SW1E

5JW, England. International Safety Guide for Oil Tankers and Terminals, Fourth Edition, Chapters 6, 7 and

10, 1996 . . . . . . . . . . . . . . . . . . . 157.435

§157.03 Definitions.

(155) Except as otherwise stated in a subpart:

(156) Amidships means the middle of the length.

(157) Animal fat means a non-petroleum oil, fat, or

grease derived from animals and not specifically identified elsewhere in this part.

(158) Ballast voyage means the voyage that a tank vessel

engages in after it leaves the port of final cargo discharge.

(159) Breadth or B means the maximum molded breadth

of a vessel in meters.

(160) Cargo tank length means the length from the forward bulkhead of the forwardmost cargo tanks, to the

after bulkhead of the aftermost cargo tanks.

(161) Center tank means any tank inboard of a longitudinal bulkhead.

(162) Clean ballast means ballast which:

(163) (1) If discharged from a vessel that is stationary

into clean, calm water on a clear day, would not—

(164) (i) Produce visible traces of oil on the surface of the

water or on adjoining shore lines; or

(165) (ii) Cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shore

lines; or

(166) (2) If verified by an approved cargo monitor and

control system, has an oil content that does not exceed

15 p.m.

(167) Combination carrier means a vessel designed to

carry oil or solid cargoes in bulk.

(168) Crude oil means any liquid hydrocarbon mixture

occurring naturally in the earth, whether or not

treated to render it suitable for transportation, and includes crude oil from which certain distillate fractions

may have been removed, and crude oil to which certain

distillate fractions may have been added.

(169) Deadweight or DWT means the difference in metric tons between the lightweight displacement and the

total displacement of a vessel measured in water of specific gravity 1.025 at the load waterline corresponding

to the assigned summer freeboard.

(170) Dedicated clean ballast tank means a cargo tank

that is allocated solely for the carriage of clean ballast.

(171) Domestic trade means trade between ports or

places within the United States, its territories and possessions, either directly or via a foreign port including

trade on the navigable rivers, lakes, and inland waters.

(172) Double bottom means watertight protective spaces

that do not carry any oil and which separate the bottom

of tanks that hold any oil within the cargo tank length

from the outer skin of the vessel.

(173) Double hull means watertight protective spaces

that do not carry any oil and which separate the sides,

bottom, forward end, and aft end of tanks that hold any

oil within the cargo tank length from the outer skin of

the vessel as prescribed in §157.10d.

(174) Doubles sides means watertight protective spaces

that do not carry any oil and which separate the sides of

tanks that hold any oil within the cargo tank length

from the outer skin of the vessel.

(175) Existing vessel means any vessel that is not a new

vessel.

(176) Fleeting or assist towing vessel means any commercial vessel engaged in towing astern, alongside, or

pushing ahead, used solely within a limited geographic

area, such as a particular barge fleeting area or commercial facility, and used solely for restricted service,

such as making up or breaking up larger tows.

(177) Foreign trade means any trade that is not domestic

trade.

(178) From the nearest land means from the baseline

from which the territorial sea of the United States is established in accordance with international law.

(179) Fuel oil means any oil used as fuel for machinery in

the vessel in which it is carried.

50 ■ Chapter 2 ■ Volume 9
(180) Inland vessel means a vessel that is not oceangoing

and that does not operate on the Great Lakes.

(181) Instantaneous rate of discharge of oil content

means the rate of discharge of oil in liters per hour at

any instant, divided by the speed of the vessel in knots

at the same instant.

(182) Integrated tug barge means a tug and a tank barge

with a mechanical system that allows the connection of

the propulsion unit (the tug) to the stern of the cargo

carrying unit (the tank barge) so that the two vessels

function as a single self-propelled vessel.

(183) Large primary structural member includes any of

the following:

(184) (1) Web frames.

(185) (2) Girders.

(186) (3) Webs.

(187) (4) Main brackets.

(188) (5) Transverses.

(189) (6) Stringers.

(190) (7) Struts in transverse web frames when there are

3 or more struts and the depth of each is more than

1/15 of the total depth of the tank.

(191) Length or L means the distance in meters from the

fore side of the stem to the axis of the rudder stock on a

waterline at 85 percent of the least molded depth measured from the molded baseline, or 96 percent of the total length on that waterline, whichever is greater. In

vessels designed with drag, the waterline is measured

parallel to the designed waterline.

(192) Lightweight means the displacement of a vessel in

metric tons without cargo, fuel oil, lubricating oil, ballast water, fresh water, and feedwater in tanks, consumable stores, and any persons and their effects.

(193) Major conversion means a conversion of an existing vessel that:

(194) (1) Substantially alters the dimensions or carrying

capacity of the vessel, except a conversion that includes

only the installation of segregated ballast tanks, dedicated clean ballast tanks, a crude oil washing system,

double sides, a double bottom, or a double hull;

(195) (2) Changes the type of vessel;

(196) (3) Substantially prolongs the vessel’s service life; or

(197) (4) Otherwise so changes the vessel that it is essentially a new vessel, as determined by the Commandant

(CG-543).

(198) MARPOL 73/78 means the International Convention for the Prevention of Pollution from Ships, 1973,

as modified by the Protocol of 1978 relating to that

Convention. A copy of MARPOL 73/78 is available from

the International Maritime Organization, 4 Albert Embankment, London, SE1, 7SR, England.

(199) New vessel means:

(200) (1) A U.S. vessel in domestic trade that:

(201) (i) Is constructed under a contract awarded after

December 31, 1974;

(202) (ii) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

June 30, 1975;

(203) (iii) Is delivered after December 31, 1977; or

(204) (iv) Has undergone a major conversion for which:

(205) (A) The contract is awarded after December 31,

1974;

(206) (B) In the absence of a contract, conversion is begun after June 30, 1975; or

(207) (C) Conversion is completed after December 31,

1977; and

(208) (2) A foreign vessel or a U.S. vessel in foreign trade

that;

(209) (i) Is constructed under a contract awarded after

December 31, 1975;

(210) (ii) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

June 30, 1976;

(211) (iii) Is delivered after December 31, 1979; or

(212) (iv) Has undergone a major conversion for which:

(213) (A) The contract is awarded after December 31,

1975;

(214) (B) In the absence of a contract, conversion is begun after June 30, 1976; or

(215) (C) Conversion is completed after December 31,

1979.

(216) Non-petroleum oil means oil of any kind that is not

petroleum-based. It includes, but is not limited to, animal fat and vegetable oil.

(217) Oceangoing has the same meaning as defined in

§151.05 of this chapter.

(218) Officer in charge of a navigational watch means

any officer employed or engaged to be responsible for

navigating or maneuvering the vessel and for maintaining a continuous vigilant watch during his or her

periods of duty and following guidance set out by the

master, international or national regulations, and company policies.

(219) Oil means oil of any kind or in any form including,

but not limited to, petroleum, fuel oil, sludge, oil refuse, and oil mixed with wastes other than dredged

spoil. This includes liquid hydrocarbons as well as animal and vegetable oils.

(220) Oil cargo residue means any residue of oil cargo

whether in solid, semi-solid, emulsified, or liquid form

from cargo tanks and cargo pump room bilges, including but not limited to, drainages, leakages, exhausted

oil, muck, clingage, sludge, bottoms, paraffin (wax),

and any constituent component of oil. The term “oil

cargo residue” is also known as “cargo oil residue.”

Navigation Regulations ■ Chapter 2 ■ 51
(221) Oily mixture means a mixture, in any form, with

any oil content. “Oily mixture” includes, but is not limited to–

(222) (1) Slops from bilges;

(223) (2) Slops from oil cargoes (such as cargo tank

washings, oily waste, and oily refuse);

(224) (3) Oil residue; and

(225) (4) Oily ballast water from cargo or fuel oil tanks,

including any oil cargo residue.

(226) Oil residue means–

(227) (1) Oil cargo residue; and

(228) (2) Other residue of oil whether in solid,

semi-solid, emulsified, or liquid form resulting from

drainages, leakages, exhausted oil and other similar occurrences from machinery spaces.

(229) Oil spill response vessel means a vessel that is exclusively dedicated to operations to prevent or mitigate

environmental damage due to an actual or impending

accidental oil spill. This includes a vessel that performs

routine service as an escort for a tank vessel, but excludes a vessel that engages in any other commercial

activity, such as the carriage of any type of cargo.

(230) Oil tanker means a vessel that is constructed or

adapted primarily to carry crude oil or products in bulk

as cargo. This includes a tank barge, a tankship, and a

combination carrier, as well as a vessel that is constructed or adapted primarily to carry noxious liquid

substances in bulk as cargo and which also carries

crude oil or products in bulk as cargo.

(231) Other non-petroleum oil means an oil of any kind

that is not petroleum oil, an animal fat, or a vegetable

oil.

(232) Permeability of a space means the ratio of volume

within a space that is assumed to be occupied by water

to the total volume of that space.

(233) Petroleum oil means petroleum in any form, including but not limited to, crude oil, fuel oil, sludge, oil

residue, and refined products.

(234) Primary towing vessel means any vessel engaged in

towing astern, alongside, or pushing ahead and includes the tug in an integrated tug barge. It does not include fleeting or assist towing vessels.

(235) Product means any liquid hydrocarbon mixture in

any form, except crude oil, petrochemicals, and liquefied gases.

(236) Segregated ballast means the ballast water introduced into a tank that is completely separated from the

cargo oil and fuel oil system and that is permanently allocated to the carriage of ballast.

(237) Slop tank means a tank specifically designated for

the collection of cargo drainings, washings, and other

oily mixtures.

(238) Tank means an enclosed space that is formed by the

permanent structure of a vessel, and designed for the

carriage of liquid in bulk.

(239) Tank barge means a tank vessel not equipped with a

means of self-propulsion.

(240) Tank vessel means a vessel that is constructed or

adapted primarily to carry, or that carries, oil or hazardous material in bulk as cargo or cargo residue, and

that—

(241) (1) Is a vessel of the United States;

(242) (2) Operates on the navigable waters of the United

States; or

(243) (3) Transfers oil or hazardous material in a port or

place subject to the jurisdiction of the United States.

This does not include an offshore supply vessel, or a

fishing vessel or fish tender vessel of not more than 750

gross tons when engaged only in the fishing industry.

(244) Tankship means a tank vessel propelled by mechanical power or sail.

(245) Vegetable oil means a non-petroleum oil or fat not

specifically identified elsewhere in this part that is derived from plant seeds, nuts, kernels, or fruits.

(246) Wing tank means a tank that is located adjacent to

the side shell plating.

§157.04 Authorization of classification societies.

(247) (a) The Coast Guard may authorize any classification society (CS) to perform certain plan reviews, certifications, and inspections required by this part on

vessels classed by that CS except that only U.S. classification societies may be authorized to perform those

plan reviews, inspections, and certifications for U.S.

vessels.

(248) (b) If a CS desires authorization to perform the

plan reviews, certifications, and inspections required

under this part, it must submit to the Commandant

(CG-543), U.S. Coast Guard, Washington, DC

20593-0001, evidence from the governments concerned showing that they have authorized the CS to inspect and certify vessels on their behalf under the

MARPOL 73/78.

(249) (c) The Coast Guard notifies the CS in writing

whether or not it is accepted as an authorized CS. If authorization is refused, reasons for the refusal are included.

(250) (d) Acceptance as an authorized CS terminates unless the following are met:

(251) (1) The authorized CS must have each Coast Guard

regulation that is applicable to foreign vessels on the

navigable waters of the United States.

(252) (2) Each issue concerning equivalents to the regulations in this part must be referred to the Coast Guard

for determination.

52 ■ Chapter 2 ■ Volume 9
(253) (3) Copies of any plans, calculations, records of inspections, or other documents relating to any plan review, inspection, or certification performed to meet

this part must be made available to the Coast Guard.

(254) (4) Each document certified under §§157.116(a)(2),

157.118(b)(1)(ii), and 157.216(b)(1)(11) must be marked

with the name or seal of the authorized CS.

(255) (5) A copy of the final documentation that is issued

to each vessel that is certified under this part must be

referred to the Commandant (CG-543), U.S. Coast

Guard, Washington, D.C. 20593-0001.

Subpart B–Design,Equipment,and Installation

§157.08 Applicability of Subpart B.

(256) NOTE: An “oil tanker” as defined in §157.03 includes barges as well as self-propelled vessels.

(257) (a) Sections 157.10d and 157.11(g) apply to each vessel to which this part applies.

(258) (b) Sections 157.11 (a) through (f), 157.12, 157.15,

157.19(b)(3), 157.33, and 157.37 apply to each vessel to

which this part applies that carries 200 cubic meters or

more of crude oil or products in bulk as cargo, as well

as to each oceangoing oil tanker to which this part applies of 150 gross tons or more. These sections do not

apply to a foreign vessel which remains beyond the navigable waters of the United States and does not transfer

oil cargo at a port or place subject to the jurisdiction of

the United States.

(259) (c) Section 157.21 applies to each oil tanker to

which this part applies of 150 gross tons or more that is

oceangoing or that operates on the Great Lakes. This

section does not apply to a foreign vessel which remains beyond the navigable waters of the United States

and does not transfer oil cargo at a port or place subject

to the jurisdiction of the United States.

(260) (d) Sections in subpart B of 33 CFR part 157 that

are not specified in paragraphs (a) through (c) of this

section apply to each oceangoing oil tanker to which

this part applies of 150 gross tons or more, unless otherwise indicated in paragraphs (e) through (m) of this

section. These sections do not apply to a foreign vessel

which remains beyond the navigable waters of the

United States and does not transfer oil cargo at a port or

place subject to the jurisdiction of the United States.

(261) (e) Sections 157.11 (a) through (f), 157.12, and

157.15 do not apply to a vessel, except an oil tanker,

that carries less than 1,000 cubic meters of crude oil or

products in bulk as cargo and which retains oil mixtures on board and discharges them to a reception facility.

(262) (f) Sections 157.11 (a) through (f), 157.12, 157.13,

and 157.15 do not apply to a tank vessel that carries

only asphalt, carbon black feedstock, or other products

with similar physical properties, such as specific gravity and cohesive and adhesive characteristics, that

inhibit effective product/water separation and monitoring.

(263) (g) Sections 157.11 (a) through (f), 157.12, 157.13,

157.15, and 157.23 do not apply to a tank barge that

cannot ballast cargo tanks or wash cargo tanks while

underway.

(264) (h) Sections 157.19 and 157.21 do not apply to a

tank barge that is certificated by the Coast Guard for

limited short protected coastwise routes if the barge is

otherwise constructed and certificated for service exclusively on inland routes.

(265) (i) Section 157.09(d) does not apply to any:

(266) (1) U.S. vessel in domestic trade that is constructed

under a contract awarded before January 8, 1976;

(267) (2) U.S. vessel in foreign trade that is constructed

under a contract awarded before April 1, 1977; or

(268) (3) Foreign vessel that is constructed under a contract awarded before April 1, 1977.

(269) (j) Sections 157.09 and 157.10a do not apply to a

new vessel that:

(270) (1) Is constructed under a building contract

awarded after June 1, 1979;

(271) (2) In the absence of a building contract, has the

keel laid or is at a similar stage of construction after

January 1, 1980;

(272) (3) Is delivered after June 1, 1982; or

(273) (4) Has undergone a major conversion for which:

(274) (i) The contract is awarded after June 1, 1979;

(275) (ii) In the absence of a contract, conversion is begun after January 1, 1980; or

(276) (iii) Conversion is completed after June 1, 1982.

(277) (k) Sections 157.09(b)(3), 157.10(c)(3), 157.10a(d)(3),

and 157.10b(b)(3) do not apply to tank barges.

(278) (1) Section 157.10b does not apply to tank barges if

they do not carry ballast while they are engaged in

trade involving the transfer of crude oil from an offshore oil exploitation or production facility on the

Outer Continental Shelf of the United States.

(279) (m) Section 157.12 does not apply to a U.S. vessel

that:

(280) (1) Is granted an exemption under Subpart F of this

part; or

(281) (2) Is engaged solely in voyages that are:

(282) (i) Between ports or places within the United

States, its territories or possessions;

(283) (ii) Of less than 72 hours in length; and

(284) (iii) At all times within 50 nautical miles of the

nearest land.

(285) (n) Section 157.10d does not apply to:

(286) (1) A vessel that operates exclusively beyond the

navigable waters of the United States and the United

Navigation Regulations ■ Chapter 2 ■ 53
States Exclusive Economic Zone, as defined in 33

U.S.C. 2701(8);

(287) (2) An oil spill response vessel;

(288) (3) Before January 1, 2015–

(289) (i) A vessel unloading oil in bulk as cargo at a deepwater port licensed under the Deepwater Port Act of

1974 (33 U.S.C. 1501 et seq.); or

(290) (ii) A delivering vessel that is offloading oil in bulk

as cargo in lightering activities–

(291) (A) Within a lightering zone established under 46

U.S.C. 3715(b)(5); and

(292) (B) More than 60 miles from the territorial sea base

line, as defined in 33 CFR 2.20.

(293) (4) A vessel documented under 46 U.S.C., Chapter

121, that was equipped with a double hull before August 12, 1992;

(294) (5) A barge of less than 1,500 gross tons as measured under 46 U.S.C., Chapter 145, carrying refined

petroleum in bulk as cargo in or adjacent to waters of

the Bering Sea, Chukchi Sea, and Arctic Ocean and waters tributary thereto and in the waters of the Aleutian

Islands and the Alaskan Peninsula west of 155 degrees

west longitude; or

(295) (6) A vessel in the National Defense Reserve Fleet

pursuant to 50 App. U.S.C. 1744.

§157.10d Double hulls on tank vessels.

(296) (a) With the exceptions stated in §157.08(n), this

section applies to a tank vessel—

(297) (1) For which the building contract is awarded after June 30, 1990; or

(298) (2) That is delivered after December 31, 1993;

(299) (3) That undergoes a major conversion for which;

(300) (i) The contract is awarded after June 30, 1990; or

(301) (ii) Conversion is completed after December 31,

1993; or

(302) (4) That is otherwise required to have a double hull

by 46 U.S.C. 3703a(c).

(303) NOTE: 46 U.S.C. 3703a(c) is shown in appendix G

to this part.

(304) (b) Each vessel to which this section applies must

be fitted with:

(305) (1) A double hull in accordance with this section;

and

(306) (2) If §157.10 applies, segregated ballast tanks and

a crude oil washing system in accordance with that section.

(307) (c) Except on a vessel to which §157.10d(d) applies,

tanks within the cargo tank length that carry any oil

must be protected by double sides and a double bottom

as follows:

(308) (1) Double sides must extend for the full depth of

the vessel’s side or from the uppermost deck, disregarding a rounded gunwale where fitted, to the top of the

double bottom. At any cross section, the molded width

of the double side, measured at right angles to the side

shell plating, from the side of tanks containing oil to

the side shell plating, must not be less than the distance w, as shown in Figure 157.10d(c) and specified as

follows:

(309) (i) For a vessel of 5,000 DWT and above:

w=[0.5+(DWT/20,000)] meters; or, w=2.0 meters (79

in.), whichever is less, but in no case less than 1.0 meter (39 in.).

(310) (ii) For a vessel of less than 5,000 DWT:

w=[0.4+(2.4)(DWT/20,000)] meters, but in no case less

than 0.76 meter (30 in.).

(311) (iii) For a vessel to which Paragraph (a)(4) of this

section applies: w=0.76 meter (30 in.), provided that

the double side was fitted under a construction or conversion contract awarded prior to June 30, 1990.

(312) (2) At any cross section, the molded depth of the

double bottom, measured at right angles to the bottom

shell plating, from the bottom of tanks containing oil

to the bottom shell plating, must not be less than the

distance h, as shown in Figure 157.10d(c) and specified

as follows:

(313) (i) For a vessel of 5,000 DWT and above: h=B/15; or,

h=2.0 meters (79 in.), whichever is less, but in no case

less than 1.0 meter (39 in.).

(314) (ii) For a vessel of less than 5,000 DWT: h=B/15, but

in no case less than 0.76 meter (30 in.).

(315) (iii) For a vessel to which Paragraph (a)(4) of this

section applies: h=B/15; or, h=2.0 meters (79 in.),

whichever is the lesser, but in no case less than 0.76

meter (30 in.), provided that the double bottom was fitted under a construction or conversion contract

awarded prior to June 30, 1990.

(316) (3) For a vessel built under a contract awarded after

September 11, 1992, within the turn of the bilge or at

cross sections where the turn of the bilge is not clearly

defined, tanks containing oil must be located inboard

of the outer shell—

(317) (i) For a vessel of 5,000 DWT and above: At levels up

to 1.5h above the base line, not less than the distance

54 ■ Chapter 2 ■ Volume 9
has shown in Figure 157.10d(c) and specified in Paragraph (c)(2) of this section. At levels greater than 1.5h

above the base line, not less than the distance w, as

shown in Figure 157.10d(c) and specified in Paragraph

(c)(1) of this section.

(318) (ii) For a vessel of less than 5,000 DWT: Not less

than the distance h above the line of the mid-ship flat

bottom, as shown in Figure 157.10d(c)(3)(ii) and specified in Paragraph (c)(2) of this section. At levels greater

than h above the line of the mid-ship flat bottom, not

less than the distance was shown in Figure

157.10d(c)(3)(ii) and specified in Paragraph (c)(1) of

this section.

(319) (4) For a vessel to which §157.10(b) applies that is

built under a contract awarded after September 11,

1992.

(320) (i) The aggregate volume of the double sides, double bottom, forepeak tanks, and afterpeak tanks must

not be less than the capacity of segregated ballast tanks

required under §157.10(b). Segregated ballast tanks

that may be provided in addition to those required under §157.10(b) may be located anywhere within the

vessel.

(321) (ii) Double side and double bottom tanks used to

meet the requirements of §157.10(b) must be located

as uniformly as practicable along the cargo tank

length. Large inboard extensions of individual double

side and double bottom tanks, which result in a reduction of overall side or bottom protection, must be

avoided.

(322) (d) A vessel of less than 10,000 DWT that is constructed and certificated for service exclusively on inland or limited short protected coastwise routes must

be fitted with double sides and a double bottom as follows:

(323) (1) A minimum of 61 cm. (2 ft.) from the inboard

side of the side shell plate, extending the full depth of

the side or from the main deck to the top of the double

bottom, measured at right angles to the side shell; and

(324) (2) A minimum of 61 cm. (2 ft.) from the top of the

bottom shell plating, along the full breadth of the vessel’s bottom, measured at right angles to the bottom

shell.

(325) (3) For a vessel to which Paragraph (a)(4) of this

section applies, the width of the double sides and the

depth of the double bottom may be 38 cm. (15 in.), in

lieu of the dimensions specified in paragraphs (d)(1)

and (d)(2) of this section, provided that the double side

and double bottom tanks were fitted under a construction or conversion contract awarded prior to June 30,

1990.

(326) (4) For a vessel built under a contract awarded after

September 11, 1992, a minimum 46 cm. (18 in.) clearance for passage between framing must be maintained

throughout the double sides and double bottom.

(327) (e) Except as provided in Paragraph (e)(3) of this

section, a vessel must not carry any oil in any tank extending forward of:

(328) (1) The collision bulkhead; or

(329) (2) In the absence of a collision bulk-head, the

transverse plane perpendicular to the centerline

through a point located:

(330) (i) The lesser of 10 meters (32.8 ft.) or 5 percent of

the vessel length, but in no case less than 1 meter (39

in.), aft of the forwarded perpendicular;

(331) (ii) On a vessel of less than 10,000 DWT tons that is

constructed and certificated for service exclusively on

inland or limited short protected coastwise routes, the

lesser of 7.62 meters (25 ft.) or 5 percent of the vessel

length, but in no case less than 61 cm. (2 ft.), aft of the

headlog or stem at the freeboard deck; or

(332) (iii) On each vessel which operates exclusively as a

box or trail barge, 61 cm. (2 ft.) aft of the headlog.

(333) (3) This Paragraph does not apply to independent

fuel oil tanks that must be located on or above the main

deck within the areas described in paragraphs (e)(1)

and (e)(2) of this section to serve adjacent deck equipment that cannot be located further aft. Such tanks

must be as small and as far aft as is practicable.

(334) (f) On each vessel, the cargo tank length must not

extend aft to any point closer to the stern than the distance equal to the required width of the double side, as

prescribed in §157.10d(c)(1) or §157.10d(d)(1).

Subpart G–Interim Measures for Certain

Tank Vessels Without Double Hulls Carrying

Petroleum Oils

§157.400 Purpose and applicability.

(335) (a) The purpose of this subpart is to establish mandatory safety and operational requirements to reduce

Navigation Regulations ■ Chapter 2 ■ 55
environmental damage resulting from petroleum oil

spills.

(336) (b) This subpart applies to each tank vessels specified in §157.01 of this part that—

(337) (1) Is 5,000 gross tons or more;

(338) (2) Carries petroleum oil in bulk as cargo or oil

cargo residue; and

(339) (3) Is not equipped with a double hull meeting

§157.10d of this part, or an equivalent to the requirements of §157.10d, but required to be equipped with a

double hull at a date set forth in 46 U.S.C. 3703a (b)(3)

and (c)(3).

§157.445 Maneuvering performance capability.

(340) (a) A tankship owner or operator shall ensure that

maneuvering tests in accordance with IMO Resolution

A.751(18), sections 1.2, 2.3-2.4, 3-4.2, and 5 (with Explanatory Notes in MSC/Circ. 644) have been conducted by July 29, 1997. Completion of maneuvering

performance tests must be shown by—

(341) (1) For a foreign flag tankship, a letter from the flag

administration or an authorized classification society,

as described in §157.04 of this part, stating the requirements in Paragraph (a) of this section have been met; or

(342) (2) For a U.S. flag tankship, results from the vessel

owner confirming the completion of the tests or a letter from an authorized classification society, as

described in §157.04 of this part, stating the requirements in Paragraph (a) of this section have been met.

(343) (b) If a tankship undergoes a major conversion or

alteration affecting the control systems, control surfaces, propulsion system, or other areas which may be

expected to alter maneuvering performance, the

tankship owner or operator shall ensure that new maneuvering tests are conducted as required by Paragraph (a) of this section.

(344) (c) If a tankship is one of a class of vessels with

identical propulsion, steering, hydrodynamic, and

other relevant design characteristics, maneuvering

performance test results for any tankship in the class

may be used to satisfy the requirements of Paragraph

(a) of this section.

(345) (d) The tankship owner or operator shall ensure

that the performance test results, recorded in the format of Appendix 6 of the Explanatory Notes in

MSC/Circ. 644., are prominently displayed in the

wheelhouse.

(346) (e) Prior to entering the port or place of destination

and prior to getting underway, the tankship master

shall discuss the results of the performance tests with

the pilot while reviewing the anticipated transit and

the possible impact of the tankship’s maneuvering capability on the transit.

Part 160–Ports and Waterways Safety-General

Subpart A–General

§160.1 Purpose.

(347) (a) This subchapter contains regulations implementing the Ports and Waterways Safety Act (33 U.S.C.

1221) and related statutes.

§160.3 Definitions.

(348) For the purposes of this subchapter:

(349) Bulk means material in any quantity that is

shipped, stored, or handled without the benefit of package, label, mark or count and carried in integral or

fixed independent tanks.

(350) Captain of the Port means the Coast Guard officer

designated by the Commandant to command a Captain

of the Port Zone as described in part 3 of this chapter.

(351) Commandant means the Commandant of the

United States Coast Guard.

(352) Commanding Officer, Vessel Traffic Services

means the Coast Guard officer designated by the Commandant to command a Vessel Traffic Service (VTS) as

described in part 161 of this chapter.

(353) Deviation means any departure from any rule in

this subchapter.

(354) District Commander means the Coast Guard officer

designated by the Commandant to command a Coast

Guard District as described in part 3 of this chapter.

(355) ETA means estimated time of arrival.

(356) Length of Tow means, when towing with a hawser,

the length in feet from the stern of the towing vessel to

the stern of the last vessel in tow. When pushing ahead

or towing alongside, length of tow means the tandem

length in feet of the vessels in tow excluding the length

of the towing vessel.

(357) Person means an individual, firm, corporation, association, partnership, or governmental entity.

(358) State means each of the several States of the United

States, the District of Columbia, the Commonwealth of

Puerto Rico, Guam, American Samoa, the United

States Virgin Islands, the Trust Territories of the Pacific

Islands, the Commonwealth of the Northern Marianas

Islands, and any other commonwealth, territory, or

possession of the United States.

(359) Tanker means a self-propelled tank vessel constructed or adapted primarily to carry oil or hazardous

materials in bulk in the cargo spaces.

(360) Tank Vessel means a vessel that is constructed or

adapted to carry, or that carries, oil or hazardous material in bulk as cargo or cargo residue.

(361) Vehicle means every type of conveyance capable of

being used as a means of transportation on land.

56 ■ Chapter 2 ■ Volume 9
(362) Vessel means every description of watercraft or

other artificial contrivance used, or capable of being

used, as a means of transportation on water.

(363) Vessel Traffic Services (VTS) means a service implemented under Part 161 of this chapter by the United

States Coast Guard designed to improve the safety and

efficiency of vessel traffic and to protect the environment. The VTS has the capability to interact with marine traffic and respond to traffic situations developing

in the VTS area.

(364) Vessel Traffic Service Area or VTS Area means the

geographical area encompassing a specific VTS area of

service as described in Part 161 of this chapter. This

area of service may be subdivided into sectors for the

purpose of allocating responsibility to individual Vessel

Traffic Centers or to identify different operating requirements.

(365) Note: Although regulatory jurisdiction is limited to

the navigable waters of the United States, certain vessels will be encouraged or may be required, as a condition of port entry, to report beyond this area to facilitate

traffic management within the VTS area.

(366) VTS Special Area means a waterway within a VTS

area in which special operating requirements apply.

§160.5 Delegations.

(367) (a) District Commanders and Captains of the Ports

are delegated the authority to establish safety zones.

(368) (b) Under the provisions of 33 CFR 6.04-1 and

6.04-6, District Commanders and Captains of the Ports

have been delegated authority to establish security

zones.

(369) (c) Under the provisions 33 CFR §1.05-1, District

Commanders have been delegated authority to establish regulated navigation area.

(370) (d) Subject to the supervision of the cognizant Captain of the Port and District Commander, Commanding

Officers, Vessel Traffic Services are delegated authority

under 33 CFR 1.01-30 to discharge the duties of the

Captain of the Port that involve directing the operation, movement, and anchorage of vessels within a Vessel Traffic Service area including management of vessel

traffic within anchorages, regulated navigation areas

and safety zones, and to enforce Vessel Traffic Service

and ports and waterways safety regulations. This authority may be exercised by Vessel Traffic Center personnel.

The Vessel Traffic Center may, within the Vessel Traffic

Service Area, provide information, make recommendations, or, to a vessel required under Part 161 of this

chapter to participate in a Vessel Traffic Service, issue

an order, including an order to operate or anchor as directed; required the vessel to comply with orders issued; specify times of entry, movement or departing;

restrict operations as necessary for safe operation

under the circumstances; or take other action necessary for control of the vessel and the safety of the port

or of the marine environment.

§160.7 Appeals.

(371) (a) Any person directly affected by a safety zone or

an order or direction issued under this subchapter may

request reconsideration by the official who issued it or

in whose name it was issued. This request may be made

orally or in writing, and the decision of the official receiving the request may be rendered orally or in writing.

(372) (b) Any person directly affected by the establishment of a safety zone or by an order or direction issued

by, or on behalf of, a Captain of the Port may appeal to

the District Commander through the Captain of the

Port. The appeal must be in writing, except as allowed

under paragraph (e) of this section, and shall contain

complete supporting documentation and evidence

which the appellant wishes to have considered. Upon

receipt of the appeal, the District Commander may direct a representative to gather and submit documentation or other evidence which would be necessary or

helpful to a resolution of the appeal. A copy of this documentation and evidence is made available to the appellant. The appellant is afforded five working days

from the date of receipt to submit rebuttal materials.

Following submission of all materials, the District

Commander issues a ruling, in writing, on the appeal.

Prior to issuing the ruling, the District Commander

may, as a matter of discretion, allow oral presentation

on the issues.

(373) (c) Any person directly affected by the establishment of a safety zone or by an order or direction issued

by, or on behalf of, a District Commander, or who receives an unfavorable ruling on an appeal taken under

paragraph (b) of this section may appeal to the Area

Commander through the District Commander. The appeal must be in writing, except as allowed under paragraph (e) of this section, and shall contain complete

supporting documentation and evidence which the appellant wishes to have considered. Upon receipt of the

appeal, the Area Commander may direct a representative

to gather and submit documentation or other evidence

which would be necessary or helpful to a resolution of

the appeal. A copy of this documentation and evidence is

made available to the appellant. The appellant is afforded

five working days from the date of receipt to submit rebuttal materials. Following submission of all materials,

the Area Commander issues a ruling, in writing, on the

appeal. Prior to issuing the ruling, the Area Commander may, as a matter of discretion, allow oral presentation on the issues.

(374) (d) Any person who receives an unfavorable ruling

on an appeal taken under paragraph (c) of this section,

Navigation Regulations ■ Chapter 2 ■ 57
may appeal through the Area Commander to the Assistant Commandant for Prevention (formerly known as

the Assistant Commandant for Marine Safety, Security

and Environmental Protection), U.S. Coast Guard,

Washington, DC 20593. The appeal must be in writing,

except as allowed under paragraph (e) of this section.

The Area Commander forwards the appeal, all the documents and evidence which formed the record upon

which the order or direction was issued or the ruling

under paragraph (c) of this section was made, and any

comments which might be relevant, to the Assistant

Commandant for Prevention. A copy of this documentation and evidence is made available to the appellant.

The appellant is afforded five working days from the

date of receipt to submit rebuttal materials to the Assistant Commandant for Prevention. The decision of the

Assistant Commandant for Prevention is based upon

the materials submitted, without oral argument or presentation. The decision of the Assistant Commandant

for Prevention is issued in writing and constitutes final

agency action.

(375) (e) If the delay in presenting a written appeal would

have significant adverse impact on the appellant, the

appeal under paragraphs (b) and (c) of this section may

initially be presented orally. If an initial presentation of

the appeal is made orally, the appellant must submit

the appeal in writing within five days of the oral presentation to the Coast Guard official to whom the presentation was made. The written appeal must contain, at a

minimum, the basis for the appeal and a summary of

the material presented orally. If requested, the official

to whom the appeal is directed may stay the effect of the

action while the ruling is being appealed.

Subpart B–Control of Vessel and Facility

Operations

§160.101 Purpose.

(376) This subpart describes the authority exercised by

District Commanders and Captains of the Ports to insure the safety of vessels and waterfront facilities, and

the protection of the navigable waters and the resources therein. The controls described in this subpart

are directed to specific situations and hazards.

§160.103 Applicability.

(377) (a) This subpart applies to any–

(378) (1) Vessel on the navigable waters of the United

States, except as provided in paragraphs (b) and (c) of

this section;

(379) (2) Bridge or other structure on or in the navigable

waters of the United States; and

(380) (3) Land structure or shore area immediately adjacent to the navigable waters of the United States.

(381) (b) This subpart does not apply to any vessel on the

Saint Lawrence Seaway.

(382) (c) Except pursuant to international treaty, convention, or agreement, to which the United States is a

party, this subpart does not apply to any foreign vessel

that is not destined for, or departing from, a port or

place subject to the jurisdiction of the United States

and that is in–

(383) (1) Innocent passage through the territorial sea of

the United States;

(384) (2) Transit through the navigable waters of the

United States which form a part of an international

strait.

§160.105 Compliance with orders.

(385) Each person who has notice of the terms of an order issued under this subpart must comply with that

order.

§160.107 Denial of entry.

(386) Each District Commander or Captain of the Port,

subject to recognized principles of international law,

may deny entry into the navigable waters of the United

States or to any port or place under the jurisdiction of

the United States, and within the district or zone of that

District Commander or Captain of the Port, to any vessel not in compliance with the provisions of the Port

and Tanker Safety Act (33 U.S.C. 1221-1232) or the regulations issued thereunder.

§160.109 Waterfront facility safety.

(387) (a) To prevent damage to, or destruction of, any

bridge or other structure on or in the navigable waters

of the United States, or any land structure or shore area

immediately adjacent to those waters, and to protect

the navigable waters and the resources therein from

harm resulting from vessel or structure damage, destruction, or loss, each District Commander or Captain

of the Port may–

(388) (1) Direct the handling, loading, unloading, storage, stowage, and movement (including the emergency

removal, control, and disposition) of explosives or

other dangerous articles and substances, including oil

or hazardous material as those terms are defined in 46

U.S.C. 2101 on any structure on or in the navigable waters of the United States, or any land structure or shore

area immediately adjacent to those waters; and

(389) (2) Conduct examinations to assure compliance

with the safety equipment requirements for structures.

58 ■ Chapter 2 ■ Volume 9
§160.111 Special orders applying to vessel

operations.

(390) Each District Commander or Captain of the Port

may order a vessel to operate or anchor in the manner

directed when–

(391) (a) The District Commander or Captain of the Port

has reasonable cause to believe that the vessel is not in

compliance with any regulation, law or treaty;

(392) (b) The District Commander or Captain of the Port

determines that the vessel does not satisfy the conditions for vessel operation and cargo transfers specified

in §160.113; or

(393) (c) The District Commander or Captain of the Port

has determined that such order is justified in the interest of safety by reason of weather, visibility, sea conditions, temporary port congestion, other temporary

hazardous circumstances, or the condition of the vessel.

§160.113 Prohibition of vessel operation and

cargo transfers.

(394) (a) Each District Commander or Captain of the

Port may prohibit any vessel, subject to the provisions

of chapter 37 of Title 46, U.S. Code, from operating in

the navigable waters of the United States, or from

transferring cargo or residue in any port or place under

the jurisdiction of the United States, and within the district or zone of that District Commander or Captain of

the Port, if the District Commander or the Captain of

the Port determines that the vessel’s history of accidents, pollution incidents, or serious repair problems

creates reason to believe that the vessel may be unsafe

or pose a threat to the marine environment.

(395) (b) The authority to issue orders prohibiting operation of the vessels or transfer of cargo or residue under

paragraph (a) of this section also applies if the vessel:

(396) (1) Fails to comply with any applicable regulation;

(397) (2) Discharges oil or hazardous material in violation of any law or treaty of the United States;

(398) (3) Does not comply with applicable vessel traffic

service requirements;

(399) (4) While underway, does not have at least one deck

officer on the navigation bridge who is capable of communicating in the English language.

(400) (c) When a vessel has been prohibited from operating in the navigable waters of the United States under

paragraphs (a) or (b) of this section, the District Commander or Captain of the Port may allow provisional

entry into the navigable waters of the United States, or

into any port or place under the jurisdiction of the

United States and within the district or zone of that

District Commander or Captain of the Port, if the

owner or operator of such vessel proves to the satisfaction of the District Commander or Captain of the Port,

that the vessel is not unsafe or does not pose a threat to

the marine environment, and that such entry is necessary for the safety of the vessel or the persons on board.

(401) (d) A vessel which has been prohibited from operating in the navigable waters of the United States, or from

transferring cargo or residue in a port or place under

the jurisdiction of the United States under the provisions of paragraph (a) or (b)(1), (2) or (3) of this section, may be allowed provisional entry if the owner or

operator proves, to the satisfaction of the District Commander or Captain of the Port that has jurisdiction,

that the vessel is no longer unsafe or a threat to the environment, and that the condition which gave rise to

the prohibition no longer exists.

§160.115 Withholding of clearance.

(402) (a) Each District Commander or Captain of the

Port may request the Secretary of the Treasury, or the

authorized representative thereof, to withhold or revoke the clearance required by 46 U.S.C. App. 91 of any

vessel, the owner or operator of which is subject to any

penalties under 33 U.S.C. 1232.

Subpart C–Notifications of Arrivals,

Hazardous Conditions, and Certain

Dangerous Cargos

§160.201 General.

(403) This subpart contains requirements and procedures

for submitting Notices of Arrival (NOA) and Notice of

Hazardous Condition. The sections in this subpart describe:

(404) (a) Applicability and exemptions from requirements in this subpart;

(405) (b) Required information in an NOA;

(406) (c) Required changes to an NOA;

(407) (d) Methods and times for submission of an NOA

and changes to an NOA;

(408) (e) How to obtain a waiver; and

(409) (f) Requirements for submission of the Notice of

Hazardous Conditions.

§160.202 Applicability.

(410) (a) This subpart applies to U.S. and foreign vessels

bound for or departing from ports or places in the

United States.

(411) (b) This subpart does not apply to recreational vessels under 46 U.S.C. 4301 et seq.

(412) (c) Unless otherwise specified in this subpart, the

owner, agent, master, operator, or person in charge of a

vessel regulated by this subpart is responsible for compliance with the requirements in this subpart.

Navigation Regulations ■ Chapter 2 ■ 59
(413) (d) Towing vessels controlling a barge or barges required to submit an NOA under this subpart must submit only one NOA containing the information required

for the towing vessel and each barge under its control.

§160.203 Exemptions.

(414) (a) Except for reporting notice of hazardous conditions, the following vessels are exempt from requirements in this subpart:

(415) (1) Passenger and supply vessels when they are employed in the exploration for or in the removal of oil,

gas, or mineral resources on the continental shelf.

(416) (2) Oil Spill Recovery Vessels (OSRVs) when engaged in actual spill response operations or during spill

response exercises.

(417) (3) Vessels operating upon the following waters:

(418) (i) Mississippi River between its sources and mile

235, Above Head of Passes;

(419) (ii) Tributaries emptying into the Mississippi River

above mile 235;

(420) (iii) Atchafalaya River above its junction with the

Plaquemine-Morgan City alternate waterway and the

Red River; and

(421) (iv) The Tennessee River from its confluence with

the Ohio River to mile zero on the Mobile River and all

other tributaries between those two points.

(422) (b) If not carrying certain dangerous cargo or controlling another vessel carrying certain dangerous

cargo, the following vessels are exempt from NOA requirements in this subpart:

(423) (1) Vessels 300 gross tons or less, except for foreign

vessels entering any port or place in the Seventh Coast

Guard District as described in 33 CFR 3.35–1(b).

(424) (2) Vessels operating exclusively within a Captain

of the Port Zone.

(425) (3) Vessels arriving at a port or place under force

majeure.

(426) (4) Towing vessels and barges operating solely between ports or places in the continental United States.

(427) (5) Public vessels.

(428) (6) Except for tank vessels, U.S. vessels operating

solely between ports or places in the United States on

the Great Lakes.

(429) (c) Vessels less than 500 gross tons need not submit

the International Safety Management (ISM) Code Notice (Entry (7) to Table 160.206).

(430) (d) [Suspended]

(431) (e) [Suspended]

(432) (f) U.S. vessels need not submit the International

Ship and Port Facility Code (ISPS) Notice information

(Entry (9) to Table 160.206).

§160.204 Definitions.

(433) As used in this subpart:

(434) Agent means any person, partnership, firm, company or corporation engaged by the owner or charterer

of a vessel to act in their behalf in matters concerning

the vessel.

(435) Barge means a non-self propelled vessel engaged in

commerce.

(436) Carried in bulk means a commodity that is loaded

or carried on board a vessel without containers or labels and received and handled without mark or count.

(437) Certain dangerous cargo (CDC) includes any of the

following:

(438) (1) Division 1.1 or 1.2 explosives as defined in 49

CFR 173.50.

(439) (2) Division 1.5D blasting agents for which a permit is required under 49 CFR 176.415 or, for which a

permit is required as a condition of a Research and Special Programs Administration exemption.

(440) (3) Division 2.3 “poisonous gas”, as listed in 49 CFR

172.101 that is also a “material poisonous by inhalation” as defined in 49 CFR 171.8, and that is in a quantity in excess of 1 metric ton per vessel.

(441) (4) Division 5.1 oxidizing materials for which a permit is required under 49 CFR 176.415 or for which a

permit is required as a condition of a Research and Special Programs Administration exemption.

(442) (5) A liquid material that has a primary or subsidiary classification of Division 6.1 “poisonous material”

as listed 49 CFR 172.101 that is also a “material poisonous by inhalation,” as defined in 49 CFR 171.8 and that

is in a bulk packaging, or that is in a quantity in excess

of 20 metric tons per vessel when not in a bulk packaging.

(443) (6) Class 7, “highway route controlled quantity” radioactive material or “fissile material, controlled shipment,” as defined in 49 CFR 173.403.

(444) (7) Bulk liquefied chlorine gas and Bulk liquefied

gas cargo that is flammable and/or toxic and carried

under 46 CFR 154.7.

(445) (8) The following bulk liquids:

(446) (i) Acetone cyanohydrin,

(447) (ii) Allyl alcohol,

(448) (iii) Chlorosulfonic acid,

(449) (iv) Crotonaldehyde,

(450) (v) Ethylene chlorohydrin,

(451) (vi) Ethylene dibromide,

(452) (vii) Methacrylonitrile, and

(453) (viii) Oleum (fuming sulfuric acid).

(454) (9) Ammonium nitrate and ammonium nitrate

based fertilizers, in bulk, listed as a Division 5.1 material in 49 CFR 172.101.

(455) (10) Propylene oxide, alone or mixed with ethylene

oxide, in bulk.

(456) Charterer means the person or organization that

contracts for the majority of the carrying capacity of a

60 ■ Chapter 2 ■ Volume 9
ship for the transportation of cargo to a stated port for a

specified period. This includes “time charterers” and

“voyage charterers.”

(457) Crewmember means all persons carried on board

the vessel to provide navigation and maintenance of the

vessel, its machinery, systems, and arrangements essential for propulsion and safe navigation or to provide

services for other persons on board.

(458) Great Lakes means Lakes Superior, Michigan, Huron, Erie, and Ontario, their connecting and tributary

waters, the Saint Lawrence River as far as Saint Regis,

and adjacent port areas.

(459) Gross tons means the tonnage determined by the

tonnage authorities of a vessel’s flag state in accordance with the national tonnage rules in force before

the entry into force of the International Convention on

Tonnage Measurement of Ships, 1969 (“Convention”).

For a vessel measured only under Annex I of the Convention, gross tons means that tonnage. For a vessel

measured under both systems, the higher gross tonnage is the tonnage used for the purposes of the

300-gross-ton threshold.

(460) Hazardous condition means any condition that

may adversely affect the safety of any vessel, bridge,

structure, or shore area or the environmental quality of

any port, harbor, or navigable waterway of the United

States. It may, but need not, involve collision, allision,

fire, explosion, grounding, leaking, damage, injury or

illness of a person aboard, or manning-shortage.

(461) Nationality means the state (nation) in which a

person is a citizen or to which a person owes permanent allegiance.

(462) Operator means any person including, but not limited to, an owner, a charterer, or another contractor

who conducts, or is responsible for, the operation of a

vessel.

(463) Persons in addition to crewmembers mean any

person onboard the vessel, including passengers, who

are not included on the list of crewmembers.

(464) Port or place of departure means any port or place

in which a vessel is anchored or moored.

(465) Port or place of destination means any port or

place in which a vessel is bound to anchor or moor.

(466) Public vessel means a vessel that is owned or demise-(bareboat) chartered by the government of the

United States, by a State or local government, or by the

government of a foreign country and that is not engaged in commercial service.

(467) Time charterer means the party who hires a vessel

for a specific amount of time. The owner and his crew

manage the vessel, but the charterer selects the ports of

destination.

(468) Voyage charterer means the party who hires a vessel for a single voyage. The owner and his crew manage

the vessel, but the charterer selects the ports of destination.

§160.206 Information required in an NOA.

(469) (a) Each NOA must contain all of the information

items specified in Table 160.206.

(470) (b) Vessels operating solely between ports or places

in the continental United States need submit only the

name of and date of arrival and departure for the last

port or places visited to meet the requirements in entries (2)(i) and (ii) to Table 160.206 of this section.

(471) (c) You may submit a copy of INS Form I–418 to

meet the requirements of entries (4) and (5) in Table

160.206.

(472) (d) Any vessel planning to enter two or more consecutive ports or places in the United States during a

single voyage may submit one consolidated Notification of Arrival at least 96 hours before entering the first

port or place of destination. The consolidated notice

must include the name of the port or place and estimated arrival and departure date for each destination

of the voyage. Any vessel submitting a consolidated notice under this section must still meet the requirements of §160.208 of this part concerning requirements for charges to an NOA.

§160.208 Changes to a submitted NOA.

(473) (a) Unless otherwise specified in this section, when

submitted NOA information changes, vessels must

submit a notice of change within the times required in

§160.212.

(474) (b) Changes in the following information need not

be reported:

(475) (1) Changes in arrival or departure times that are

less than six (6) hours;

(476) (2) Changes in vessel location or position of the

vessel at the time of reporting (entry (2)(vi) to Table

160.206); and

(477) (3) Changes to crewmembers’ position or duties on

the vessel (entry (5)(v) to Table 160.206).

(478) (c) When reporting changes, submit only the name

of the vessel, original NOA submission date, the port of

arrival, the specific items to be corrected, and the new

location or position of the vessel at the time of reporting. Only changes to NOA information need to be submitted.

§160.210 Methods for submitting an NOA.

(479) (a) [Suspended]

(480) (b) Saint Lawrence Seaway transits. Those vessels

transiting the Saint Lawrence Seaway inbound, bound

for a port or place in the United States, may meet the

submission requirements of paragraph (a) of this section by submitting the required information to the

Navigation Regulations ■ Chapter 2 ■ 61
62 ■ Chapter 2 ■ Volume 9

Table 160.206 – NOA Information Items

Required Information Vessels Not 

Carrying CDC

Vessels Carrying CDC

Vessels

Towing Vessels 

Controlling 

Vessels Carrying CDC

(1) Vessel Information

(i) Name XXX

(ii) Name of the registered owner XXX

(iii) Country of registry XXX

(iv) Call sign XXX

(v) International Maritime Organization (IMO) international number or, if vessel does not have an

assigned IMO international number, substitute with offi cial number XXX

(vi) Name of the operator XXX

(vii) Name of the charterer XXX

(viii) Name of classifi cation society XXX

(2) Voyage Information

(i) Names of last fi ve ports or places visited X X X

(ii) Dates of arrival and departure for last fi ve ports or places visited X X X

(iii) For each port or place in the United States to be visited list the names of the receiving facility, the 

port or place, the city, and the state XXX

(iv) For each port or place in the United States to be visited, the estimated date and time of arrival X X X

(v) For each port or place in the United States to be visited, the estimated date and time of departure X X X

(vi) The location (port or place and country) or position (latitude and longitude or waterway and mile 

marker) of the vessel at the time of reporting XXX

(vii) The name and telephone number of a 24-hour point of contact X X X

(3) Cargo Information

(i) A general description of cargo, other than CDC, onboard the vessel (e.g. grain, container, oil, etc.) X X X

(ii) Name of each certain dangerous cargo carried, including cargo UN number, if applicable X X

(iii) Amount of each certain dangerous cargo carried X X

(4) Information for each crewmember onboard

(i) Full name XXX

(ii) Date of birth XXX

(iii) Nationalitiy XXX

(iv) Passport or mariners document number (type of identifi cation and number) X X X

(v) Position or duties on the vessel XXX

(vi) Where the crewmembers embarked (list port or place and country) X X X

(5) Information for each person onboard in addition to crew

(i) Full name XXX

(ii) Date of birth XXX

(iii) Nationality XXX

(iv) Passport number XXX

(v) Where the person embarked (list port or place and country) X X X

(6) Operational condition of equipment required by §164.35 of this chapter XXX

(7) International Safety Management (ISM) Code Notice

(i) The date of issuance for the company’s Document of Compliance certifi cate that covers the vessel X X X

(ii) The date of issuance for the vessel’s Safety Management Certifi cate X X X

(iii) The name of the Flag Administration, or the recognized organization(s) representing the vessel fl ag 

administration, that issued those certifi cates XXX

(8) Cargo Declaration (Customs Form 1302) as described in 19 CFR 4.7 XXX

(9) International Ship and Port Facility Code (ISPS) Notice*

(i) The date of issuance for the vessel’s International Ship Security Certifi cate (ISSC), if any X X X

(ii) Whether the ISSC, if any, is an initial Interim ISSC, subsequent and consecutive Interim ISSC, or 

fi nal ISSC XXX

(iii) Declaration that the approved ship security plan, if any, is being implemented X X X

(iv) If a subsequent and consecutive Interim ISSC, the reasons therefor X X X

(v) The name and 24-hour contact information for the Company Security Offi cer X X X

(vi) The name of the Flag Administration, or the recognized security organization(s) representing the 

vessel fl ag Administration that issued the ISSC XXX

* The information required by items 9(i)-(iii) need not be submitted before January 1, 2004. All other information required by item 9 need not be submitted before July 

1, 2004.
Saint Lawrence Seaway Development Corporation and

the Saint Lawrence Seaway Management Corporation

of Canada by fax at 315-764-3235 or at 315-764-3200.

(481) (c) Seventh Coast Guard District. Those foreign

vessels 300 or less gross tons operating in the Seventh

Coast Guard District must submit an NOA to the cognizant Captain of the Port (COTP).

(482) (d) [Suspended]

(483) (e) Submission to the National Vessel Movement

Center (NVMC). Except as provided in paragraphs (b)

and (c) of this section, vessels must submit NOA information required by §160.206 (entries 1-9 to Table

160.206) to the NVMC, United States Coast Guard, 408

Coast Guard Drive, Kearneysville, WV 25430, By:

(484) (1) Electronic submission via the electronic NOA

(e-NOA) available on the NVMC web site at http://www.

nvmc.uscg.gov.

(485) (2) Electronic submission via web service of formatted XML (eXtensible Markup Language) documents. E-mail sans@nvmc.uscg.gov to ask for the XML

schema details;

(486) (3) E-mail at sans@nvmc.uscg.gov. Workbook

available at http://www.nvmc.uscg.gov;

(487) (4) Fax at 1-800-547-8724 or 304-264-2684. Workbook available at http://www.nvmc.uscg.gov; or,

(488) (5) Telephone at 1-800-708-9823 or 304-264-2502.

§160.212 When to submit an NOA.

(489) (a) Submission of NOA. (1) Except as set out in

paragraph (a)(2) of this section, all vessels must submit

NOAs within the times required in paragraph (a)(3) of

this section.

(490) (2) Towing vessels, when in control of a vessel carrying CDC and operating solely between ports or places

in the continental United States, must submit an NOA

before departure but at least 12 hours before entering

the port or place of destination.

(491) (3) Times for submitting NOAs areas follows:

If your voyage time is– You must submit an NOA–

(i) 96 hours or more; or . . . . At least 96 hours before entering the port or place of

destination; or

(ii) Less than 96 hours . . . . . Before departure but at least

24 hours before entering the

port or place of destination.

(492) (b) Submission of changes to NOA. (1) Except as set

out in paragraph (b)(2) of this section, vessels must

submit changes in NOA information within the times

required in paragraph (b)(3) of this section.

(493) (2) Towing vessels, when in control of a vessel carrying CDC and operating solely between ports or places

in the continental United States, must submit changes

to an NOA as soon as practicable but at least 6 hours before entering the port or place of destination.

(494) (3) Times for submitting changes to NOAs are as

follows:

If your remaining voyage

time is–

Then you must submit

changes to an NOA–

(i) 96 hours or more; As soon as practicable but at

least 24 hours before entering the port or place of destination;

(ii) Less than 96 hours but

not less than 24 hours; or

As soon as practicable but at

least 24 hours before entering the port or place of destination; or

(iii) Less than 24 hours As soon as practicable but at

least 12 hours before entering the port or place of destination.

(495) (c) [Suspended]

§160.214 Waivers.

(496) The Captain of the Port may waive, within that Captain of the Port’s designated zone, any of the requirements of this subpart for any vessel or class of vessels

upon finding that the vessel, route area of operations,

conditions of the voyage, or other circumstances are

such that application of this subpart is unnecessary or

impractical for purposes of safety, environmental protection, or national security.

§160.215 Notice of hazardous conditions.

(497) Whenever there is a hazardous condition either

aboard a vessel or caused by a vessel or its operation,

the owner, agent, master, operator, or person in charge

shall immediately notify the nearest Coast Guard Sector Office or Group Office. (Compliance with this section does not relieve responsibility for the written

report required by 46 CFR 4.05–10.)

Part 161–Vessel Traffic Management

Subpart A–Vessel Traffic Services General

Rules

§161.1 Purpose and Intent.

(498) (a) The purpose of this part is to promulgate regulations implementing and enforcing certain sections of

the Ports and Waterways Safety Act (PWSA) setting up a

national system of Vessel Traffic Services that will enhance navigation, vessel safety, and marine environmental protection and promote safe vessel movement

Navigation Regulations ■ Chapter 2 ■ 63
by reducing the potential for collisions, rammings, and

groundings, and the loss of lives and property associated

with these incidents within VTS areas established hereunder.

(499) (b) Vessel Traffic Services provide the mariner with

information related to the safe navigation of a waterway. This information, coupled with the mariner’s

compliance with the provisions set forth in this part,

enhances the safe routing of vessels through congested

waterways or waterways of particular hazard. Under

certain circumstances, a VTS may issue directions to

control the movement of vessels in order to minimize

the risk of collision between vessels, or damage to property or the environment.

(500) (c) The owner, operator, charterer, master, or person directing the movement of a vessel remains at all

times responsible for the manner in which the vessel is

operated and maneuvered, and is responsible for the

safe navigation of the vessel under all circumstances.

Compliance with these rules or with a direction of the

VTS is at all times contingent upon the exigencies of

safe navigation.

(501) (d) Nothing in this part is intended to relieve any

vessel, owner, operator, charterer, master, or person directing the movement of a vessel from the consequences of any neglect to comply with this part or any

other applicable law or regulations (e.g., the International Regulations for Prevention of Collisions at Sea,

1972 (72 COLREGS) or the Inland Navigation Rules) or

of the neglect of any precaution which may be required

by the ordinary practice of seamen, or by the special

circumstances of the case.

§161.2 Definitions.

(502) For the purposes of this part:

(503) Cooperative Vessel Traffic Services (CVTS) means

the system of vessel traffic management established

and jointly operated by the United States and Canada

within adjoining waters. In addition, CVTS facilitates

traffic movement and anchorages, avoids jurisdictional

disputes, and renders assistance in emergencies in adjoining United States and Canadian waters.

(504) Hazardous Vessel Operating Condition means any

condition related to a vessel’s ability to safely navigate

or maneuver, and includes, but is not limited to:

(505) (1) The absence or malfunction of vessel operating

equipment, such as propulsion machinery, steering

gear, radar system, gyrocompass, depth sounding device, automatic radar plotting aid (ARPA), radiotelephone, Automatic Identification System equipment,

navigational lighting, sound signaling devices or similar equipment.

(506) (2) Any condition on board the vessel likely to impair navigation, such as lack of current nautical charts

and publications, personnel shortage, or similar condition.

(507) (3) Vessel characteristics that affect or restrict maneuverability, such as cargo arrangement, trim, loaded

condition, underkeel clearance, speed, or similar characteristics.

(508) Navigable waters means all navigable waters of the

United States including the territorial sea of the United

States, extending to 12 nautical miles from United

States baselines, as described in Presidential Proclamation No. 5928 of December 27, 1988.

(509) Precautionary Area means a routing measure

comprising an area within defined limits where vessels

must navigate with particular caution and within

which the direction of traffic may be recommended.

(510) Towing Vessel means any commercial vessel engaged in towing another vessel astern, alongside, or by

pushing ahead.

(511) Vessel Movement Center (VMC) means the shorebased facility that operates the vessel tracking system

for a Vessel Movement Reporting System (VMRS) area

or sector within such an area. The VMC does not necessarily have the capability or qualified personnel to interact with marine traffic, nor does it necessarily

respond to traffic situations developing in the area, as

does a Vessel Traffic Service (VTS).

(512) Vessel Movement Reporting System (VMRS) means

a mandatory reporting system used to monitor and track

vessel movements. This is accomplished by a vessel providing information under established procedures as set

forth in this part in the areas defined in Table 161.12(c)

(VTS and VMRS Centers, Call Signs/MMSI, Designated

Frequencies, and Monitoring Areas).

(513) Vessel Movement Reporting System (VMRS) User

means a vessel, or an owner, operator, charterer, Master, or person directing the movement of a vessel that is

required to participate in a VMRS.

(514) Vessel Traffic Center (VTC) means the shore-based

facility that operates the vessel traffic service for the

Vessel Traffic Service area or sector within such an

area.

(515) Vessel Traffic Services (VTS) means a service implemented by the United States Coast Guard designed

to improve the safety and efficiency of vessel traffic and

to protect the environment. The VTS has the capability

to interact with marine traffic and respond to traffic situations developing in the VTS area.

(516) Vessel Traffic Service Area or VTS Area means the

geographical area encompassing a specific VTS area of

service. This area of service may be subdivided into sectors for the purpose of allocating responsibility to individual Vessel Traffic Centers or to identify different

operating requirements.

64 ■ Chapter 2 ■ Volume 9
(517) Note: Although regulatory jurisdiction is limited to

the navigable waters of the United States, certain vessels will be encouraged or may be required, as a condition of port entry, to report beyond this area to facilitate

traffic management within the VTS area.

(518) VTS Special Area means a waterway within a VTS

area in which special operating requirements apply.

(519) VTS User means a vessel, or an owner, operator,

charterer, master, or person directing the movement of

a vessel, that is:

(520) (a) Subject to the Vessel Bridge-to-Bridge Radiotelephone Act; or

(521) (b) Required to participate in a VMRS within a VTS

area (VMRS User).

(522) VTS User’s Manual means the manual established

and distributed by the VTS to provide the mariner with

a description of the services offered and rules in force

for that VTS. Additionally, the manual may include

chartlets showing the area and sector boundaries, general navigational information about the area, and procedures, radio frequencies, reporting provisions and

other information which may assist the mariner while

in the VTS area.

§161.3 Applicability.

(523) The provisions of this subpart shall apply to each

VTS User and may also apply to any vessel while underway or at anchor on the navigable waters of the United

States within a VTS area, to the extent the VTS considers necessary.

§161.4 Requirement to carry the rules.

(524) Each VTS User shall carry on board and maintain

for ready reference a copy of these rules.

(525) Note: These rules are contained in the applicable

U.S. Coast Pilot, the VTS User’s Manual which may be

obtained by contacting the appropriate VTS, and periodically published in the Local Notice to Mariners. The

VTS User’s Manual and the World VTS Guide, an International Maritime Organization (IMO) recognized publication, contain additional information which may

assist the prudent mariner while in the appropriate

VTS area.

§161.5 Deviations from the rules.

(526) (a) Requests to deviate from any provision in this

part, either for an extended period of time or if anticipated before the start of a transit, must be submitted in

writing to the appropriate District Commander. Upon

receipt of the written request, the District Commander

may authorize a deviation if it is determined that such a

deviation provides a level of safety equivalent to that

provided by the required measure or is a maneuver

considered necessary for safe navigation under the

circumstances. An application for an authorized deviation must state the need and fully describe the

proposed alternative to the required measure.

(527) (b) Requests to deviate from any provision in this

part due to circumstances that develop during a transit

or immediately preceding a transit, may be made verbally to the appropriate VTS Director. Requests to deviate shall be made as far in advance as practicable. Upon

receipt of the request, the VTS Director may authorize

a deviation if it is determined that, based on vessel handling characteristics, traffic density, radar contacts, environmental conditions and other relevant information,

such a deviation provides a level of safety equivalent to

that provided by the required measure or is a maneuver

considered necessary for safe navigation under the circumstances.

Services, VTS Measures, and Operating Requirements

§161.10 Services.

(528) To enhance navigation and vessel safety, and to protect the marine environment, a VTS may issue advisories, or respond to vessel requests for information, on

reported conditions within the VTS area, such as:

(529) (a) Hazardous conditions or circumstances;

(530) (b) Vessel congestion;

(531) (c) Traffic density;

(532) (d) Environmental conditions;

(533) (e) Aids to navigation status;

(534) (f) Anticipated vessel encounters;

(535) (g) Another vessel’s name, type, position, hazardous vessel operating conditions, if applicable, and intended navigation movements, as reported;

(536) (h) Temporary measures in effect;

(537) (i) A description of local harbor operations and

conditions, such as ferry routes, dredging, and so forth;

(538) (j) Anchorage availability; or

(539) (k) Other information or special circumstances.

§161.11 VTS measures.

(540) (a) A VTS may issue measures or directions to enhance navigation and vessel safety and to protect the

marine environment, such as, but not limited to:

(541) (1) Designating temporary reporting points and

procedures;

(542) (2) Imposing vessel operating requirements; or

(543) (3) Establishing vessel traffic routing schemes.

(544) (b) During conditions of vessel congestion, restricted visibility, adverse weather, or other hazardous

circumstances, a VTS may control, supervise, or otherwise manage traffic, by specifying times of entry, movement, or departure to, from, or within a VTS area.

Navigation Regulations ■ Chapter 2 ■ 65
§161.12 Vessel operating requirements.

(545) (a) Subject to the exigencies of safe navigation, a

VTS User shall comply with all measures established or

directions issued by a VTS.

(546) (b) If, in a specific circumstance, a VTS User is unable to safely comply with a measure or direction issued by the VTS, the VTS User may deviate only to the

extent necessary to avoid endangering persons, property or the environment. The deviation shall be reported to the VTS as soon as is practicable.

(547) (c) When not exchanging voice communications, a

VTS User must maintain a listening watch as required

by §26.04(e) of this chapter on the VTS frequency designated in Table 161.12(c) (VTS and VMRS Centers,

Call Signs/MMSI, Designated Frequencies, and Monitoring Areas). In addition, the VTS User must respond

promptly when hailed and communicated in the

English language.

(548) Note to §161.12(c): As stated in 47 CFR 80.148(b),

a very high frequency watch on Channel 16 (156.800

MHz) is not required on vessels subject to the Vessel

Bridge-to-Bridge Radiotelephone Act and participating

in a Vessel Traffic Service (VTS) system when the watch

is maintained on both the vessel bridge-to-bridge frequency and a designated VTS frequency.

(549) (d) As soon as practicable a VTS User shall notify

the VTS of any of the following:

(550) (1) A marine casualty as defined in 46 CFR 4.05-1;

(551) (2) Involvement in the ramming of a fixed or floating object;

(552) (3) A pollution incident as defined in §151.15 of

this chapter:

(553) (4) A defect or discrepancy in an aid to navigation;

(554) (5) A hazardous condition as defined in §160.203 of

this chapter;

(555) (6) Improper operation of vessel equipment required by Part 164 of this chapter;

(556) (7) A situation involving hazardous materials for

which a report is required by 49 CFR 176.48; and

(557) (8) A hazardous vessel operating condition as defined in §161.2.

§161.13 VTS Special Area Operating Requirements.

(558) The following operating requirements apply within

a VTS Special Area:

(559) (a) A VTS User shall, if towing astern, do so with as

short a hawser as safety and good seamanship permits.

(560) (b) A VMRS User shall:

(561) (1) Not enter or get underway in the area without

prior approval of the VTS;

(562) (2) Not enter a VTS Special Area if a hazardous vessel operating condition or circumstance exists;

(563) (3) Not meet, cross, or overtake any other VMRS

User in the area without prior approval of the VTS; and

(564) (4) Before meeting, crossing, or overtaking any

other VMRS User in the area, communicate on the designated vessel bridge-to-bridge radiotelephone frequency, intended navigation movements, and any

other information necessary in order to make safe passing arrangements. This requirement does not relieve a

vessel of any duty prescribed by the International Regulations for Prevention of Collisions at Sea, 1972 (72

COLREGS) or the Inland Navigation Rules.

Subpart B–Vessel Movement Reporting

System

§161.15 Purpose and Intent.

(565) (a) A Vessel Movement Reporting System (VMRS) is

a system used to monitor and track vessel movements

within a VTS or VMRS area. This is accomplished by requiring that vessels provide information under established procedures as set forth in this part, or as directed

by the Center.

(566) (b) To avoid imposing an undue reporting burden

or unduly congesting radiotelephone frequencies, reports shall be limited to information which is essential

to achieve the objectives of the VMRS. These reports

are consolidated into three reports (sailing plan, position, and final).

§161.16 Applicability.

(567) Unless otherwise stated, the provisions of this

subpart apply to the following vessels and VMRS Users:

(568) (a) Every power-driven vessel of 40 meters (approximately 131 feet) or more in length, while navigating;

(569) (b) Every towing vessel of 8 meters (approximately

26 feet) or more in length, while navigating; or

(570) (c) Every vessel certificated to carry 50 or more

passengers for hire, when engaged in trade.

§161.17 Definitions.

(571) As used in the subpart:

(572) Center means a Vessel Traffic Center or Vessel

Movement Center.

(573) Published means available in a widely-distributed

and publicly available medium (e.g., VTS User’s Manual, ferry schedule, Notice to Mariners).

§161.18 Reporting requirements.

(574) (a) A Center may: (1) Direct a vessel to provide any

of the information set forth in Table 161.18(a) (IMO

Standard Ship Reporting System);

(575) (2) Establish other means of reporting for those

vessels unable to report on the designated frequency; or

(576) (3) Require reports from a vessel in sufficient time

to allow advance vessel traffic planning.

66 ■ Chapter 2 ■ Volume 9
Navigation Regulations ■ Chapter 2 ■ 67

TABLE 161.12(C)-VTS and VMRS Centers, Call Signs/MMSI, Designated Frequencies, and 

Monitoring Areas

Center MMSI1 Call Sign Designated frequency (Channel designation)-purpose2 Monitoring Area 3, 4

Berwick Bay 003669950

Berwick Traffi c

156.550 MHz (Ch. 11) The waters south of 29°45'N, west of 91°10'W, north of 29°37'N, and east of 

91°18'W.

Buzzards Bay

Buzzards Bay Control5

156.600 MHz (Ch. 12) The waters east and north of a line drawn from the southern tangent of Sakonnet 

Point, Rhode Island, in approximate position 41°27.2'N, 70°11.7'W to Buzzards 

Bay Entrance Light in approximate position 41°23.5'N, 71°02.0'W, and then to the 

southwestern tangent of Cuttyhunk Island, Massachusetts, at approximate position 

41°24.6'N, 70°57.0'W, and including all of the Cape Cod Canal to its eastern entrance, except that the area of New Bedford harbor within the confi nes (north of) the 

hurricane barrier, and the passages through the Elizabeth Islands, is not considered 

to be “Buzzards Bay”.

Houston-Galveston 003669954 The navigable waters north of 29°N, west of 94°20'W, south of 29°49'N, and east of 

95°20'W.

Houston Traffi c 156.550 MHz (Ch. 11)

156.250 MHz (Ch. 5A) - for sailing 

plans only

The navigable waters north of a line extending due west from the southern most end 

of Exxon Dock #1 (20°43.37'N, 95°01.27'W)

Houston Traffi c 156.600 MHz (Ch. 12)

156.250 MHz (Ch. 5A) - for sailing 

plans only

The navigable waters south of a line extending due west from the southern most end 

of Exxon Dock #1 (29°43.37'N, 95°01.27'W)

Los Angeles/Long Beach:

MMSI to be determined

San Pedro Traffi c

156.700 MHz (Ch. 14) Vessel Movement Reporting System Area: The navigable waters within a 25 nautical 

mile radius of Point Fermin Light (33°42.3'N, 118°17.6'W)

Louisville: not applicable

Louisville Traffi c

156.650 MHz (Ch. 13) The waters of the Ohio River between McAlpine Locks (Mile 606) and Twelve Mile 

Island (Mile 593), only when the McAlpine upper pool gauge is at approximately 

13.0 feet or above.

Lower Mississippi River6

0036699952

New Orleans Traffi c

156.700 MHz (Ch. 14) The navigable waters of the Lower Mississippi River below 30°38.7'N, 91°17.5'W 

(Port Hudson Light at 255 miles Above Head of Passes (AHP)), the Southwest Pass, 

and, within a 12 nautical miles radius around 28°54.3'N, 89°25.7'W (Southwest Pass 

Entrance Light at 19.9 miles Below Head of Passes).

New Orleans Traffi c 156.600 MHz (Ch. 12) New Orleans Sector. The navigable waters of the Lower Mississippi River bounded 

on the north by a line drawn perpendicularly at 29°56.4'N, 90°08.36'W and on the 

south by a line drawn perpendicularly at 29°56.24'N, 89°59.86'W (88 and 106 miles 

AHP).

New York 003669951

New York Traffi c

156.550 MHz (Ch. 11) - for sailing 

plans only

156.600 MHz (Ch. 12) - for vessels 

at anchor

The area consists of the navigable waters of the Lower New York Bay bounded on 

the east by a line drawn from Norton Point to Breezy Point; on the south by a line 

connecting the entrance buoys at the Ambrose Channel, Swash Channel, and Sandy 

Hook Channel to Sandy Hook Point; and on the southeast including the waters of 

Sandy Hook Bay south to a line drawn at 40°25'N; then west in the Raritan Bay 

to the Raritan River Railroad Bridge, then north into waters of the Arthur Kill and 

Newark Bay to the Lehigh Valley Draw Bridge at 40°41.9'N; and then east including 

the waters of the Kill Van Kull and the Upper New York Bay north to a line drawn 

east-west from the Holland Tunnel ventilator shaft at 40°43.7'N, 

74°01.6'W, in the Hudson River; and then continuing east including the waters of the 

East River to the Throgs Neck Bridge, excluding the Harlem River.

New York Traffi c 156.700 MHz (Ch. 14) The navigable waters of the Lower New York Bay west of a line drawn from 

Norton Point to Breezy Point; and north of a line connecting the entrance buoys 

of Ambrose Channel, Swash Channel, and Sandy Hook Channel, to Sandy Hook 

Point; on the southeast including the waters of the Sandy Hook Bay south to a line 

drawn at latitude 40°25'N; then west into the waters of Raritan Bay East Reach to 

a line drawn from Great Kills Light south through Raritan Bay East Reach LGB 

#14 to Comfort PT, NJ; then north including the waters of the Upper New York Bay 

south of 40°42.40'N (Brooklyn Bridge) and 40°43.70'N (Holland Tunnel Ventilator 

Shaft); west through the KVK into the Arthur Kill north of 40°38.25'N (Arthur Kill 

Railroad Bridge); then north into the waters of the Newark Bay, south of 40°41.95'N 

(Lehigh Valley Draw Bridge).

New York Traffi c 156.600 MHz (Ch. 12) The navigable waters of the Raritan Bay south to a line drawn at 40°26'N; then west 

of a line drawn from Great Kills Light south through the Raritan Bay East Reach 

LGB #14 to Point Comfort, NJ; then west to the Raritan River Railroad Bridge; and 

north including the waters of the Arthur Kill to 40°28.25'N (Arthur Kill Railroad 

Bridge); including the waters of the East River north of 40°42.40'N (Brooklyn 

Bridge) to the Throgs Neck Bridge, excluding the Harlem River.
68 ■ Chapter 2 ■ Volume 9

TABLE 161.12(C)-VTS and VMRS Centers, Call Signs/MMSI, Designated Frequencies, and 

Monitoring Areas

Center MMSI1 Call Sign Designated frequency (Channel designation)-purpose2 Monitoring Area 3, 4

Port Arthur6 003669955

Sabine Traffi c

(to be determined) The navigable waters south of 30°10'N, east of 94°20'W, west of 93°22'W, and, 

north of 29°10'N.

Prince William Sound 003669958

Valdez Traffi c 156.650 MHz (Ch. 13)

The navigable waters south of 61°05'N, east of 147°20'W, north of 60°N, and west 

of 146°30'W; and, all navigable waters in Port Valdez.

Puget Sound7

Seattle Traffi c 003669957

156.700 MHz (Ch. 14) The waters of Puget Sound, Hood Canal and adjacent waters south of a line connecting Nodule Point and Bush Point in Admiralty Inlet and south of a line drawn 

due east from the southernmost tip of Possession Point on Whidbey Island to the 

shoreline.

Seattle Traffi c 003669957 156.250 MHz (Ch. 5A) The waters of the Strait of Juan de Fuca east of 124°40'W excluding the waters in 

the central portion of the Strait of Juan de Fuca north and east of Race Rocks; the 

navigable waters of the Strait of Georgia east of 122°52'W; the San Juan Island 

Archipelago, Rosario Strait, Bellingham Bay; Admiralty Inlet north of a line connecting Nodule Point and Bush Point and all waters east of Whidbey Island North 

of a line drawn due east from the southernmost tip of Possession Point on Whidbey 

Island to the shoreline.

Tofi no Traffi c 003160012 156.725 MHz (Ch. 74) The waters west of 124°40'W within 50 nautical miles of the coast of Vancouver 

Island including the waters north of 48°N, and east of 127°W.

Victoria Traffi c 003160010 156.550 MHz (Ch. 11) The waters of the Strait of Georgia west of 122°52'W, the navigable waters of the 

central Strait of Juan de Fuca north and east of Race Rocks, including the Gulf 

Island Archipelago, Boundary Pass and Haro Strait.

San Francisco 003669956

San Francisco Traffi c

156.700 MHz (Ch. 14) The navigable waters of the San Francisco Offshore Precautionary Area, the 

navigable waters shoreward of the San Francisco Offshore Precautionary Area 

east of 122°42.0'W and north of 37°40.0'N extending eastward through the Golden 

Gate, and the navigable waters of San Francisco Bay and as far east as the port of 

Stockton on the San Joaquin River, as far north as the port of Sacramento on the 

Sacramento River.

San Francisco Traffi c 156.600 MHz (Ch. 12) The navigable waters within a 38 nautical mile radius of Mount Tamalpais 

(37°55.8'N, 122°34.6'W) west of 122°42.0'W and south of 37°40.0'N and excluding 

the San Francisco Offshore Precautionary Area.

St. Marys River 003669953

Soo Traffi c

156.600 MHz (Ch. 12) The waters of the St. Marys River between 45°57'N (De Tour Reef Light) and 

46°38.7'N (lle Parisienne Light), except the St. Marys Falls Canal and those navigable waters east of a line from 46°04.16'N and 46°01.57'N (La Pointe to Sims Point 

in Potagannissing Bay and Worsley Bay.)

Notes:

1

 Maritime Mobile Service Identifi er (MMSI) is a unique nine-digit number assigned that identifi es ship stations, ship earth stations, coast stations, coast earth stations, and group calls for use by a digital selective calling (DSC) radio, an INMARSAT ship earth station or AIS. AIS requirements are set forth in §§161.21 and 

164.46 of this subchapter. The requirements set forth in §§161.21 and 164.46 of this subchapter apply in those areas denoted with a MMSI number.

2

 In the event of a communication failure, diffi culties or other safety factors, the Center may direct or permit a user to monitor and report on any other designated 

monitoring frequency or the bridge-to-bridge navigational frequency, 156.650 MHz (Channel 13) or 156.375 MHz (Ch. 67), to the extent that doing so provides a 

level of safety beyond that provided by other means. The bridge-to-bridge navigational frequency, 156.650 MHz (Ch. 13), is used in certain monitoring areas where 

the level of reporting does not warrant a designated frequency.

3 All geographic coordinates (latitude and longitude) are expressed in North American Datum of 1983 (NAD 83).

4 Some monitoring areas extend beyond navigable waters. Although not required, users are strongly encouraged to maintain a listening watch on the designated monitoring frequency in these areas. Otherwise, they are required to maintain watch as stated in 47 CFR 80.148.

5

 In addition to the vessels denoted in Section 161.16 of this chapter, requirements set forth in subpart B of 33 CFR part 161 also apply to any vessel transiting VMRS 

Buzzards Bay required to carry a bridge-to-bridge radiotelephone by part 26 of this chapter.

6

 Until rules regarding VTS Lower Mississippi River and VTS Port Arthur are published, vessels are exempted of all VTS and VMRS requirements set forth in 33 

CFR part 161, except those set forth in §§161.21 and 164.46 of this subchapter.

7

 A Cooperative Vessel Traffi c Service was established by the United States and Canada within adjoining waters. The appropriate Center administers the rules issued 

by both nations; however, enforces only its own set of rules within its jurisdiction. Note, the bridge-to-bridge navigational frequency, 156.650 MHz (Ch. 13), is not 

so designated in Canadian waters, therefore users are encouraged and permitted to make passing arrangements on the designated monitoring frequencies.
(577) (b) All reports required by this part shall be made as

soon as is practicable on the frequency designated in Table 161.12(c) (VTS and VMRS Centers, Call Signs/MMSI,

Designated Frequencies, and Monitoring Areas).

(578) (c) When not exchanging communications, a

VMRS User must maintain a listening watch as described in §26.04(e) of this chapter on the frequency

designated in Table 161.12(c) (VTS and VMRS Centers,

Call Signs/MMSI, Designated Frequencies, and Monitoring Areas). In addition, the VMRS User must respond promptly when hailed and communicate in the

English language.

(579) Note: As stated in 47 CFR 80.148(b), a VHF watch

on Channel 16 (156.800 MHz) is not required on vessels subject to the Vessel Bridge-to-Bridge Radiotelephone Act and participating in a Vessel Traffic Service

(VTS) system when the watch is maintained on both

the vessel bridge-to-bridge frequency and a designated

VTS frequency.

(580) (d) A vessel must report:

(581) (1) Any significant deviation from its Sailing Plan,

as defined in §161.19, or from previously reported information; or

(582) (2) Any intention to deviate from a VTS issued measure or vessel traffic routing system.

(583) (e) When reports required by this part include time

information, such information shall be given using the

local time zone in effect and the 24-hour military clock

system.

§161.19 Sailing Plan (SP).

(584) Unless otherwise stated, at least 15 minutes before

navigating a VTS area, a vessel must report the:

(585) (a) Vessel name and type;

(586) (b) Position;

(587) (c) Destination and ETA;

(588) (d) Intended route;

(589) (e) Time and point of entry; and

(590) (f) Dangerous cargo on board or in its tow, as defined in §160.203 of this chapter, and other required information as set out in §160.211 and §160.213 of this

chapter, if applicable.

§161.20 Position Report (PR).

(591) A vessel must report its name and position:

(592) (a) Upon point of entry into a VMRS area;

(593) (b) At designated points as set forth in Subpart C;

or

(594) (c) When directed by the Center.

§161.21 Automated reporting.

(595) (a) Unless otherwise directed, vessels equipped

with an Automatic Identification System (AIS) are required to make continuous, all stations, AIS

broadcasts, in lieu of voice Position Reports, to those

Centers denoted in Table 161.12(c) of this part.

(596) (b) Should an AIS become non-operational, while

or prior to navigating a VMRS area, it should be restored to operating condition as soon as possible, and,

until restored a vessel must:

(597) (1) Notify the Center;

(598) (2) Make voice radio Position Reports at designated

reporting points as required by §161.20(b) of this part;

and

(599) (3) Make any other reports as directed by the Center.

§161.22 Final Report (FR).

(600) A vessel must report its name and position:

(601) (a) On arrival at its destination; or

(602) (b) When leaving a VTS area.

§161.23 Reporting exemptions.

(603) (a) Unless otherwise directed, the following vessels

are exempted from providing Position and Final Reports due to the nature of their operation:

(604) (1) Vessels on a published schedule and route;

(605) (2) Vessels operating within an area of a radius of

three nautical miles or less; or

(606) (3) Vessels escorting another vessel or assisting another vessel in maneuvering procedures.

(607) (b) A vessel described in paragraph (a) of this section must:

(608) (1) Provide a Sailing Plan at least 5 minutes but not

more than 15 minutes before navigating within the

VMRS area; and

(609) (2) If it departs from its promulgated schedule by

more than 15 minutes or changes its limited operating

area, make the established VMRS reports, or report as

directed.

Subpart C–Vessel Traffic Service and Vessel

Movement Reporting System Areas and

Reporting Points

(610) Note: All geographic coordinates contained in part

161 (latitude and longitude) are expressed in North

American Datum of 1983 (NAD 83).

§161.50 Vessel Traffic Service San Francisco.

(611) The VTS area consists of all the navigable waters of

San Francisco Bay Region south of the Mare Island

Causeway Bridge and the Petaluma River Entrance

Channel Daybeacon 19 and Petaluma River Entrance

Channel Light 20 and north of the Dunbarton Bridge;

its seaward approaches within a 38 nautical mile radius

of Mount Tamalpais (37°55.8'N., 122°34.6'W.); and its

Navigation Regulations ■ Chapter 2 ■ 69
70 ■ Chapter 2 ■ Volume 9

TABLE 161.18(a).–THE IMO STANDARD SHIP REPORTING SYSTEM

A ALPHA...... Ship ················ Name, call sign or ship station identity, and flag.

B BRAVO ..... Dates and time of events ..... A 6 digit group giving day of month (first two digits), hours and

minutes (last four digits). If other than UTC state time zone used.

C CHARLIE .... Position

................... A 4 digit group giving latitude in degrees and minutes suffixed with

N (north) or S (south) and a 5 digit group giving longitude in degrees and minutes suffixed with E (east) or W (west); or,

D DELTA ..... Position .............. True bearing (first 3 digits) and distance (state distance) in nautical

miles from a clearly identified landmark (state landmark).

E ECHO ...... True course ............ A 3 digit group.

F FOXTROT .... Speed in knots and tenths of knots A 3 digit group.

G GOLF ...... Port of Departure ......... Name of last port of call.

H HOTEL ..... Date, time and point of entry

system.

Entry time expressed as in (B) and into the entry position

expressed as in (C) or (D).

I INDIA ...... Destination and expected time of

arrival.

Name of port and date time group expressed as in (B).

J JULIET ..... Pilot ................ State whether a deep sea or local pilot is on board.

K KILO....... Date, time and point of exit from

system.

Exit time expressed as in (B) and exit position expressed as in (C) or

(D).

L LIMA ...... Route information ........ Intended track.

M MIKE ...... Radio................ State in full names of communications stations/frequencies

guarded.

N NOVEMBER... Time of next report ........ Date time group expressed as in (B).

O OSCAR ..... Maximum present static draught

in meters. 4 digit group giving meters and centimeters.

P PAPA ...... Cargo on board .......... Cargo and brief details of any dangerous cargoes as well as harmful

substances and gases that could endanger persons or the environment.

Q QUEBEC..... Defects, damage, deficiencies or

limitations.

Brief detail of defects, damage, deficiencies or other limitations.

R ROMEO ..... Description of pollution or

dangerous goods lost.

Brief details of type of pollution (oil, chemicals, etc) or dangerous

goods lost overboard; position expressed as in (C) or (D).

S SIERRA ..... Weather conditions ........ Brief details of weather and sea conditions prevailing.

T TANGO ..... Ship’s representative and/or

owner.

Details of name and particulars of ship’s representative and/or

owner for provision of information.

U UNIFORM .... Ship size and type ......... Details of length, breadth, tonnage, and type, etc., as required.

V VICTOR ..... Medical personnel ........ Doctor, physician’s assistant, nurse, no medic.

W WHISKEY .... Total number of persons on board. State number.

X XRAY ...... Miscellaneous ........... Any other information as appropriate. [i.e., a detailed description of

a planned operation, which may include: its duration; effective area;

any restrictions to navigation; notification procedures for approaching vessels; in addition, for a towing operation; configuration,

length of the tow, available horsepower, etc.; for a dredge or floating

plant: configuration of pipeline, mooring configuration, number of

assist vessels, etc.].
navigable tributaries as far east as the port of Stockton

on the San Joaquin River, as far north as the port of

Sacramento on the Sacramento River.

§161.55 Vessel Traffic Service Puget Sound and

the Cooperative Vessel Traffic Service for the Juan

de Fuca Region.

(612) The Vessel Traffic Service Puget Sound area consists of the navigable waters of the United States

bounded by a line drawn from the Washington State

coastline at 48°23'08"N., 124°43'37"W. on Cape Flattery to the Cape Flattery Light at 48°23'30"N.,

124°44'12"W. on Tatoosh Island, due west to the U.S.

Territorial Sea Boundary; thence northward along the

U.S. Territorial Sea Boundary to its intersection with

the U.S./Canada International Boundary; thence east

along the U.S./Canada International Boundary through

the waters known as the Strait of Juan de Fuca, Haro

Strait, Boundary Pass, and the Strait of Georgia to the

Washington State coastline at 49°00'06"N., 122°45'18"W.

(International Boundary Range C Rear Light). This

area includes: Puget Sound, Hood Canal, Possession

Sound, the San Juan Island Archipelago, Rosario

Strait, Guemes Channel, Bellingham Bay, the U.S. waters of the Strait of Juan de Fuca and the Strait of Georgia, and all waters adjacent to the above.

(613) (a) Vessel Traffic Service Puget Sound participates

in a U.S./Canadian Cooperative Vessel Traffic Service

(CVTS) to jointly manage vessel traffic in the Juan de

Fuca Region. The CVTS for the Juan de Fuca Region

consists of all waters of the Strait of Juan de Fuca and

its offshore approaches, southern Georgia Strait, the

Gulf and San Juan Archipelagos, Rosario Strait, Boundary Pass and Haro Strait, bounded on the northwest by

48°35'45"N.; and on the southwest by 48°23'30"N.; and

on the west by the rhumb line joining 48°35'45"N.,

124°47'30"W. with 48°23'30"N., 124°48'37"W.; and on

the northeast in the Strait of Georgia, by a line drawn

along 49°N. from Vancouver Island to Semiahmoo Bay;

and on the southeast, by a line drawn from McCurdy

Point on the Quimper Peninsula to Point Partridge on

Whidbey Island. Canadian and United States Vessel

Traffic Centers (Tofino, B.C., Canada, Vancouver, BC,

Canada and Seattle, WA) manage traffic within the

CVTS area irrespective of the International Boundary.

(614) (b) VTS Special Areas.

(615) (1) The Rosario Strait VTS Special Area consists of

those waters bounded to the south by the center of Precautionary Area “RB” (a circular area of 2,500 yards radius centered at 48°26'24"N., 122°45'12"W.), and to the

north by the center of Precautionary Area “C” (a circular area of 2,500 yards radius centered at 48°40'34"N.,

122°42'44"W.; Lighted Buoy “C”); and

(616) Note: The center of precautionary area “RB” is not

marked by a buoy. All precautionary areas are depicted

on National Oceanic and Atmospheric Administration

(NOAA) nautical charts.

(617) (2) The Guemes Channel VTS Special Area consists

of those waters bounded to the west by Shannon Point

on Fidalgo Island and to the east by Southeast Point on

Guemes Island.

(618) (c) Additional VTS Special Area Operating Requirements. The following additional requirements are applicable in the Rosario Strait and Guemes Channel VTS

Special Areas:

(619) (1) A vessel engaged in towing shall not impede the

passage of a vessel of 40,000 dead weight tons or more.

(620) (2) A vessel of less than 40,000 dead weight tons is

exempt from the provision set forth in §161.13(b)(1) of

this part.

(621) (3) A vessel of less than 100 meters in length is exempt from the provisions set forth in §161.13(b)(3) of

this part. Approval will not be granted for:

(622) (i) A vessel of 100 meters or more in length to meet

or overtake; or cross or operate within 2,000 yards (except when crossing astern) of a vessel of 40,000 dead

weight tons or more; or

(623) (ii) A vessel of 40,000 dead weight tons or more to

meet or overtake; or cross or operate within 2,000 yards

(except when crossing astern) of a vessel of 100 meters

or more in length.

(624) (d) Reporting Point. Inbound vessels in the Strait

of Juan de Fuca upon crossing 124°W.

§161.60 Vessel Traffic Service Prince William

Sound.

(625) (a) The VTS area consists of the navigable waters of

the United States north of a line drawn from Cape Hinchinbrook Light to Schooner Rock Light, comprising

that portion of Prince William Sound between

146°30'W. and 147°20'W. and includes Valdez Arm,

Valdez Narrows and Port Valdez.

(626) (b) The Valdez Arm VTS Special Area consists of the

waters of the Valdez Arm Traffic Separation Scheme

(described in §167.1703 of this chapter); the waters

northeast of a line drawn from shoreline to shoreline

through the points 60°58.04'N., 146°46.52'W and

60°58.93'N., 146°48.86'W.; and southwest of a line

bearing 307°(T) from Tongue Point at 61°02.10'N.,

146°40.00'W.

(627) (c) The Valdez Narrows VTS Special Area consists

of those waters of Valdez Arm, Valdez Narrows, and Port

Valdez northeast of a line bearing 307° True from

Tongue Point at 61°02'06"N., 146°40'W.; and southwest

of a line bearing 307° True from Entrance Island Light

at 61°05'06"N., 146°36'42"W.

Navigation Regulations ■ Chapter 2 ■ 71
(628) (d) Additional VTS Special Area Operating Requirements. The following additional requirements are applicable in the Valdez Narrows VTS Special Area:

(629) (1) No VMRS User shall proceed north of 61°N.

without prior approval of the VTS.

(630) (2) For a vessel listed in paragraph (d)(3) of this

section–

(631) (i) Approval to enter this area will not be granted to

a vessel when a tank vessel of more than 20,000 deadweight tons is navigating therein;

(632) (ii) A northbound vessel shall remain south of

61°N. until the VTS has granted permission to proceed;

and

(633) (iii) A southbound vessel shall remain in Port

Valdez east of 146°35'W. and north of 61°06'N. until the

VTS has granted permission to proceed.

(634) (3) Paragraph (d)(2) of this section applies to–

(635) (i) A vessel of 1,600 gross tons or more; and

(636) (ii) A towing vessel of 8 meters or more in length,

except for a vessel performing duties as an escort vessel

as defined in 33 CFR Part 168.

(637) (e) Reporting Points. (Table 161.60(d))

Part 162–Inland Waterways Navigation

Regulations

§162.1 General.

(638) Geographic coordinates expressed in terms of latitude or longitude, or both, are not intended for plotting

on maps or charts whose referenced horizontal datum

is the North American Datum of 1983 (NAD 83), unless

such geographic coordinates are expressly labeled NAD

83. Geographic coordinates without the NAD 83 reference may be plotted on maps or charts referenced to

NAD 83 only after application of the appropriate corrections that are published on the particular map or chart

being used.

§162.245 Kenai River, Kenai, Alaska; use,

administration, and navigation.

(639) (a) The area. The main channel area of the river,

having a width of 150 feet, beginning at a point directly

offshore from the centerline of the city dock and extending about 2,200 feet upstream to a point 200 feet

upstream from the Inlet Co. dock.

(640) (b) The regulations. (1) Vessels may navigate, anchor, or moor within the area until such times as notification is received or observation is made of intended

passage to or from the docking areas.

(641) (2) Notice of anticipated passage of towboats and

barges shall be indicated 24 hours in advance by display

of a red flag by the Inlet Co. from its warehouse.

72 ■ Chapter 2 ■ Volume 9

TABLE 161.60(d)–VTS PRINCE WILLIAM SOUND REPORTING POINTS

Designator Geographic name Geographic description

Latitude/

Longitude Notes

1A Cape Hinchinbrook . . . . . Cape Hinchinbrook . . . . . . . . . . . 60°16'18"N

146°45'30"W

Northbound Only.

1B Schooner Rock . . . . . . . . Schooner Rock . . . . . . . . . . . . . . 60°18'42"N

146°51'36"W

Southbound Only.

2A Naked Island . . . . . . . . . . Naked Island . . . . . . . . . . . . . . . 60°40'00"N

146°01'24"W

Northbound Only.

2B Naked Island . . . . . . . . . . Naked Island . . . . . . . . . . . . . . . 60°40'00"N

146°05'00"W

Southbound Only.

3A Bligh Reef . . . . . . . . . . . . Bligh Reef Light (Pilot Embark) . 60°50'36"N

146°57'30"W

Northbound Only.

3B Bligh Reef . . . . . . . . . . . . Bligh Reef Light (Pilot Disembark).60°51'00"N

146°01'24"W

Southbound Only.

4A Rocky Point . . . . . . . . . . . Rocky Point . . . . . . . . . . . . . . . . 60°57'48"N

146°47'30"W

Northbound Only.

4B Rocky Point . . . . . . . . . . . Rocky Point . . . . . . . . . . . . . . . . 60°57'48"N

146°50'00"W

Southbound Only.

5 Entrance Island . . . . . . . . Entrance Island Light. . . . . . . . . 61°05'24"N

146°37'30"W
Part 164–Navigation Safety Regulations (in

part).

§164.01 Applicability.

(642) (a) This part (except as specifically limited by this

section) applies to each self-propelled vessel of 1600 or

more gross tons (except as provided in paragraph (c)

and (d) of this section, or for foreign vessels described

in §164.02) when it is operating in the navigable waters

of the United States except the St. Lawrence Seaway.

(643) (b) Sections 164.70 through 164.82 of this part apply to each towing vessel of 12 meters (39.4 feet) or

more in length operating in the navigable waters of the

United States other than the St. Lawrence Seaway; except that a towing vessel is exempt from the requirements of §164.72 if it is–

(644) (1) Used solely within a limited geographic area,

such as a fleeting-area for barges or a commercial facility, and used solely for restricted service, such as making up or breaking up larger tows;

(645) (2) Used solely for assistance towing as defined by

46 CFR 10.103;

(646) (3) Used solely for pollution response; or

(647) (4) Any other vessel exempted by the Captain of the

Port (COTP). The COTP, upon written request, may, in

writing, exempt a vessel from §164.72 for a specified

route if he or she decides that exempting it would not

allow its unsafe navigation under anticipated conditions.

(648) (c) Provisions of §§164.11(a)(2) and (c), 164.30,

and 164.33, and 164.46 do not apply to warships or

other vessels owned, leased, or operated by the United

States Government and used only in government noncommercial service when these vessels are equipped

with electronic navigation systems that have met the

applicable agency regulations regarding navigation

safety.

(649) (d) Provisions of §164.46 apply to some self-propelled vessels of less than 1600 gross tonnage.

§164.02 Applicability exception for foreign vessels.

(650) (a) Except as provided in §164.46(a)(2) of this part,

including §§164.38 and 164.39, this part does not apply

to vessels that:

(651) (1) Are not destined for, or departing from, a port or

place subject to the jurisdiction of the United States;

and

(652) (2) Are in:

(653) (i) Innocent passage through the territorial sea of

the United States; or

(654) (ii) Transit through navigable waters of the United

States which form a part of an international strait.

§164.03 Incorporation by reference.

(655) (a) Certain material is incorporated by reference

into this part with the approval of the Director of the

Federal Register under 5 U.S.C. 552(a) and 1 CFR part

51. To enforce any edition other than that specified in

paragraph (b) of this section, the Coast Guard must

publish notice of change in the Federal Register and

the material must be available to the public. All approved material is available for inspection at the Navigation Systems Division (CG-5413), Coast Guard

Headquarters, 2100 Second Street, SW., Washington,

DC 20593-0001 and at the National Archives and Records Administration (NARA). For information on the

availability of this material at NARA, call 202-741-6030,

or go to:

(656) http://www.archives.gov/federal_register/code_of_

federal_regulations/ibr_locations.html. All approved

material is available from the sources indicated in paragraph (b) of this section.

(657) (b) The materials approved for incorporation by

reference in this part and the sections affected are as

follows:

(658) American Petroleum Institute (API), 1220 L Street

NW., Washington, DC 20005

(659) API Specifications 9A, Specification for Wire Rope,

Section 3, Properties and Tests for Wire and Wire Rope,

May 28, 1984 . . . . . . . . . . . . . . . . . . . . . . . . . . 164.74

(660) American Society for Testing and Materials

(ASTM), 100 Barr Harbor Drive, West Conshohocken,

PA 19428- 2959.

(661) ASTM D4268-93, Standard Test Method for Testing

Fiber Ropes. . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.74

(662) Cordage Institute, 350 Lincoln Street, Hingham,

MA 02043

(663) CIA-3, Standard Test Methods for Fiber Rope Including Standard Terminations, Revised, June 1980

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164.74

(664) International Electrotechnical Commission (IEC),

3, rue de Varemb, Geneva, Switzerland.

(665) IEC 61993–2, Maritime navigation and radiocommunication equipment and systems—

(666) Automatic identification systems (AIS)—part 2:

Class A shipborne equipment of the universal automatic identification system (AIS)—Operational and

performance requirements, methods of test and required test results First edition, 2001–12 . . . 164.46

(667) International Maritime Organization (IMO), 4 Albert Embankment, London SE1 7SR, U.K. IMO Resolution A342(IX), Recommendation on Performance

Standards for Automatic Pilots, adopted November 12,

1975 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.13

(668) Resolution MSC.74(69), Annex 3, Recommendation on Performance Standards for a Universal

Navigation Regulations ■ Chapter 2 ■ 73
Shipborne Automatic Identification System (AIS),

adopted May 12, 1998 . . . . . . . . . . . . . . . . . . . . 164.46

(669) SN/Circ. 227, Guidelines for the Installation of a

Shipborne Automatic Identification System (AIS),

dated January 6, 2003 . . . . . . . . . . . . . . . . . . 164.46

(670) SOLAS, International Convention for Safety of Life

at Sea, 1974, and 1988 Protocol relating thereto, 2000

Amendments, effective January and July 2002, (SOLAS

2000 Amendments) . . . . . . . . . . . . . . . . . . . . 164.46

(671) Conference resolution 1, Adoption of amendments

to the Annex to the International Convention for the

Safety of Life at Sea, 1974, and amendments to Chapter

V of SOLAS 1974, adopted December 12, 2002 . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.46

(672) International Telecommunication Union Radiocommunication Bureau (ITU-R), Place de Nations

CH-1211 Geneva 20 Switzerland

(673) (1) ITU-R Recommendation M.821, Optional Expansion of the Digital Selective-Calling System for Use

in the Maritime Mobile Service, 1992. . . . . . . 164.43

(674) (2) ITU-R Recommendation M.825, Characteristics

of a Transponder System Using Digital Selective-Calling Techniques for Use with Vessel Traffic Services and

Ship-to-Ship Identification, 1992 . . . . . . . . . . 164.43

(675) ITU–R Recommendation M.1371–1, Technical

characteristics for a universal shipborne automatic

identification system using time division multiple access in the VHF maritime mobile band, 1998-2001

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164.46

(676) Radio Technical Commission for Maritime Services, 655 Fifteenth Street, NW., Suite 300, Washington, DC 20005

(677) (1) RTCM Paper 12-78/DO-100, Minimum Performance Standards, Loran C Receiving Equipment, 1977

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164.41

(678) (2) RTCM Paper 194-93/SC104-STD, RTCM Recommended Standards for Differential NAVSTAR GPS

Service, Version 2.1, 1994 . . . . . . . . . . . . . . . . 164.43

(679) (3) RTCM Paper 71-95/SC112-STD, RTCM Recommended Standards for Marine Radar Equipment Installed on Ships of Less Than 300 Tons Gross Tonnage,

Version 1.1, October 10, 1995 . . . . . . . . . . . . 164.72

(680) (4) RTCM Paper 191-93/SC112-X, RTCM Recommended Standards for Maritime Radar Equipment Installed on Ships of 300 Tons Gross Tonnage and

Upwards, Version 1.2, December 20, 1993 . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164.72

§164.11 Navigation under way: General.

(681) The owner, master, or person in charge of each vessel underway shall ensure that:

(682) (a) The wheelhouse is constantly manned by persons who–

(683) (1) Direct and control the movement of the vessel;

and

(684) (2) Fix the vessel’s position;

(685) (b) Each person performing a duty described in

paragraph (a) of this section is competent to perform

that duty;

(686) (c) The position of the vessel at each fix is plotted

on a chart of the area and the person directing the

movement of the vessel is informed of the vessel’s position;

(687) (d) Electronic and other navigational equipment,

external fixed aids to navigation, geographic reference

points, and hydrographic contours are used when fixing the vessel’s position;

(688) (e) Buoys alone are not used to fix the vessel’s position;

(689) Note: Buoys are aids to navigation placed in approximate positions to alert the mariner to hazards to

navigation or to indicate the orientation of a channel.

Buoys may not maintain an exact position because

strong or varying currents, heavy seas, ice, and collisions with vessels can move or sink them or set them

adrift. Although buoys may corroborate a position fixed

by other means, buoys cannot be used to fix a position:

however, if no other aids are available, buoys alone may

be used to establish an estimated position.

(690) (f) The danger of each closing visual or each closing

radar contact is evaluated and the person directing the

movement of the vessel knows the evaluation;

(691) (g) Rudder orders are executed as given;

(692) (h) Engine speed and direction orders are executed

as given;

(693) (i) Magnetic variation and deviation and gyrocompass errors are known and correctly applied by the person directing the movement of the vessel;

(694) (j) A person whom he has determined is competent

to steer the vessel is in the wheelhouse at all times (See

also 46 U.S.C. 8702(d), which requires an able seaman

at the wheel on U.S. vessels of 100 gross tons or more in

narrow or crowded waters during low visibility);

(695) (k) If a pilot other than a member of the vessel’s

crew is employed, the pilot is informed of the draft, maneuvering characteristics, and peculiarities of the vessel and of any abnormal circumstances on the vessel

that may affect its safe navigation.

(696) (1) Current velocity and direction for the area to be

transited are known by the person directing the movement of the vessel;

(697) (m) Predicted set and drift are known by the person

directing movement of the vessel;

(698) (n) Tidal state for the area to be transited is known

by the person directing movement of the vessel;

(699) (o) The vessel’s anchors are ready for letting go;

74 ■ Chapter 2 ■ Volume 9
(700) (p) The person directing the movement of the vessel sets the vessel’s speed with consideration for–

(701) (1) The prevailing visibility and weather conditions;

(702) (2) The proximity of the vessel to fixed shore and

marine structures;

(703) (3) The tendency of the vessel underway to squat

and suffer impairment of maneuverability when there

is small underkeel clearance;

(704) (4) The comparative proportions of the vessel and

the channel;

(705) (5) The density of marine traffic;

(706) (6) The damage that might be caused by the vessel’s

wake;

(707) (7) The strength and direction of the current; and

(708) (8) Any local vessel speed limit;

(709) (q) The tests required by §164.25 are made and recorded in the vessel’s log; and

(710) (r) The equipment required by this part is maintained in operable condition.

(711) (s) Upon entering U.S. waters, the steering wheel or

lever on the navigating bridge is operated to determine

if the steering equipment is operating properly under

manual control, unless the vessel has been steered under manual control from the navigating bridge within

the preceding 2 hours, except when operating on the

Great Lakes and their connecting and tributary waters.

(712) (t) At least two of the steering-gear power units on

the vessel are in operation when such units are capable

of simultaneous operation, except when the vessel is

sailing on the Great Lakes and their connecting and

tributary waters, and except as required by paragraph

(u) of this section.

(713) (u) On each passenger vessel meeting the requirements of the International Convention for the Safety of

Life at Sea, 1960 (SOLAS 60) and on each cargo vessel

meeting the requirements of SOLAS 74 as amended in

1981, the number of steering-gear power units necessary to move the rudder from 35° on either side to 30°

on the other in not more than 28 seconds must be in simultaneous operation.

§164.13 Navigation underway: tankers.

(714) (a) As used in this section, “tanker” means a

self-propelled tank vessel, including integrated tug

barge combinations, constructed or adapted primarily

to carry oil or hazardous material in bulk in the cargo

spaces and inspected and certificated as a tanker.

(715) (b) Each tanker must have an engineering watch

capable of monitoring the propulsion system, communicating with the bridge, and implementing manual

control measures immediately when necessary. The

watch must be physically present in the machinery

spaces or in the main control space and must consist of

at least an engineer with an appropriately endorsed license or merchant mariner credential.

(716) (c) Each tanker must navigate with at least two

deck officers with an appropriately endorsed license or

merchant mariner credential on watch on the bridge,

one of whom may be a pilot. In waters where a pilot is

required, the second officer, must be an individual

holding an appropriately endorsed license or merchant

mariner credential and assigned to the vessel as master,

mate, or officer in charge of navigational watch, who is

separate and distinct from the pilot.

(717) (d) Except as specified in paragraph (e) of this section, a tanker may operate with an auto pilot engaged

only if all of the following conditions exist:

(718) (1) The operation and performance of the automatic pilot conforms with the standards recommended

by the International Maritime Organization in IMO

Resolution A.342(IX).

(719) (2) A qualified helmsman is present at the helm and

prepared at all times to assume manual control.

(720) (3) The tanker is not operating in any of the following areas:

(721) (i) The areas of the traffic separation schemes specified in subchapter P of this chapter.

(722) (ii) The portions of a shipping safety fairway specified in part 166 of this chapter.

(723) (iii) An anchorage ground specified in part 110 of

this chapter.

(724) (iv) An area within one-half nautical mile of any

U.S. shore.

(725) (e) A tanker equipped with an integrated navigation system, and complying with paragraph (d)(2) of

this section, may use the system with the auto pilot engaged while in the areas described in paragraphs (d)(3)

(i) and (ii) of this section. The master shall provide,

upon request, documentation showing that the integrated navigation system-

(726) (1) Can maintain a predetermined trackline with a

cross track error of less than 10 meters 95 percent of

the time;

(727) (2) Provides continuous position data accurate to

within 20 meters 95 percent of the time; and

(728) (3) Has an immediate override control.

§164.15 Navigation bridge visibility.

(729) (a) The arrangement of cargo, cargo gear, and trim

of all vessels entering or departing from U.S. ports

must be such that the field of vision from the navigation bridge conforms as closely as possible to the following requirements:

(730) (1) From the conning position, the view of the sea

surface must not be obscured by more than the lesser

of two ship lengths or 500 meters (1640 feet) from dead

ahead to 10 degrees on either side of the vessel. Within

Navigation Regulations ■ Chapter 2 ■ 75
this arc of visibility and blind sector caused by cargo,

cargo gear, or other permanent obstruction must not

exceed 5 degrees.

(731) (2) From the conning position, the horizontal field

of vision must extend over an arc from at least 22.5 degrees abaft the beam on one side of the vessel, through

dead ahead, to at least 22.5 degrees abaft the beam on

the other side of the vessel. Blind sectors forward of the

beam caused by cargo, cargo gear, or other permanent

obstruction must not exceed 10 degrees each, nor total

more than 20 degrees, including any blind sector

within the arc of visibility described in paragraph (a)(1)

of this section.

(732) (3) From each bridge wing, the field of vision must

extend over an arc from at least 45 degree on the opposite bow, through dead ahead, to at least dead astern.

(733) (4) From the main steering position, the field of vision must extend over an arc from dead ahead to at

least 60 degrees on either side of the vessel.

(734) (b) A clear view must be provided through at least

two front windows at all times regardless of weather

conditions.

§164.19 Requirements for vessels at anchor.

(735) The master or person in charge of each vessel that

is anchored shall ensure that–

(736) (a) A proper anchor watch is maintained;

(737) (b) Procedures are followed to detect a dragging

anchor; and

(738) (c) Whenever weather, tide, or current conditions

are likely to cause the vessel’s anchor to drag, action is

taken to ensure the safety of the vessel, structures, and

other vessels, such as being ready to veer chain, let go a

second anchor, or get underway using the vessel’s own

propulsion or tug assistance.

§164.25 Tests before entering or getting underway.

(739) (a) Except as provided in paragraphs (b) and (c) of

this section no person may cause a vessel to enter into

or get underway on the navigable waters of the United

States unless no more than 12 hours before entering or

getting underway, the following equipment has been

tested:

(740) (1) Primary and secondary steering gear. The test

procedure includes a visual inspection of the steering

gear and its connecting linkage, and, where applicable,

the operation of the following:

(741) (i) Each remote steering gear control system.

(742) (ii) Each steering position located on the navigating bridge.

(743) (iii) The main steering gear from the alternative

power supply, if installed.

(744) (iv) Each rudder angle indicator in relation to the

actual position of the rudder.

(745) (v) Each remote steering gear control system

power failure alarm.

(746) (vi) Each remote steering gear power unit failure

alarm.

(747) (vii) The full movement of the rudder to the required capabilities of the steering gear.

(748) (2) All internal vessel control communications and

vessel control alarms.

(749) (3) Standby or emergency generator, for as long as

necessary to show proper functioning, including steady

state temperature and pressure readings.

(750) (4) Storage batteries for emergency lighting and

power systems in vessel control and propulsion machinery spaces.

(751) (5) Main propulsion machinery, ahead and astern.

(752) (b) Vessels navigating on the Great Lakes and their

connecting and tributary waters, having once completed the test requirements of this sub-part, are considered to remain in compliance until arriving at the

next port of call on the Great Lakes.

(753) (c) Vessels entering the Great Lakes from the St.

Lawrence Seaway are considered to be in compliance

with this sub-part if the required tests are conducted

preparatory to or during the passage of the St. Lawrence

Seaway or within one hour of passing Wolfe Island.

(754) (d) No vessel may enter, or be operated on the navigable waters of the United States unless the emergency

steering drill described below has been conducted

within 48 hours prior to entry and logged in the vessel

logbook, unless the drill is conducted and logged on a

regular basis at least once every three months. This

drill must include at a minimum the following:

(755) (1) Operation of the main steering gear from

within the steering gear compartment.

(756) (2) Operation of the means of communications between the navigating bridge and the steering compartment.

(757) (3) Operation of the alternative power supply for

the steering gear if the vessel is so equipped.

§164.30 Charts, publications, and equipment:

General.

(758) No person may operate or cause the operation of a

vessel unless the vessel has the marine charts, publications, and equipment as required by §§164.33 through

164.41 of this part.

§164.33 Charts and publications.

(759) (a) Each vessel must have the following:

(760) (1) Marine charts of the area to be transited, published by the National Ocean Service, U.S. Army Corps

of Engineers, or a river authority that–

(761) (i) Are of a large enough scale and have enough detail to make safe navigation of the area possible; and

76 ■ Chapter 2 ■ Volume 9
(762) (ii) Are currently corrected.

(763) (2) For the area to be transited, a currently corrected copy of, or applicable currently corrected extract

from, each of the following publications:

(764) (i) U.S. Coast Pilot.

(765) (ii) Coast Guard Light List.

(766) (3) For the area to be transited, the current edition

of, or applicable current extract from:

(767) (i) Tide Tables published by private entities using

data provided by the National Ocean Service.

(768) (ii) Tidal current tables published by the National

Ocean Service, or river current publication issued by

the U.S. Army Corps of Engineers, or a river authority.

(769) (b) As an alternative to the requirements for paragraph (a) of this section, a marine chart or publication,

or applicable extract, published by a foreign government may be substituted for a U.S. chart and publication required by this section. The chart must be of large

enough scale and have enough detail to make safe navigation of the area possible, and must be currently corrected. The publication, or applicable extract, must

singly or in combination contain similar information

to the U.S. Government publication to make safe navigation of the area possible. The publication, or applicable extract must be currently corrected, with the

exceptions of tide and tidal current tables, which must

be the current editions.

(770) (c) As used in this section, “currently corrected”

means corrected with changes contained in all Notices

to Mariners published by the National Geospatial-Intelligence Agency, or an equivalent foreign government

publication, reasonably available to the vessel, and that

is applicable to the vessel’s transit.

§164.35 Equipment: All vessels.

(771) Each vessel must have the following:

(772) (a) A marine radar system for surface navigation.

(773) (b) An illuminated magnetic steering compass,

mounted in a binnacle, that can be read at the vessel’s

main steering stand.

(774) (c) A current magnetic compass deviation table or

graph or compass comparison record for the steering

compass, in the wheelhouse.

(775) (d) A gyrocompass.

(776) (e) An illuminated repeater for the gyrocompass required by paragraph (d) of this section that is at the

main steering stand, unless that gyrocompass is illuminated and is at the main steering stand.

(777) (f) An illuminated rudder angle indicator in the

wheelhouse.

(778) (g) The following maneuvering information prominently displayed on a fact sheet in the wheelhouse:

(779) (1) A turning circle diagram to port and starboard

that shows the time and distance and advance and

transfer required to alter course 90 degrees with

maximum rudder angle and constant power settings,

for either full and half speeds, or for full and slow

speeds. For vessels whose turning circles are essentially the same for both directions, a diagram showing a

turning circle in one direction, with a note on the diagram stating that turns to port and starboard are essentially the same, may be substituted.

(780) (2) The time and distance to stop the vessel from either full and half speeds, or from full and slow speeds,

while maintaining approximately the initial heading

with minimum application of rudder.

(781) (3) For each vessel with a fixed propeller, a table of

shaft revolutions per minute for a representative range

of speeds.

(782) (4) For each vessel with a controllable pitch propeller, a table of control settings for a representative range

of speeds.

(783) (5) For each vessel that is fitted with an auxiliary

device to assist in maneuvering, such as a bow thruster,

a table of vessel speeds at which the auxiliary device is

effective in maneuvering the vessel.

(784) (6) The maneuvering information for the normal

load and normal ballast condition for–

(785) (i) Calm weather-wind 10 knots or less, calm sea;

(786) (ii) No current;

(787) (iii) Deep water conditions-water depth twice the

vessel’s draft or greater; and

(788) (iv) Clean hull.

(789) (7) At the bottom of the fact sheet, the following

statement:

Warning.

(790) The response of the (name of the vessel) may be different from that listed above if any of the following conditions, upon which the maneuvering information is

based, are varied:

(791) (1) Calm weather-wind 10 knots or less, calm sea;

(792) (2) No current;

(793) (3) Water depth twice the vessel’s draft or greater;

(794) (4) Clean hull; and

(795) (5) Intermediate drafts or unusual trim.

(796) (h) An echo depth sounding device.

(797) (i) A device that can continuously record the depth

readings of the vessel’s echo depth sounding device, except when operating on the Great Lakes and their connecting and tributary waters.

(798) (j) Equipment on the bridge for plotting relative

motion.

(799) (k) Simple operating instructions with a block diagram, showing the changeover procedures for remote

steering gear control systems and steering gear power

units, permanently displayed on the navigating bridge

and in the steering gear compartment.

Navigation Regulations ■ Chapter 2 ■ 77
(800) (l) An indicator readable from the centerline conning position showing the rate of revolution of each

propeller, except when operating on the Great Lakes

and their connecting and tributary waters.

(801) (m) If fitted with controllable pitch propellers, an indicator readable from the centerline conning position

showing the pitch and operational mode of such propellers, except when operating on the Great Lakes and

their connecting and tributary waters.

(802) (n) If fitted with lateral thrust propellers, an indicator readable from the centerline conning position

showing the direction and amount of thrust of such

propellers, except when operating on the Great Lakes

and their connecting and tributary waters.

(803) (o) A telephone or other means of communication

for relaying headings to the emergency steering station. Also, each vessel of 500 gross tons and over and

constructed on or after June 9, 1991 must be provided

with arrangements for supplying visual compass-readings to the emergency steering station.

§164.37 Equipment: Vessels of 10,000 gross tons

or more.

(804) (a) Each vessel of 10,000 gross tons or more must

have, in addition to the radar system under §164.35(a),

a second marine radar system that operates independently of the first.

(805) Note: Independent operation means two completely separate systems, from separate branch power

supply circuits or distribution panels to antennas, so

that failure of any component of one system will not

render the other system inoperative.

(806) (b) On each tanker of 10,000 gross tons or more

that is subject to 46 U.S.C. 3708, the dual radar system

required by this part must have a short range capability

and a long range capability and each radar must have

true north features consisting of a display that is stabilized in azimuth.

§164.38 Automatic radar plotting aids (ARPA).

(See 33 CFR 164.)

§164.39 Steering gear: Foreign tankers.

(807) (a) This section applies to each foreign tanker of

10,000 gross tons or more, except a public vessel, that–

(808) (1) Transfers oil at a port or place subject to the jurisdiction of the United States; or

(809) (2) Otherwise enters or operates in the navigable

waters of the United States, except a vessel described by

§164.02 of this part.

(810) (b) Definitions. The terms used in this section are

as follows:

(811) Constructed means the same as in Chapter II-1,

Regulations 1.1.2 and 1.1.3.1, of SOLAS 74.

(812) Existing tanker means a tanker–

(813) (1) For which the building contract is placed on or

after June 1, 1979;

(814) (2) In the absence of a building contract, the keel of

which is laid or which is at a similar stage of construction on or after January 1, 1980;

(815) (3) The delivery of which occurs on or after June 1,

1982; or

(816) (4) That has undergone a major conversion contracted for on or after June 1, 1979; or construction of

which was begun on or after January 1, 1980, or completed on or after June 1, 1982.

(817) Public vessel, oil hazardous materials, and foreign

vessel mean the same as in 46 U.S.C. 2101.

(818) SOLAS 74 means the International Convention for

the Safety of Life at Sea, 1974, as amended.

(819) Tanker means a self-propelled vessel defined as a

tanker by 46 U.S.C. 2101(38) or as a tank vessel by 46

U.S.C. 2101(39).

(820) (c) Each tanker constructed on or after September

1, 1984, must meet the applicable requirements of

Chapter II-1, Regulations 29 and 30, of SOLAS 74.

(821) (d) Each tanker constructed before September 1,

1984, must meet the requirements of Chapter II-1,

Regulation 29.19, of SOLAS 74.

(822) (e) Each tanker of 40,000 gross tons or more, constructed before September 1, 1984, that does not meet

the single-failure criterion of Chapter II-1, Regulation

29.16, of SOLAS 74, must meet the requirements of

Chapter II-1, Regulation 29.20, of SOLAS 74.

(823) (f) Each tanker constructed before September 1,

1984, must meet the applicable requirements of Chapter II-1, Regulations 29.14 and 29.15, of SOLAS 74.

§164.40 Devices to indicate speed and distance.

(824) (a) Each vessel required to be fitted with an Automatic Radar Plotting Aid (ARPA) under §164.38 of this

part must be fitted with a device to indicate speed and

distance of the vessel either through the water or over

the ground.

(825) (b) The device must meet the following specifications:

(826) (1) The display must be easily readable on the

bridge by day or night.

(827) (2) Errors in the indicated speed, when the vessel is

operating free from shallow water effect, and from the

effects of wind, current, and tide, should not exceed 5

percent of the speed of the vessel, or 0.5 knot, whichever is greater.

(828) (3) Errors in the indicated distance run, when the

vessel is operating free from shallow water effect, and

from the effects of wind, current, and tide, should not

exceed 5 percent of the distance run of the vessel in one

78 ■ Chapter 2 ■ Volume 9
hour or 0.5 nautical mile in each hour, whichever is

greater.

§164.41 Electronic position fixing devices.

(829) (a) Each vessel calling at a port in the continental

United States, including Alaska south of Cape Prince of

Wales, except each vessel owned or bareboat chartered

and operated by the United States, or by a state or its

political subdivision, or by a foreign nation, and not engaged in commerce, must have one of the following:

(830) (1) A Type I or II LORAN C receiver as defined in

Section 1.2(e), meeting Part 2 (Minimum Performance

Standards) of the Radio Technical Commission for Marine Services (RTCM) Paper 12-78/D0-100 dated December 20, 1977, entitled “Marine Loran-C Receiving

Equipment.” Each receiver installed must be labeled

with the information required under paragraph (b) of

this section.

(831) (2) A satellite navigation receiver with:

(832) (i) Automatic acquisition of satellite signals after

initial operator settings have been entered; and

(833) (ii) Position updates derived from satellite information during each usable satellite pass.

(834) (3) A system that is found by the Commandant to

meet the intent of the statements of availability, coverage, and accuracy for the U.S. Coastal Confluence Zone

(CCZ) contained in the U.S. “Radionavigation Plan”

(Report No. DOD-NO 4650.4-P, I or No. DOT-TSCRSPA-80-16, I). A person desiring a finding by the Commandant under this subparagraph must submit a written application describing the device to the Assistant

Commandant for Operations, 2100 Second Street, SW,

Washington, DC 20593-0001. After reviewing the application, the Commandant may request additional information to establish whether or not the device meets

the intent of the Federal Radionavigation Plan.

(835) Note: The Federal Radionavigation Plan is available

from the National Technical Information Service,

Springfield, Va. 22161, with the following Government

Accession Numbers:

(836) Vol 1, ADA 116468

(837) Vol 2, ADA 116469

(838) Vol 3, ADA 116470

(839) Vol 4, ADA 116471

(840) (b) Each label required under paragraph (a)(1) of

this section must show the following:

(841) (1) The name and address of the manufacturer.

(842) (2) The following statement by the manufacturer:

(843) This receiver was designed and manufactured to

meet Part 2 (Minimum Performance Standards) of the

RTCM MPS for Marine Loran-C Receiving Equipment.

§164.42 Rate of turn indicator.

(844) Each vessel of 100,000 gross tons or more constructed on or after September 1, 1984, shall be fitted

with a rate of turn indicator.

§164.43 Automatic Identification System Shipborne

Equipment–Prince William Sound.

(845) (a) Until December 31, 2004, each vessel required

to provide automated position reports to a Vessel Traffic

Service (VTS) under §165.1704 of this subchapter must

do so by an installed Automatic Identification System

Shipborne Equipment (AISSE) system consisting of a:

(846) (1) Twelve-channel all-in-view Differential Global

Positioning System (dGPS) receiver;

(847) (2) Marine band Non-Directional Beacon receiver

capable of receiving dGPS error correction messages;

(848) (3) VHF-FM transceiver capable of Digital Selective

Calling (DSC) on the designated DSC frequency; and

(849) (4) Control unit.

(850) (b) An AISSE must have the following capabilities:

(851) (1) Use dGPS to sense the position of the vessel and

determine the time of the position using Universal Coordinated Time (UTC);

(852) (2) Fully use the broadcast type 1, 2, 3, 5, 6, 7, 9, and

16 messages, as specified in RTCM Recommended

Standards for Differential NAVSTAR GPS Service in determining the required information;

(853) (3) Achieve a position error which is less than ten

meters (32.8 feet) 2 distance root mean square (2 drms)

from the true North American Datum of 1983 (NAD 83)

in the position information transmitted to a VTS;

(854) (4) Achieve a course error of less than 0.5 degrees

from true course over ground in the course information transmitted to a VTS;

(855) (5) Achieve a speed error of less than 0.05 knots

from true speed over ground in the speed information

transmitted to a VTS;

(856) (6) Receive and comply with commands broadcast

from a VTS as DSC messages on the designated DSC

frequency;

(857) (7) Receive and comply with RTCM messages

broadcast as minimum shift keying modulated medium frequency signals in the marine radiobeacon

band, and supply the messages to the dGPS receiver;

(858) (8) Transmit the vessel’s position, tagged with the

UTC at position solution, course over ground, speed

over ground, and Lloyd’s identification number to a

VTS;

(859) (9) Display a visual alarm to indicate to shipboard

personnel when a failure to receive or utilize the RTCM

messages occurs;

(860) (10) Display a separate visual alarm which is triggered by a VTS utilizing a DSC message to indicate to

shipboard personnel that the U.S. Coast Guard dGPS

Navigation Regulations ■ Chapter 2 ■ 79
system cannot provide the required error correction

messages; and

(861) (11) Display two RTCM type 16 messages, one of

which must display the position error in the position

error broadcast.

(862) (c) An AISSE is considered non-operational if it

fails to meet the requirements of paragraph (b) of this

section.

(863) Note: Vessel Traffic Service (VTS) areas and operating procedures are set forth in Part 161 of this chapter.

§164.46 Automatic Identification System (AIS).

(864) (a) The following vessels must have a properly installed, operational, type approved AIS as of the date

specified:

(865) (1) Self-propelled vessels of 65 feet or more in

length, other than passenger and fishing vessels, in

commercial service and on an international voyage,

not later than December 31, 2004.

(866) (2) Notwithstanding paragraph (a)(1) of this section, the following, self-propelled vessels, that are on

an international voyage must also comply with SOLAS,

as amended, Chapter V, regulation 19.2.1.6, 19.2.4, and

19.2.3.5 or 19.2.5.1 as appropriate (Incorporated by reference, see §164.03):

(867) (i) Passenger vessels, of 150 gross tonnage or more,

not later than July 1, 2003;

(868) (ii) Tankers, regardless of tonnage, not later than

the first safety survey for safety equipment on or after

July 1, 2003;

(869) (iii) Vessels, other than passenger vessels or tankers, of 50,000 gross tonnage or more, not later than

July 1, 2004; and

(870) (iv) Vessels, other than passenger vessels or tankers, of 300 gross tonnage or more than 50,000 gross

tonnage, not later than the first safety survey for safety

equipment on or after July 1, 2004, but no later than

December 31, 2004.

(871) (3) Notwithstanding paragraphs (a)(1) and (a)(2) of

this section, the following vessels, when navigating an

area denoted in table 161.12(c) of §161.12 of this chapter, not later than December 31, 2004:

(872) (i) Self-propelled vessels of 65 feet or more in

length, other than fishing vessels and passenger vessels

certificated to carry less than 151 passengers-for-hire,

in commercial service;

(873) (ii) Towing vessels of 26 feet or more in length and

more than 600 horsepower, in commercial service;

(874) (iii) Passenger vessels certificated to carry more

than 150 passengers-for-hire.

(875) Note to §164.46(a): “Properly installed” refers to

an installation using the guidelines set forth in IMO

SN/Circ. 227 (incorporated by reference, see §164.03).

Not all AIS units are able to broadcast position, course,

and speed without the input of an external positioning

device (e.g. dGPS); the use of other external devices

(e.g. transmitting heading device, gyro, rate of turn indicator) is highly recommended, however, not required

except as stated in §164.46(a)(2). “Type approved” refers to an approval by an IMO recognized Administration as to comply with IMO Resolution MSC.74(69),

ITU–R Recommendation M.1371–1, and IEC 61993-2

(Incorporated by reference, see §164.03). “Length” refers to “registered length” as defined in 46 CFR part 69.

“Gross tonnage” refers to tonnage as defined under the

International Convention on Tonnage Measurement of

Ships, 1969.

(876) (b) The requirements for Vessel Bridge-to-Bridge

radiotelephones in §§26.04(a) and (c), 26.05, 26.06 and

26.07 of this chapter, also apply to AIS. The term “effective operating condition” used in §26.06 of this chapter

includes accurate input and upkeep of AIS data fields.

(877) (c) The use of a portable AIS is permissible only to

the extent that electromagnetic interference does not

affect the proper function of existing navigation and

communication equipment on board and such that

only one AIS unit may be in operation at any one time.

(878) (d) The AIS Pilot Plug, on each vessel over 1,600

gross tons, on an international voyage, must be available for pilot use, easily accessible from the primary

conning position of the vessel, and near a 120 Volt, AC

power, 3-prong receptacle.

§164.51 Deviations from rules: Emergency.

(879) Except for the requirements of §164.53(b), in an

emergency, any person may deviate from any rule in

this part to the extent necessary to avoid endangering

persons, property, or the environment.

§164.53 Deviations from rules and reporting:

Non-operating equipment.

(880) (a) If during a voyage any equipment required by

this part stops operating properly, the person directing

the movement of the vessel may continue to the next

port of call, subject to the directions of the District

Commander or the Captain of the Port, as provided by

33 CFR 160.

(881) (b) If the vessel’s radar, radio navigation receivers,

gyrocompass, echo depth sounding device, or primary

steering gear stops operating properly, the person directing the movement of the vessel must report or

cause to be reported that it is not operating properly to

the nearest Captain of the Port, District Commander,

or, if participating in a Vessel Traffic Service, to the Vessel Traffic Center, as soon as possible.

80 ■ Chapter 2 ■ Volume 9
§164.55 Deviations from rules: Continuing

operation or period of time.

(882) The Captain of the Port, upon written application,

may authorize a deviation from any rule in this part if

he determines that the deviation does not impair the

safe navigation of the vessel under anticipated conditions and will not result in a violation of the rules for

preventing collisions at sea. The authorization may be

issued for vessels operating in the waters under the jurisdiction of the Captain of the Port for any continuing

operation or period of time the Captain of the Port

specifies.

§164.61 Marine casualty reporting and record

retention.

(883) When a vessel is involved in a marine casualty as

defined in 46 CFR 4.03–1, the master or person in

charge of the vessel shall–

(884) (a) Ensure compliance with 46 CFR 4.05, “Notice of

Marine Casualty and Voyage Records,” and

(885) (b) Ensure that the voyage records required by 46

CFR 4.05–15 are retained for–

(886) (1) 30 days after the casualty if the vessel remains

in the navigable waters of the United States; or

(887) (2) 30 days after the return of the vessel to a United

States port if the vessel departs the navigable waters of

the United States within 30 days after the marine casualty.

§164.70 Definitions.

(888) For purposes of §§164.72 through 164.82, the

term–

(889) Current edition means the most recent published

version of a publication, chart, or map required by

§164.72.

(890) Currently corrected edition means a current or

previous edition of a publication required by §164.72,

corrected with changes that come from Notice to Mariners (NTMs) or Notices to Navigation reasonably

available and that apply to the vessel’s transit. Hand-annotated river maps from U.S. Army Corps of Engineers

(ACOE) are currently corrected editions if issued

within the previous 5 years.

(891) Great Lakes means the Great Lakes and their connecting and tributary waters including the Calumet

River as far as the Thomas J. O’Brien Lock and Controlling Works (between miles 326 and 327), the Chicago

River as far as the east side of the Ashland Avenue

Bridge (between miles 321 and 322), and the Saint

Lawrence River as far east as the lower exit of Saint

Lambert Lock.

(892) Merchant mariner credential or MMC means the

credential issued by the Coast Guard under 46 CFR part

10. It combines the individual merchant mariner's

document, license, and certificate of registry enumerated in 46 U.S.C. subtitle II part E as well as the STCW

endorsement into a single credential that serves as the

mariner's qualification document, certificate of identification, and certificate of service.

(893) Swing-meter means an electronic or electric device that indicates that rate of turn of the vessel on

board which it is installed.

(894) Towing vessel means a commercial vessel engaged

in or intending to engage in pulling, pushing or hauling alongside, or any combination of pulling, pushing,

or hauling alongside.

(895) Western Rivers means the Mississippi River, its

tributaries, South Pass, and Southwest Pass, to the

navigational-demarcation lines dividing the high seas

from harbors, rivers, and other inland waters of the

United States, and the Port Allen-Morgan City Alternative Route, and that part of the Atchafalaya River above

its junction with the Port Allen-Morgan City Alternative Route including the Old River and the Red River

and those waters specified by §§89.25 and 89.27 of this

chapter, and such other, similar waters as are designated by the COTP.

§164.72 Navigational-safety equipment, charts or

maps, and publications required on towing vessels.

(896) (a) Except as provided by §164.01(b), each towing

vessel must be equipped with the following navigational-safety equipment:

(897) (1) Marine Radar. By August 2, 1997, a marine radar that meets the following applicable requirements:

(898) (i) For a vessel of less than 300 tons gross tonnage

that engages in towing on navigable waters of the U.S.,

including Western Rivers, the radar must meet–

(899) (A) The requirements of the Federal Communications Commission (FCC) specified by 47 CFR part 80;

and

(900) (B) RTCM Standard for Marine Radar Equipment

Installed on Ships of Less Than 300 Tons Gross Tonnage, RTCM Paper-71-95/SC112-STD, Version 1.1, display Category II and stabilization Category Bravo.

(901) (ii) For a vessel of less than 300 tons gross tonnage

that engages in towing seaward of navigable waters of

the U.S. or more than three nautical miles from shore

on the Great Lakes, the radar must meet–

(902) (A) The requirements of the FCC specified by 47

CFR part 80; and

(903) (B) RTCM Standard for Marine Radar Equipment Installed on Ships of Less Than 300 Tons Gross Tonnage,

RTCM Paper 71-95/SC112-STD, Version 1.1, display

Category I and stabilization Category Alpha.

(904) (iii) For a vessel of 300 tons gross tonnage or more

that engages in towing on navigable waters of the U.S.,

including Western rivers, the radar must meet–

Navigation Regulations ■ Chapter 2 ■ 81
(905) (A) The requirements of the Federal Communications Commission (FCC) specified by 47 CFR part 80;

and

(906) (B) RTCM Recommended Standards for Marine Radar Equipment Installed on Ships of 300 Tons Gross

Tonnage and Upwards, RTCM Paper 191-93/SC112-X,

Version 1.2 except the requirements for azimuth stabilization in paragraph 3.10.

(907) (iv) For a vessel of 300 tons gross tonnage or more

that engages in towing seaward of navigable waters of

the U.S. or more than three nautical miles from shore

on the Great Lakes, the radar must meet–

(908) (A) The requirements of the FCC specified by 47

CFR Part 80; and

(909) (B) RTCM Recommended Standards for Marine Radar Equipment Installed on Ships of 300 Tons Gross

Tonnage and Upwards, RTCM Paper 191-93/SC112-X,

Version 1.2.

(910) (v) A towing vessel with an existing radar must

meet the applicable requirements of paragraphs (a)(1)

(i) through (iv) of this section by August 2, 1998; except

that a towing vessel with an existing radar must meet

the display and stabilization requirements of paragraph

(a)(1)(ii)(B) of this section by August 2, 2001.

(911) (2) Searchlight. A searchlight, directable from the

vessel’s main steering station and capable of illuminating objects at a distance of at least two times the length

of the tow.

(912) (3) VHF-FM Radio. An installation or multiple installations of VHF-FM radios as prescribed by part 26 of

this chapter and 47 CFR part 80, to maintain a continuous listening watch on the designated calling channel,

VHF-FM Channel 13 (except on portions of the Lower

Mississippi River, where VHF-FM Channel 67 is the

designated calling channel), and to separately monitor

the International Distress and Calling Channel,

VHF-FM Channel 16, except when transmitting or receiving traffic on other VHF-FM channels or when participating in a Vessel Traffic Service (VTS) or

monitoring a channel of a VTS. (Each U.S. towing vessel of 26 feet (about 8 meters) or more in length, except

a public vessel, must hold a ship-radio-station license

for radio transmitters (including radar and EPIRBs),

and each operator must hold a restricted operator’s license or higher. To get an application for either license,

call (800) 418-FORM or (202) 418-FORM, or write to

the FCC; Wireless Bureau, Licensing Division; 1270

Fairfield Road; Gettysburg, PA 17325-7245.)

(913) (4) Magnetic Compass. Either–

(914) (i) An illuminated swing-meter or an illuminated

car-type magnetic steering compass readable from the

vessel’s main steering station, if the vessel engages in

towing exclusively on Western Rivers; or

(915) (ii) An illuminated card-type magnetic steering

compass readable from the vessel’s main steering station.

(916) (5) Echo Depth-Sounding Device. By August 2,

2001, an echo depth-sounding device readable from the

vessel’s main steering station, unless the vessel engages in towing exclusively on Western Rivers.

(917) (6) Electronic Position-Fixing Device. An electronic

position-fixing device, either a LORAN-C receiver or a satellite navigational system such as the Global Positioning

System (GPS) as required by §164.41, if the vessel engages in towing seaward of navigable waters of the U.S. or

more than three nautical miles from shore on the Great

Lakes.

(918) (b) Each towing vessel must carry on board and

maintain the following:

(919) (1) Charts or maps. Marine charts or maps of the

areas to be transited, published by the National Ocean

Service (NOS), the ACOE, or a river authority that satisfy the following requirements.

(920) (i) The charts or maps must be of a large enough

scale and have enough detail to make safe navigation of

the areas possible.

(921) (ii) The charts or maps must be either–

(922) (A) Current editions or currently corrected editions, if the vessel engages in towing exclusively on

navigable waters of the U.S., including Western Rivers;

or

(923) (B) Currently corrected editions, if the vessel engages in towing seaward of navigable waters of the U.S.

or more than three nautical miles from shore on the

Great Lakes.

(924) (iii) The charts or maps may be, instead of charts or

maps required by paragraphs (b)(1) (i) and (ii) of this

section, currently corrected marine charts or maps, or

applicable extracts, published by a foreign government.

These charts or maps, or applicable extracts, must contain information similar to that on the charts or maps

required by paragraphs (b)(1) (i) and (ii) of the section,

be of large enough scale, and have enough detail to

make safe navigation of the areas possible, and must be

currently corrected.

(925) (2) General publications. A currently corrected

edition of, or an applicable currently corrected extract

from, each of the following publications for the area to

be transited:

(926) (i) If the vessel is engaged in towing exclusively on

Western Rivers–

(927) (A) U.S. Coast Guard Light List;

(928) (B) Applicable Notices to Navigation published by

the ACOE, or Local Notices to Marines (LNMs) published by the Coast Guard, for the area to be transited,

when available; and

82 ■ Chapter 2 ■ Volume 9
(929) (C) River-current tables published by the ACOE or

a river authority, if available.

(930) (ii) if the vessel is engaged other than in towing exclusively on Western Rivers–

(931) (A) Coast Guard Light List;

(932) (B) Notices to Mariners published by the National

Geospatial-Intelligence Agency, or LNMs published by

the Coast Guard;

(933) (C) Tidal-current tables published by private entities using data provided by the NOS, or river-current

tables published by ACOE or a river authority:

(934) (D) Tide tables published by private entities using

data provided by the NOS; and

(935) (E) U.S. Coast Pilot.

(936) (c) Table 164.72, following, summarizes the navigational-safety equipment, charts or maps, and publications required for towing vessels of 12 meters or

more in length:

§164.74 Towline and terminal gear for towing astern.

(937) (a) Towline. The owner, master, or operator of each

vessel towing astern shall ensure that the strength of

each towline is adequate for its intended service, considering at least the following factors:

(938) (1) The size and material of each towline must be–

(939) (i) Appropriate for the horsepower or bollard pull of

the vessel;

(940) (ii) Appropriate for the static loads and dynamic

loads expected during the intended service;

(941) (iii) Appropriate for the sea conditions expected

during the intended service;

(942) (iv) Appropriate for exposure to the marine environment and to any chemicals used or carried on board

the vessel;

(943) (v) Appropriate for the temperatures of normal

stowage and service on board the vessel;

(944) (vi) Compatible with associated navigational-safety

equipment; and

(945) (vii) Appropriate for the likelihood of mechanical

damage.

(946) (2) Each towline as rigged must be–

(947) (i) Free of knots;

(948) (ii) Spliced with a thimble, or have a poured socket

at its end; and

(949) (iii) Free of wire clips except for temporary repair,

for which the towline must have a thimble and either

five wire clips or as many wire clips as the manufacturer specifies for the nominal diameter and construction of the towline, whichever is more.

(950) (3) The condition of each towline must be monitored through the–

(951) (i) Keeping on board the towing vessel or in company files of a record of the towline’s initial minimum

breaking strength as determined by the manufacturer,

by a classification (“class”) society authorized in

§157.04 of this chapter, or by a tensile test that meets

API Specifications 9A, Specification for Wire Rope, Section 3; ASTM D 4268 (incorporated by reference, see

§164.03), Standard Test Method for Testing Fiber

Ropes; or Cordage Institute CIA 3, Standard Test

Methods for Fiber Rope Including Standard Terminations;

(952) (ii) If the towline is purchased from another owner,

master, or operator of a vessel with the intent to use it

as a towline or if it is retested for any reason, keeping

on board the towing vessel or in company files of a record of each retest of the towline’s minimum breaking

strength as determined by a class society authorized in

§157.04 of this chapter or by a tensile test that meets

API Specification 9A, Section 3; ASTM D 4268 (incorporated by reference, see §164.03); or Cordage Institute

CIA 3, Standard Test Methods;

(953) (iii) Conducting visual inspections of the towline in

accordance with the manufacturer’s recommendations, or at least monthly, and whenever the serviceability of the towline is in doubt (the inspections being

conducted by the owner, master, or operator, or by a

person on whom the owner, master, or operator confers

the responsibility to take corrective measures appropriate for the use of the towline);

(954) (iv) Evaluating the serviceability of the whole towline or any part of the towline, and removing the whole

or part from service either as recommended by the

manufacturer or a class society authorized in §157.04

of this chapter or in accordance with a replacement

schedule developed by the owner, master, or operator

that accounts for at least the–

(955) (A) Nautical miles on, or time in service of, the towline;

(956) (B) Operating conditions experienced by the towline;

(957) (C) History of loading of the towline;

(958) (D) Surface condition, including corrosion and discoloration, of the towline;

(959) (E) Amount of visible damage to the towline;

(960) (F) Amount of material deterioration indicated by

measurements of diameter and, if applicable, measurements of lay extension of the towline; and

(961) (G) Point at which a tensile test proves the minimum breaking strength of the towline inadequate by

the standards of paragraph (a)(1) of this section, if necessary; and

(962) (v) Keeping on board the towing vessel or in company files of a record of the material condition of the

towline when inspected under paragraphs (a)(3)(iii)

and (iv) of this section. Once this record lapses for

three months or more, except when a vessel is laid up

Navigation Regulations ■ Chapter 2 ■ 83
84 ■ Chapter 2 ■ Volume 9

TABLE 164.72—EQUIPMENT, CHARTS OR MAPS, AND PUBLICATIONS OF TOWING VESSELS FOR

12 METERS OR MORE IN LENGTH

Western rivers U.S. navigable waters other than Western rivers

Waters seaward of navigable

waters and 3 NM or more

from shore on the Great

Lakes

Marine Radar:

Towing vessels of

less than 300 GT.

RTCM Paper 71-95/SC112-STD Version 1.1, Display Category 111

Stabilization Category BRAVO.

RTCM Paper 71-95/SC112-STD

Version 1.1, Display Category 111

Stabilization Category BRAVO.

RTCM Paper 71-95/ SC112-

STD Version 1.1, Display Category 12

Stabilization Category ALPHA.

Towing vessels of

300 GT or more.

RTCM Paper 191-93/SC112-X Version 1.2 (except the Azmuth stabilization requirement in paragraph

3.10).1

RTCM Paper 191-93/SC112-X Version

1.2 (except the Azmuth stabilization

requirement in paragraph 3.10).1

RTCM Paper 191-93/SC112-X

Version 1.2.1

Searchlight X X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X.

VHF-FM radio X . . . . . . . . . . . . . . . . . . . . . . . . . . . X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X.

Magnetic compass X3

. . . . . . . . . . . . . . . . . . . . . . . . . . . X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X.

Swing-meter X3

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Echo depthsounding device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X.

Electronic position-fixing device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X.

Charts or maps (1) Large enough scale (1) Large enough scale (1) Large enough scale.

(2) Current edition or currently corrected edition.(2) Current edition or currently corrected edition.(2) Currently corrected edition.

General publications. (1) U.S. Coast Guard Light List (1) U.S. Coast Guard Light List (1) U.S. Coast Guard Light

List.

(2) Notices to Navigation or Local

Notice to Mariners. (2) Local Notices to Mariners (2) Local Notice to Mariners.

(3) River-current Tables (3) Tidal-current Tables (3) Tidal-current Tables.

(4) Tide Tables (4) Tide Tables.

(5) U.S. Coast Pilot (5) U.S. Coast Pilot.

Notes:

1

Towing vessels with existing radar must meet this requirement by August 2, 1998.

2

Towing vessels with existing radar must meet this requirement by August 2, 1998, but do not need to meet the display and stabilization requirement until August 2, 2001.

3

A towing vessel may carry either a swing-meter or a magnetic compass.
or out of service or has not deployed its towline, the

owner, master, or operator shall retest the towline or

remove it from service.

(963) (b) Terminal gear. The owner, master, or operator

of each vessel towing astern shall ensure that the gear

used to control, protect, and connect each towline

meets the following criteria:

(964) (1) The material and size of the terminal gear are

appropriate for the strength and anticipated loading of

the towline and for the environment;

(965) (2) Each connection is secured by at least one nut

with at least one cotter pin or other means of preventing its failure;

(966) (3) The lead of the towline is appropriate to prevent

sharp bends in the towline from fairlead blocks,

chocks, or tackle;

(967) (4) There is provided a method, whether mechanical or non-mechanical, that does not endanger operating personnel but that easily releases the towline;

(968) (5) The towline is protected from abrasion or chafing by chafing gear, lagging, or other means;

(969) (6) Except on board a vessel towing in ice on Western Rivers or one using a towline of synthetic or natural fiber, there is fitted a winch that evenly spools and

tightly winds the towline; and

(970) (7) If a winch is fitted, there is attached to the main

drum a brake that has holding power appropriate for

the horsepower or bollard pull of the vessel and can be

operated without power to the winch.

§164.76 Towline and terminal gear for towing

alongside and pushing ahead.

(971) The owner, master, or operator of each vessel towing alongside or pushing ahead shall ensure the face

wires, spring lines, and push gear used–

(972) (a) Are appropriate for the vessel’s horsepower;

(973) (b) Are appropriate for the arrangement of the tow;

(974) (c) Are frequently inspected; and

(975) (d) Remain serviceable.

§164.78 Navigation under way: Towing vessels.

(976) (a) The owner, master, or operator of each vessel

towing shall ensure that each person directing and

controlling the movement of the vessel–

(977) (1) Understands the arrangement of the tow and

the effects of maneuvering on the vessel towing and on

the vessel, barge, or object being towed;

(978) (2) Can fix the position of the vessel using installed

navigational equipment, aids to navigation, geographic

reference-points, and hydrographic contours;

(979) (3) Does not fix the position of the vessel using

buoys alone (Buoys are aids to navigation placed in approximate positions either to alert mariners to hazards

to navigation or to indicate the orientation of a

channel. They may not maintain exact charted positions, because strong or varying currents, heavy seas,

ice and collisions with vessels can move or sink them or

set them adrift. Although they may corroborate a position fixed by other means, they cannot fix a position;

however, if no other aids are available, buoys alone may

establish an estimated position.);

(980) (4) Evaluates the danger of each closing visual or

radar contact;

(981) (5) Knows and applies the variation and deviation,

where a magnetic compass is fitted and where charts or

maps have enough detail to enable this type of correction;

(982) (6) Knows the speed and direction of the current,

and the set, drift, and tidal state for the area to be

transited;

(983) (7) Proceeds at a safe speed taking into account the

weather, visibility, density of traffic, draft of tow, possibility of wake damage, speed and direction of the current, and local speed-limits; and

(984) (8) Monitors the voyage plan required by §164.80.

(985) (b) The owner, master, or operator of each vessel

towing shall ensure that the tests and inspections required by §164.80 are conducted and that the results

are entered in the log or other record carried on board.

§164.80 Tests, inspections, and voyage planning.

(986) (a) The owner, master, or operator of each towing

vessel of less than 1,600 GT shall ensure that the following tests and inspections of gear occur before the

vessel embarks on a voyage of more than 24 hours or

when each new master or operator assumes command:

(987) (1) Steering-systems. A test of the steering-gear-control system; a test of the main steering gear from the alternative power supply, if installed; a verification of the

rudder-angle indicator relative to the actual position of

the rudder; and a visual inspection of the steering gear

and its linkage.

(988) (2) Navigational equipment. A test of all installed

navigational equipment.

(989) (3) Communications. Operation of all internal vessel control communications and vessel-control alarms,

if installed.

(990) (4) Lights. Operation of all navigational lights and

all searchlights.

(991) (5) Terminal gear. Visual inspection of tackle; of

connections of bridle and towing pendant, if applicable;

of chafing gear; and the winch brake, if installed.

(992) (6) Propulsion systems. Visual inspection of the

spaces for main propulsion machinery, of machinery,

and of devices for monitoring machinery.

(993) (b) The owner, master, or operator of each towing

vessel of 1,600 GT or more shall ensure that the following tests of equipment occur at the frequency required

Navigation Regulations ■ Chapter 2 ■ 85
by §164.25 and that the following inspections of gear

occur before the vessel embarks on a voyage of more

than 24 hours or when each new master or operator assumes command:

(994) (1) Navigational equipment. Tests of onboard

equipment as required by §164.25.

(995) (2) Terminal gear. Visual inspection of tackle; of

connections of bridle and towing pendant, if applicable;

of chafing gear; and of the winch brake, if installed.

(996) (c)(1) The voyage-planning requirements outlined

in this section do not apply to you if your towing vessel

is–

(997) (i) Used solely for any of the following services or

any combination of these services–

(998) (A) Within a limited geographic area, such as fleeting-area for barges or a commercial facility, and used

for restricted service, such as making up or breaking up

larger tows:

(999) (B) For harbor assist;

(1000) (C) For assistance towing as defined by 46 CFR

10.103;

(1001) (D) For response to emergency or pollution;

(1002) (ii) A public vessel that is both owned, or demise

chartered, and operated by the United States Government or by a government of a foreign country; and that

is not engaged in commercial service;

(1003) (iii) A foreign vessel engaged in innocent passage;

or

(1004) (iv) Exempted by the Captain of the Port (COTP).

(1005) (2) If you think your towing vessel should be exempt from these voyage planning requirements for a

specified route, you should submit a written request to

the appropriate COTP. The COTP will provide you with

a written response granting or denying your request.

(1006) (3) If any part of a towing vessel’s intended voyage

is seaward of the baseline (i.e. the shoreward boundary)

of the territorial sea of the U.S., then the owner, master,

or operator of the vessel, employed to tow a barge or

barges, must ensure that the voyage with the barge or

barges is planned, taking into account all pertinent information before the vessel embarks on the voyage. The

master must check the planned route for proximity to

hazards before the voyage begins. During a voyage, if a

decision is made to deviate substantially from the

planned route, then the master or mate must plan the

new route before deviating from the planned route. The

voyage plan must follow company policy and consider

the following (related requirements noted in parentheses):

(1007) (i) Applicable information from nautical charts and

publication (also see paragraph (b) of section 164.72),

including Coast Pilot, Coast Guard Light List, and

Coast Guard Local Notice to Mariners for the port of departures, all ports of call, and the destination;

(1008) (ii) Current and forecast weather, including visibility, wind, and sea state for the port of departure, all

ports of call, and the destination (also see paragraphs

(a)(7) of section 164.78 and (b) of section 164.82);

(1009) (iii) Data on tides and currents for the port of departure, all ports of call, and the destination, and the

river staged and forecast, if appropriate;

(1010) (iv) Forward and after drafts of the barge or barges

and under-keel and vertical clearances (air-gaps) for all

bridges, ports, and berthing areas;

(1011) (v) Pre-departure checklists;

(1012) (vi) Calculated speed and estimated time of arrival

at proposed waypoints;

(1013) (vii) Communication contacts at any Vessel Traffic

Services, bridges, and facilities, and any port specific

requirements for VHF radio;

(1014) (viii) Any master’s or operator’s standings orders

detailing closest points of approach, special conditions,

and critical maneuvers; and

(1015) (ix) Whether the towing vessel has sufficient power

to control the tow under all foreseeable circumstances.

§164.82 Maintenance, failure, and reporting.

(1016) (a) Maintenance. The owner, master, or operator of

each towing vessel shall maintain operative the navigational-safety equipment required by §164.72.

(1017) (b) Failure. If any of the navigational-safety equipment required by §164.72 fails during a voyage, the

owner, master, or operator of the towing vessel shall exercise due diligence to repair it at the earliest practicable time. He or she shall enter its failure in the log or

other record carried on board. The failure of equipment, in itself, does not constitute a violation of this

rule; nor does it constitute unseaworthiness; nor does

it obligate an owner, master, or operator to moor or anchor the vessel. However, the owner, master, or operator shall consider the state of the equipment-along

with such factors as weather, visibility, traffic, and the

dictates of good seamanship-in deciding whether it is

safe for the vessel to proceed.

(1018) (c) Reporting. The owner, master, or operator of

each towing vessel whose equipment is inoperative or

otherwise impaired while the vessel is operating within

a Vessel Traffic Service (VTS) Area shall report the fact as

required by 33 CFR 161.124. (33 CFR 161.124 requires

that each user of a VTS report to the Vessel Traffic Center as soon as practicable:

(1019) (1) Any absence or malfunction of vessel-operating

equipment for navigational safety, such as propulsion

machinery, steering gear, radar, gyrocompass, echo

depth-sounding or other sounding device, automatic

dependent surveillance equipment, or navigational

lighting;

86 ■ Chapter 2 ■ Volume 9
(1020) (2) Any condition on board the vessel likely to impair navigation, such as shortage of personnel or lack of

current nautical charts or maps, or publications; and

(1021) (3) Any characteristics of the vessel that affect or

restrict the maneuverability of the vessel, such as arrangement of cargo, trim, loaded condition, under-keel

clearance, and speed.)

(1022) (d) Deviation and authorization. The owner, master, or operator of each towing vessel unable to repair

within 96 hours an inoperative marine radar required

by §164.72(a) shall so notify the Captain of the Port

(COTP) and shall seek from the COTP both a deviation

from the requirements of this section and an authorization for continued operation in the area to be

transited. Failure of redundant navigational-safety

equipment, including but not limited to failure of one

of two installed radars, where each satisfies §164.72(a),

does not necessitate either a deviation or an authorization.

(1023) (1) The initial notice and request for a deviation

and an authorization may be spoken, but the request

must also be written. The written request must explain

why immediate repair is impracticable, and state when

and by whom the repair will be made.

(1024) (2) The COTP, upon receiving even a spoken request, may grant a deviation and an authorization from

any of the provisions of §§164.70 through 164.82 for a

specified time if he or she decides that they would not

impair the safe navigation of the vessel under anticipated conditions.

Part 165–Regulated Navigation Areas and

Limited Access Areas

Subpart A–General

§165.1 Purpose of part.

(1025) The purpose of this part is to–

(1026) (a) Prescribe procedures for establishing different

types of limited or controlled access areas and regulated navigation areas;

(1027) (b) Prescribe general regulations for different types

of limited or controlled access areas and regulated navigation areas;

(1028) (c) Prescribe specific requirements for established

areas; and

(1029) (d) List specific areas and their boundaries.

§165.5 Establishment procedures.

(1030) (a) A safety zone, security zone, or regulated navigation area may be established on the initiative of any

authorized Coast Guard official.

(1031) (b) Any person may request that a safety zone, security zone, or regulated navigation area be established.

Except as provided in paragraph (c) of this section, each

request must be submitted in writing to either the Captain of the Port or District Commander having jurisdiction over the location as described in 33 CFR 3, and

include the following:

(1032) (1) The name of the person submitting the request;

(1033) (2) The location and boundaries of the safety zone,

security zone, or regulated navigation area;

(1034) (3) The date, time, and duration that the safety

zone, security zone, or regulated navigation area

should be established;

(1035) (4) A description of the activities planned for the

safety zone, security zone, or regulated navigation

area;

(1036) (5) The nature of the restrictions or conditions desired; and

(1037) (6) The reason why the safety zone, security zone,

or regulated navigation area is necessary.

(1038) (Requests for safety zones, security zones, and regulated navigation areas are approved by the Office of

Management and Budget under control number

1625-0020.)

(1039) (c) Safety Zones and Security Zones. If, for good

cause, the request for a safety zone or security zone is

made less than 5 working days before the zone is to be

established, the request may be made orally, but it

must be followed by a written request within 24 hours.

§165.7 Notification.

(1040) (a) The establishment of these limited access areas

and regulated navigation areas is considered

rulemaking. The procedures used to notify persons of

the establishment of these areas vary depending upon

the circumstances and emergency conditions. Notification may be made by marine broadcasts, local notice

to mariners, local news media, distribution in leaflet

form, and on-scene oral notice, as well as publication in

the Federal Register.

(1041) (b) Notification normally contains the physical

boundaries of the area, the reasons for the rule, its estimated duration, and the method of obtaining authorization to enter the area, if applicable, and special

navigational rules, if applicable.

(1042) (c) Notification of the termination of the rule is

usually made in the same form as the notification of its

establishment.

§165.8 Geographic coordinates.

(1043) Geographic coordinates expressed in terms of latitude or longitude, or both, are not intended for plotting

on maps or charts whose referenced horizontal datum

is the North American Datum of 1983 (NAD 83), unless

Navigation Regulations ■ Chapter 2 ■ 87
such geographic coordinates are expressly labeled NAD

83. Geographic coordinates without the NAD 83 reference may be plotted on maps or charts referenced to

NAD 83 only after application of the appropriate corrections that are published on the particular map or chart

being used.

§165.9 Geographic application of limited and

controlled access areas and regulated navigation

areas.

(1044) (a) General. The geographic application of the limited and controlled access areas and regulated navigation areas in this part are determined based on the

statutory authority under which each is created.

(1045) (b) Safety zones and regulated navigation areas.

These zones and areas are created under the authority

of the Ports and Waterways Safety Act, 33 U.S.C.

1221–1232. Safety zones established under 33 U.S.C.

1226 and regulated navigation areas may be established in waters subject to the jurisdiction of the United

States as defined in §2.38 of this chapter, including the

territorial sea to a seaward limit of 12 nautical miles

from the baseline.

(1046) (c) Security zones. These zones have two sources of

authority—the Ports and Waterways Safety Act, 33

U.S.C. 1221–1232, and the Act of June 15, 1917, as

emended by both the Magnuson Act of August 9, 1950

(“Magnuson Act”), 50 U.S.C. 191–195, and sec. 104 the

Maritime Transportation Security Act of 2002 (Pub. L.

107-295, 116 Stat. 2064). Security zones established

under either 33 U.S.C. 1226 or 50 U.S.C. 191 may be established in waters subject to the jurisdiction of the

United States as defined in §2.38 of this chapter, including the territorial sea to a seaward limit of 12 nautical

miles from the baseline.

(1047) (d) Naval vessel protection zones. These zones are

issued under the authority of 14 U.S.C. 91 and 633 and

may be established in waters subject to the jurisdiction

of the United States as defined in §2.38 of this chapter,

including the territorial sea to a seaward limit of 12

nautical miles from the baseline.

Subpart B–Regulated Navigation Areas

§165.10 Regulated navigation area.

(1048) A regulated navigation area is a water area within a

defined boundary for which regulations for vessels navigating within the area have been established under

this part.

§165.11 Vessel operating requirements

(regulations).

(1049) Each District Commander may control vessel traffic in an area which is determined to have hazardous

conditions, by issuing regulations–

(1050) (a) Specifying times of vessel entry, movement, or

departure to, from, within, or through ports, harbors,

or other waters;

(1051) (b) Establishing vessel size, speed, draft limitations, and operating conditions; and

(1052) (c) Restricting vessel operation, in a hazardous

area or under hazardous conditions, to vessels which

have particular operating characteristics or capabilities which are considered necessary for safe operation

under the circumstances.

§165.13 General regulations.

(1053) (a) The master of a vessel in a regulated navigation

area shall operate the vessel in accordance with the

regulations contained in Subpart F.

(1054) (b) No person may cause or authorize the operation

of a vessel in a regulated navigation area contrary to the

regulations in this Part.

Subpart C–Safety Zones

§165.20 Safety zones.

(1055) A Safety Zone is a water area, shore area, or water

and shore area to which, for safety or environmental

purposes, access is limited to authorized persons, vehicles, or vessels. It may be stationary and described by

fixed limits or it may be described as a zone around a

vessel in motion.

§165.23 General regulations.

(1056) Unless otherwise provided in this part–

(1057) (a) No person may enter a safety zone unless authorized by the COTP or the District Commander.

(1058) (b) No person may bring or cause to be brought

into a safety zone any vehicle, vessel, or object unless

authorized by the COTP or the District Commander.

(1059) (c) No person may remain in a safety zone or allow

any vehicle, vessel, or object to remain in a safety zone

unless authorized by the COTP or the District Commander; and

(1060) (d) Each person in a safety zone who has notice of a

lawful order or direction shall obey the order or direction of the COTP or District Commander issued to

carry out the purposes of this subpart.

88 ■ Chapter 2 ■ Volume 9
Subpart D–Security Zones

§165.30 Security zones.

(1061) (a) A security zone is an area of land, water, or land

and water which is so designated by the Captain of the

Port or District Commander for such time as is necessary to prevent damage or injury to any vessel or waterfront facility, to safeguard ports, harbors, territories, or

waters of the United States or to secure the observance

of the rights and obligations of the United States.

(1062) (b) The purpose of a security zone is to safeguard

from destruction, loss, or injury from sabotage or other

subversive acts, accidents, or other causes of a similar

nature–

(1063) (1) Vessels,

(1064) (2) Harbors,

(1065) (3) Ports and

(1066) (4) Waterfront facilities–in the United States and

all territory and water, continental or insular, that is

subject to the jurisdiction of the United States.

§165.33 General regulations.

(1067) Unless otherwise provided in the special regulations in Subpart F of this part–

(1068) (a) No person or vessel may enter or remain in a security zone without the permission of the Captain of

the Port;

(1069) (b) Each person and vessel in a security zone shall

obey any direction or order of the Captain of the Port;

(1070) (c) The Captain of the Port may take possession and

control of any vessel in the security zone;

(1071) (d) The Captain of the Port may remove any person,

vessel, article, or thing from a security zone;

(1072) (e) No person may board, or take or place any article or thing on board, any vessel in a security zone

without the permission of the Captain of the Port; and

(1073) (f) No person may take or place any article or thing

upon any waterfront facility in a security zone without

the permission of the Captain of the Port.

Subpart E–Restricted Waterfront Areas

§165.40 Restricted Waterfront Areas.

(1074) The Commandant, may direct the COTP to prevent

access to waterfront facilities, and port and harbor areas, including vessels and harbor craft therein. This

section may apply to persons who do not possess the

credentials outlined in 33 CFR 125.09 when certain

shipping activities are conducted that are outlined in

33 CFR 125.15.

Subpart F–Specific Regulated Navigation

Areas and Limited Access Areas

§165.1303 Puget Sound and adjacent waters,

WA-regulated navigation areas.

(1075) (a) The following is a regulated navigation area: the

waters of the United States east of a line extending from

Discovery Island Light to New Dungeness Light and all

points in the Puget Sound area north and south of

these lights.

(1076) (b) Regulations.

(1077) (1) Tank vessel navigation restrictions: Tank vessels larger than 125,000 deadweight tons bound for a

port or place in the United States may not operate in

the regulated navigation area.

(1078) (2) A vessel in a precautionary area which is depicted on National Oceanic and Atmospheric Administration (NOAA) nautical charts, except precautionary

area “BB” (a circular area of 2,500 yards radius centered at 48°26'24"N., 122°15'12"W.), must keep the

center of the precautionary area to port.

(1079) Note: The center of precautionary area “RB” is not

marked by a buoy.

§165.1701 Port Valdez, Valdez, Alaska-safety

zone.

(1080) The waters within the following boundaries are a

safety zone-The area within 200 yards of any waterfront

facility at the Trans-Alaska Pipeline Valdez Terminal

complex or vessels moored or anchored at the

Trans-Alaska Pipeline Valdez Terminal complex and the

area within 200 yards of any tank vessel maneuvering

to approach, moor, unmoor, or depart the Trans-Alaska

Pipeline Valdez Terminal complex.

§165.1703 Ammunition Island, Port Valdez, Alaska.

(1081) (a) Location. The waters within the following

boundaries is a safety zone–the area within a radius of

1330 yards of Ammunition Island, centered on latitude

61°07'28"N., longitude 146°18'29"W., (NAD 83) and the

vessel moored or anchored at Ammunition Island.

(1082) (b) The area 200 yards off the vessel navigating the

Vessel Traffic System from abeam of Naked Island, maneuvering to approach, moor, unmoor at Ammunition

Island, or the departure of the Vessel from Ammunition

Island.

(1083) (c) Special regulation. (1) §165.23 does not apply to

paragraph (a) of this section, except when the vessel is

moored to Ammunition Island.

(1084) (d) Effective August 25, 1987 Notice of vessels arrival will be made in the Notice to Mariners, Local Notice to Mariners and in the Local Valdez newspaper,

prior to the vessel arrival.

Navigation Regulations ■ Chapter 2 ■ 89
165.1704 Prince William Sound, Alaska-regulated

navigation area.

(1085) (a) The following is a regulated navigation area:

The navigable waters of the United States north of a

line drawn from Cape Hinchinbrook Light to Schooner

Rock Light, comprising that portion of Prince William

Sound between 146°30'W. and 147°20'W. and includes

Valdez Arm, Valdez Narrows, and Port Valdez.

(1086) (b) Within the regulated navigation area described

in paragraph (a) of this section, §161.60 of this chapter

establishes a VTS Special Area for the waters of Valdez

Arm, Valdez Narrows, and Port Valdez northeast of a

line bearing 307° True from Tongue Point at

61°02'06"N., 146°40'W.; and southwest of a line bearing

307° True from Entrance Island Light at 61°05'06"N.,

146°36'42"W.

(1087) (c) Regulations. In addition to the requirements

set forth in §161.13 and §161.60(c) of this chapter, a

tank vessel of 20,000 deadweight tons or more that intends to navigate within the regulated navigation area

must:

(1088) (1) Report compliance with Part 164 of this chapter, to the Vessel Traffic Center (VTC);

(1089) (2) Have at least two radiotelephones capable of operating on the designated VTS frequency, one of which

is capable of battery operation;

(1090) (3) When steady wind conditions in the VTS Special

Area or Port Valdez exceed, or are anticipated to exceed

40 knots, proceed as directed by the VTC (entry into the

VTS Special Area and Port Valdez is prohibited);

(1091) (4) When transiting the VTS Special Area, limit

speed to 12 knots;

(1092) (5) If laden and intending to navigate the VTS Special Area, limit speed to 12 knots except between Middle

Rock and Potato Point where the speed limit shall be 6

knots; and

(1093) (6) Not later than December 31, 2004 have an operating Automatic Identification System Shipborne

Equipment (AISSE) system installed.

(1094) (i) The designated digital selective calling frequency (DSC) in Prince William Sound is 156.525 MHz

(VHF Channel 70).

(1095) (ii) AISSE equipped vessels will not be required to

make voice radio position reports at designated reporting points required by §161.20(b), unless otherwise directed by the VTC.

(1096) (iii) Whenever a vessel’s AISSE becomes non-operational, as defined in §164.43(c) of this chapter, before

entering or while underway in the VTS area, a vessel

must:

(1097) (A) Notify the VTC;

(1098) (B) Make the required voice radio position reports

as set forth in §161.60 and required by §161.20 (b) of

this chapter;

(1099) (C) Make other voice radio reports as required by

the VTS; and

(1100) (D) Restore the AISSE to operating condition as

soon as possible.

(1101) (iv) Whenever a vessel’s AISSE becomes non-operational due to a loss of position correction information

(i.e., the U.S. Coast Guard dGPS system cannot provide

the required error correction messages) a vessel must:

(1102) (A) Make the required voice radio position reports

as set forth in §161.60 and required by §160.20(b) of

this chapter; and

(1103) (B) Make other voice radio reports as required by

the VTS.

(1104) (v) Whenever a vessel’s AISSE becomes non-operational before getting underway in the VTS area, permission to get underway must be obtained from the VTC.

(1105) Note: Regulations pertaining to Automatic

Identification System Shipborne Equipment (AISSE) required capabilities are set forth in Part 164 of this chapter.

§165.1709 Security Zones: Liquefied Natural Gas

Tanker Transits and Operations at Phillips Petroleum

LNG Pier, Cook Inlet, AK.

(1106) (a) Location. The following areas are established as

security zones during the specified conditions:

(1107) (1) All navigable waters within a 1000-yard radius

of the Liquefied Natural Gas (LNG) tankers during

their inbound and outbound transits through Cook Inlet, Alaska between the Phillips Petroleum LNG Pier,

60°40'43"N. and 151°24'10"W., and the Homer Pilot

Station at 59°34'52"N. and 151°25'44"W. On the inbound transit, this security zone remains in effect until

the tanker is alongside the Phillips Petroleum LNG

Pier, 60°40'43"N. and 151°24'10"W.

(1108) (2) All navigable waters within a 1000-yard radius

of the Liquefied Natural Gas Tankers while they are

moored at Phillips Petroleum LNG Pier, 60°40'43"N.

and 151°24'10"W.

(1109) (b) Special Regulations. (1) For the purpose of this

section, the general regulations contained in 33 CFR

165.33 apply to all but the following vessels in the areas

described in paragraph (a):

(1110) (i) Vessels scheduled to moor and offload or load

cargo at other Nikiski marine terminals that have provided the Coast Guard with an Advance Notice of Arrival.

(1111) (ii) Commercial fishing vessels, including drift net

and set net vessels, fishing from the waters within the

zone, if

(1112) (A) The owner of the vessel has previously requested approval from the Captain of the Port representative, Marine Safety Detachment Kenai, Alaska, to

fish in the security zone and

90 ■ Chapter 2 ■ Volume 9
(1113) (B) Has provided the Captain of the Port representative, Marine Safety Detachment Kenai, Alaska current information about the vessel, including:

(1114) (1) The name and/or the official number, if documented, or state number, if numbered by a state issuing

authority;

(1115) (2) A brief description of the vessel, including

length, color, and type of vessel;

(1116) (3) The name, Social Security number, current address, and telephone number of the vessel’s master, operator or person in charge; and

(1117) (4) Upon request, information on the vessel’s crew.

(1118) (C) A vessel owner or operator is required to submit

the information one time, but shall provide the Captain

of the Port representative updated information when

any part of it changes.

(1119) (D) The Captain of the Port must approve a vessel’s

request prior to being allowed into the security zone at

the Phillips Petroleum LNG Pier.

(1120) (E) The vessel is operated in compliance with any

specific orders issued to the vessel by the Captain of the

Port or other regulations controlling the operation of

vessels within the security zone that may be in effect.

(1121) (2) All persons and vessels shall comply with the instructions of the Captain of the Port representative or

the designated on-scene patrol personnel. These personnel are comprised of commissioned, warrant, and

petty officers of the Coast Guard. Upon being hailed by

a U.S. Coast Guard vessel by siren, radio, flashing light,

or other means, the operator of a vessel shall proceed as

directed.

(1122) (3) The Marine Safety Detachment Kenai, Alaska

will notify the maritime community of these security

zones by publishing a Local Notice to Mariners and via

a bimonthly marine Broadcast Notice to Mariners.

§165.1710 Port Valdez and Valdez Narrows,

Valdez, Alaska–security zones.

(1123) (a) Location. The following areas are security

zones:

(1124) (1) Trans-Alaska Pipeline (TAPS) Valdez Terminal

complex (Terminal), Valdez, Alaska and TAPS tank vessels. All waters enclosed within a line beginning on the

southern shoreline of Port Valdez at 61°05'03.6"N.,

146°25'42"W.; thence northerly to the yellow buoy at

61°06'00"N., 146°25'42"W.; thence east to the yellow

buoy at 61°06'00"N., 146°21'30"W.; thence south to

61°05'06"N., 146°21'30"W.; thence west along the

shoreline and including the area 2000 yards inland

along the shoreline to the beginning point.

(1125) (2) Tank vessel moving security zone. All waters

within 200 yards of any TAPS tank vessel maneuvering

to approach, moor, unmoor or depart the TAPS terminal or transiting, maneuvering, laying to or anchored

within the boundaries of the Captain of the Port, Prince

William Sound Zone described in 33 CFR 3.85–20 (b).

(1126) (3) Valdez Narrows, Port Valdez, Valdez, Alaska. All

waters 200 yards either side of the Valdez Narrows

Tanker Optimum Track line bounded by a line beginning at

(1127) 61°05'15"N., 146°37'18"W.; thence southwest to

(1128) 61°04'00"N., 146°39'52"W.; thence southerly to

(1129) 61°02'32.5"N., 146°41'25"W.; thence northwest to

(1130) 61°02'40.5"N., 146°41'47"W.; thence northeast to

(1131) 61°04'07.5"N., 146°40'15"W.; thence northeast to

(1132) 61°05'22"N., 146°37'38"W.; thence southeast back

to the starting point at 61°05'15"N., 146°37'18"W.

(1133) (b) Regulations. (1) The general regulations in 33

CFR 165.33 apply to the security zones described in

paragraph (a) of this section.

(1134) (2) Tank vessels transiting directly to the TAPS terminal complex, engaged in the movement of oil from

the terminal or fuel to the terminal, and vessels used to

provide assistance or support to the tank vessels directly transiting to the terminal, or to the terminal itself, and that have reported their movements to the

Vessel Traffic Service, as required under 33 CFR part

161 and §165.1704, may operate as necessary to ensure

safe passage of tank vessels to and from the terminal.

(1135) (3) All persons and vessels must comply with the

instructions of the Coast Guard Captain of the Port and

the designated on-scene patrol personnel. These personnel comprise commissioned, warrant, and petty officers of the Coast Guard. Upon being hailed by a vessel

displaying a U.S. Coast Guard ensign by siren, radio,

flashing light, or other means, the operator of the vessel must proceed as directed. Coast Guard Auxiliary and

local or state agencies may be present to inform vessel

operators of the requirements of this section and other

applicable laws.

§165.1711 Security Zones; Waters of the

Seventeenth Coast Guard District

(1136) (a) Definitions. As used in this section–

(1137) Alaska Marine Highway System vessel (“AMHS

vessel”) means any vessel owned or operated by the

Alaska Marine Highway System, including, but not limited to: M/V AURORA, M/V CHENEGA, M/V COLUMBIA,

M/V FAIRWEATHER, M/V KENNICOTT, M/V LECONTE,

M/V LITUYA, M/V MALASPINA, M/V MATANUSKA, M/V

TAKU, and the M/V TUSTUMENA.

(1138) Designated on Scene Representative means any

U.S. Coast Guard commissioned, warrant or petty officer who has been authorized by the District Commander or local Captain of the Port (COTP), as defined

in 33 CFR part 3, subpart 3.85, to act on his or her behalf, or other Federal, State or local law enforcement

Officers designated by the COTP.

Navigation Regulations ■ Chapter 2 ■ 91
(1139) Escorted HCPV or AMHS vessel means a HCPV or

AMHS vessel that is accompanied by one or more Coast

Guard assets or Federal, State or local law enforcement

agency assets as listed below:

(1140) (1) Coast Guard surface or air asset displaying the

Coast Guard insignia.

(1141) (2) State, Federal or local law enforcement assets

displaying the applicable agency markings and or

equipment associated with the agency.

(1142) Federal Law Enforcement Officer means any Federal government law enforcement officer who has authority to enforce federal criminal laws.

(1143) High Capacity Passenger Vessel (“HCPV”) means a

passenger vessel greater than 100 feet in length that is

authorized to carry more than 500 passengers for hire.

(1144) State law enforcement Officer means any State or

local government law enforcement officer who has authority to enforce State or local criminal laws.

(1145) (b) Location. The following areas are security

zones: all waters within 100 yards around escorted

High Capacity Passenger Vessels or escorted Alaska Marine Highway System vessels in the navigable waters of

the Seventeenth Coast Guard District as defined in 33

CFR 3.85-1, from surface to bottom.

(1146) (c) Regulations. (1) No vessel may approach within

100 yards of an escorted HCPV or escorted AMHS vessel

during their transits within the navigable waters of the

Seventeenth Coast Guard District.

(1147) (2) Moored or anchored vessels that are overtaken

by this moving zone must remain stationary at their location until the escorted vessel maneuvers at least 100

yards away.

(1148) (3) The local Captain of the Port may notify the

maritime and general public by marine information

broadcast of the periods during which individual security zones have been activated by providing notice in

accordance with 33 CFR 165.7.

(1149) (4) Persons desiring to transit within 100 yards of a

moving, escorted HCPV or AMHS vessel in the Seventeenth Coast Guard District must contact the designated on scene representative on VHF channel 16

(156.800 MHz) or VHF channel 13 (156.650 MHz) to receive permission.

(1150) (5) If permission is granted to transit within 100

yards of an escorted HCPV or AMHS vessel, all persons

and vessels must comply with the instructions of the

designated on scene representative.

(1151) (6) All commercial fishing vessels as defined by 46

U.S.C. 2101(11a) while actively engaged in fishing are

exempted from the provisions of this section.

Subpart G–Protection of Naval Vessels

§165.2010 Purpose.

(1152) This subpart establishes the geographic parameters of naval vessel protection zones surrounding U.S.

naval vessels in the navigable waters of the United

States. This subpart also establishes when the U.S.

Navy will take enforcement action in accordance with

the statutory guideline of 14 U.S.C. 91. Nothing in the

rules and regulations contained in this subpart shall

relieve any vessel, including U.S. naval vessels, from

the observance of the Navigation Rules. The rules and

regulations contained in this subpart supplement, but

do not replace or supercede, any other regulation pertaining to the safety or security of U.S. naval vessels.

§165.2015 Definitions.

(1153) The following definitions apply to this subpart:

(1154) Atlantic Area means that area described in 33 CFR

3.04–1 Atlantic Area.

(1155) Large U.S. naval vessel means any U.S. naval vessel

greater than 100 feet in length overall.

(1156) Naval defensive sea area means those areas described in 32 CFR part 761.

(1157) Naval vessel protection zone is a 500-yard regulated area of water surrounding large U.S. naval vessels

that is necessary to provide for the safety or security of

these U.S. naval vessels.

(1158) Navigable waters of the United States means those

waters defined as such in 33 CFR part 2.

(1159) Navigation rules means the Navigation Rules, International-Inland.

(1160) Official patrol means those personnel designated

and supervised by a senior naval officer present in command and tasked to monitor a naval vessel protection

zone, permit entry into the zone, give legally enforceable orders to persons or vessels within the zone, and

take other actions authorized by the U.S. Navy.

(1161) Pacific Area means that area described in 33 CFR

3.04–3 Pacific Area.

(1162) Restricted area means those areas established by

the Army Corps of Engineers and set out in 33 CFR part

334.

(1163) Senior naval officer present in command is, unless

otherwise designated by competent authority, the senior line officer of the U.S. Navy on active duty, eligible

for command at sea, who is present and in command of

any part of the Department of Navy in the area.

(1164) U.S. naval vessel means any vessel owned, operated, chartered, or leased by the U.S. Navy; any

pre-commissioned vessel under construction for the

U.S. Navy, once launched into the water; and any vessel

under the operational control of the U.S. Navy or a

Combatant Command.

92 ■ Chapter 2 ■ Volume 9
(1165) Vessel means every description of watercraft or

other artificial contrivance used, or capable of being

used, as a means of transportation on water, except U.S.

Coast Guard or U.S. naval vessels.

§165.2020 Enforcement authority.

(1166) (a) Coast Guard. Any Coast Guard commissioned,

warrant or petty officer may enforce the rules and regulations contained in this subpart.

(1167) (b) Senior naval officer present in command. In

the navigable waters of the United States, when immediate action is required and representatives of the Coast

Guard are not present or not present in sufficient force

to exercise effective control in the vicinity of large U.S.

naval vessels, the senior naval officer present in command is responsible for the enforcement of the rules

and regulations contained in this subpart to ensure the

safety and security of all large naval vessels present. In

meeting this responsibility, the senior naval officer

present in command may directly assist any Coast

Guard enforcement personnel who are present.

§165.2030 Pacific Area.

(1168) (a) This section applies to any vessel or person in

the navigable waters of the United States within the

boundaries of the U.S. Coast Guard Pacific Area, which

includes the Eleventh, Thirteenth, Fourteenth, and

Seventeenth U.S. Coast Guard Districts.

(1169) Note to paragraph (a): The boundaries of the U.S.

Coast Guard Pacific Area and the Eleventh, Thirteenth,

Fourteenth, and Seventeenth U.S. Coast Guard Districts are set out in 33 CFR part 3.

(1170) (b) A naval vessel protection zone exists around

U.S. naval vessels greater than 100 feet in length overall at all times in the navigable waters of the United

States, whether the large U.S. naval vessel is underway,

anchored, moored, or within a floating dry dock, except

when the large naval vessel is moored or anchored

within a restricted area or within a naval defensive sea

area.

(1171) (c) The Navigation Rules shall apply at all times

within a naval vessel protection zone.

(1172) (d) When within a naval vessel protection zone, all

vessels shall operate at the minimum speed necessary

to maintain a safe course, unless required to maintain

speed by the Navigation Rules, and shall proceed as directed by the Coast Guard, the senior naval officer present in command, or the official patrol. When within a

naval vessel protection zone, no vessel or person is allowed within 100 yards of a large U.S. naval vessel unless authorized by the Coast Guard, the senior naval

officer present in command, or official patrol.

(1173) (e) To request authorization to operate within 100

yards of a large U.S. naval vessel, contact the Coast

Guard, the senior naval officer present in command, or

the official patrol on VHF-FM channel 16.

(1174) (f) When conditions permit, the Coast Guard, senior naval officer present in command, or the official

patrol should:

(1175) (1) Give advance notice on VHF-FM channel 16 of

all large U.S. naval vessel movements;

(1176) (2) Permit vessels constrained by their navigational draft or restricted in their ability to maneuver to

pass within 100 yards of a large U.S. naval vessel in order to ensure a safe passage in accordance with the

Navigation Rules; and

(1177) (3) Permit commercial vessels anchored in a designated anchorage area to remain at anchor when within

100 yards of passing large U.S. naval vessels; and

(1178) (4) Permit vessels that must transit via a navigable

channel or waterway to pass within 100 yards of a

moored or anchored large U.S. naval vessel with minimal delay consistent with security.

(1179) Note to paragraph (f): The listed actions are discretionary and do not create any additional right to appeal

or otherwise dispute a decision of the Coast Guard, the

senior naval officer present in command, or the official

patrol.

Part 166–Shipping Safety Fairways

Subpart A–General

§166.100 Purpose.

(1180) The purpose of these regulations is to establish and

designate shipping safety fairways and fairway anchorages to provide unobstructed approaches for vessels using U.S. ports.

§166.103 Geographic Coordinates.

(1181) Geographic coordinates expressed in terms of latitude or longitude, or both, are not intended for plotting

on maps or charts whose referenced horizontal datum

is the North American Datum of 1983 (NAD 83), unless

such geographic coordinates are expressly labeled NAD

83. Geographic coordinates without the NAD 83 reference may be plotted on maps or charts referenced to

NAD 83 only after application of the appropriate corrections that are published on the particular map or chart

being used.

§166.105 Definitions.

(1182) (a) Shippings safety fairway or fairway means a

lane or corridor in which no artificial island or fixed

structure, whether temporary or permanent, will be

permitted. Temporary underwater obstacles may be

Navigation Regulations ■ Chapter 2 ■ 93
permitted under certain conditions described for specific areas in Subpart B. Aids to navigation approved by

the U.S. Coast Guard may be established in a fairway.

(1183) (b) Fairway anchorage means an anchorage area

contiguous to and associated with a fairway, in which

fixed structures may be permitted within certain spacing limitations, as described for specific areas in

Subpart B.

§166.110 Modification of areas.

(1184) Fairways and fairway anchorages are subject to

modification in accordance with 33 U.S.C. 1223(c); 92

Stat. 1473.

§166.400 Areas along the coast of Alaska.

(1185) (a) Purpose. Fairways, as described in this section,

are established to control the erection of structures

therein to provide safe vessel routes along the coast of

Alaska.

(1186) (b) Designated Areas. (1) Prince William Sound

Safety Fairway. (i) Hinchinbrook Entrance Safety

Fairway. The area enclosed by rhumb lines joining

points at:

(1187) 59°59'00"N., 145°27'24"W.

(1188) 60°13'18"N., 146°38'06"W.

(1189) 60°11'24"N., 146°47'00"W.

(1190) 59°55'00"N., 145°42'00"W.

(1191) (ii) Gulf to Hinchinbrook Safety Fairway (recommended for inbound vessel traffic). The area enclosed

by rhumb lines joining points at:

(1192) 59°15'42"N., 144°02'07"W.

(1193) 59°59'00"N., 145°27'24"W.

(1194) 59°58'00"N., 145°32'12"W.

(1195) 59°14'18"N., 144°04'53"W.

(1196) (iii) Hinchinbrook to Gulf Safety Fairway (recommended for outbound vessel traffic). The area enclosed

by rhumb lines joining points at:

(1197) 59°15'41"N., 144°23'35"W.

(1198) 59°56'00"N., 145°37'39"W.

(1199) 59°55'00"N., 145°42'00"W.

(1200) 59°14'19"N., 144°26'25"W.

(1201) (2) Unimak Pass Safety Fairway. (i) East/West

Safety Fairway. The area enclosed by rhumb lines joining points at:

(1202) 54°25'58"N., 165°42'24"W.

(1203) 54°22'50"N., 165°06'54"W.

(1204) 54°22'10"N., 164°59'29"W.

(1205) 54°07'58"N., 162°19'25"W.

(1206) 54°04'02"N., 162°20'35"W.

(1207) 54°22'02"N., 165°43'36"W.

(1208) (ii) North/South Safety Fairway. The area enclosed

by rhumb lines joining points at:

(1209) 54°42'28"N., 165°16'19"W.

(1210) 54°43'32"N., 165°09'41"W;

(1211) 54°22'50"N., 165°06'54"W.

(1212) 54°22'10"N., 164°59'29"W.

Part 167–Offshore Traffic Separation Schemes

§167.1700 In Prince William Sound: General

(1213) The Prince William Sound Traffic Separation

Scheme consists of four parts: Prince William Sound

Traffic Separation Scheme, Valdez Arm Traffic Separation Scheme, and two precautionary areas. These parts

are described in §§167.1701 through 167.1703. The

geographic coordinates in §§167.1701 through

167.1703 are defined using North American Datum

1983 (NAD 83).

§167.1701 In Prince William Sound: Precautionary

areas.

(1214) (a) Cape Hinchinbrook. A precautionary area is established and is bounded by a line connecting the following geographical positions:

(1215) 60°20.59'N., 146°48.18'W.

(1216) 60°12.67'N., 146°40.43'W.

(1217) 60°11.01'N., 146°28.65'W.

(1218) 60°05.47'N., 146°00.01'W.

(1219) 60°00.81'N., 146°03.53'W.

(1220) 60°05.44'N., 146°27.58'W.

(1221) 59°51.80'N., 146°37.51'W.

(1222) 59°53.52'N., 146°46.84'W.

(1223) 60°07.76'N., 146°36.24'W.

(1224) 60°11.51'N., 146°46.64'W.

(1225) 60°20.60'N., 146°54.31'W.

(1226) (b) Bligh Reef. A precautionary area is established

of radius 1.5 miles centered at geographical position

60°49.63'N., 147°01.33'W.

(1227) (c) Pilot boarding area. A pilot boarding area located near the center of the Bligh Reef precautionary

area is established. Regulations for vessels operating in

these areas are in §165.1109(d) of this chapter.

§167.1702 In Prince William Sound: Prince William

Sound Traffic Separation Scheme.

(1228) The Prince William Sound Traffic Separation

Scheme consists of the following:

(1229) (a) A separation zone bounded by a line connecting

the following geographic positions:

(1230) 60°20.77'N., 146°52.31'W.

(1231) 60°48.12'N., 147°01.78'W.

(1232) 60°48.29'N., 146°59.77'W.

(1233) 60°20.93'N., 146°50.32'W.

(1234) (b) A traffic lane for northbound traffic between the

separation zone and a line connecting the following

geographical positions:

(1235) 60°20.59'N., 146°48.18'W.

94 ■ Chapter 2 ■ Volume 9
(1236) 60°49.49'N., 146°58.19'W.

(1237) (c) A traffic lane for southbound traffic between the

separation zone and a line connecting the following

geographical positions:

(1238) 60°49.10'N., 147°04.19'W.

(1239) 60°20.60'N., 146°54.31'W.

§167.1703 In Prince William Sound: Valdez Arm

Traffic Separation Scheme.

(1240) The Valdez Arm Traffic Separation Scheme consists

of the following:

(1241) (a) A separation zone bounded by a line connecting

the following geographical positions:

(1242) 60°51.08'N., 147°00.33'W.

(1243) 60°58.60'N., 146°48.10'W.

(1244) 60°58.30'N., 146°47.10'W.

(1245) 60°50.45'N., 146°58.75'W.

(1246) (b) A traffic lane for northbound traffic between the

separation zone and a line connecting the following

geographical positions:

(1247) 60°49.39'N., 146°58.19'W.

(1248) 60°58.04'N., 146°46.52'W.

(1249) (c) A traffic lane for southbound traffic between the

separation zone and a line connecting the following

geographical positions:

(1250) 60°58.93'N., 146°48.86'W.

(1251) 60°50.61'N., 147°03.60'W.

Part 168–Escort Requirements for Certain

Tankers.

§168.01 Purpose.

(1252) (a) This part prescribes regulations in accordance

with section 4116(c) of the Oil Pollution Act of 1990

(OPA 90) (Pub. L. 101-380). The regulations will reduce

the risk of oil spills from laden, single hull tankers over

5,000 GT by requiring that these tankers be escorted by

at least two suitable escort vessels. The escort vessels

will be immediately available to influence the tankers’

speed and course in the event of a steering or propulsion equipment failure, thereby reducing the possibility of groundings or collisions.

(1253) (b) The regulations in this part establish minimum

escort vessel requirements. Nothing in these regulations should be construed as relieving the master of a

tanker from the duty to operate the vessel in a safe and

prudent manner, taking into account the navigational

constraints of the waterways to be traversed, other vessel traffic, and anticipated weather, tide, and sea conditions, which may require reduced speeds, greater

assistance from escort vessels, or other operational

precautions.

§168.05 Definitions.

(1254) As used in this part–

(1255) Disabled tanker means a tanker experiencing a loss

of propulsion or steering control.

(1256) Escort transit means that portion of the tanker’s

voyage through waters where escort vessels are required.

(1257) Escort vessel means any vessel that is assigned and

dedicated to a tanker during the escort transit, and that

is fendered and outfitted with towing gear as appropriate for its role in an emergency response to a disabled

tanker.

(1258) Laden means transporting in bulk any quantity of

applicable cargo, except for clingage and residue in

otherwise empty cargo tanks.

(1259) Single hull tanker means any self-propelled tank

vessel that is not constructed with both double bottom

and double sides in accordance with the provision of 33

CFR 157.10d.

(1260) Tanker master means the licensed onboard person

in charge of the tanker.

(1261) Tanker owner or operator means the owner or

shoreside organization (individual, corporation, partnership, or association), including a demise charterer,

responsible for the overall management and operation

of the tanker.

§168.10 Responsibilities.

(1262) (a) The tanker owner or operator shall:

(1263) (1) select escort vessels that can meet the performance requirements of this part; and

(1264) (2) inform the tanker master of the performance

capabilities of the selected escort vessels. This information must be provided to the master before beginning

the escort transit.

(1265) (b) The tanker master shall operate the tanker

within the performance capabilities of the escort vessels, taking into account speed, sea and weather conditions, navigational considerations, and other factors

that may change or arise during the escort transit.

(1266) (c) In an emergency, the tanker master may deviate

from the requirements of this part to the extent necessary to avoid endangering persons, property, or the environment, but shall immediately report the deviation to

the cognizant Coast Guard Captain of the Port (COTP).

§168.20 Applicable vessels.

(1267) The requirements of this part apply to laden, single

hull tankers of 5,000 gross tons or more.

§168.30 Applicable cargoes.

(1268) The requirements of this part apply to any petroleum oil listed in 46 CFR Table 30.25-1 as a pollution

category I cargo.

Navigation Regulations ■ Chapter 2 ■ 95
§168.40 Applicable waters and number of escort

vessels.

(1269) The requirements of this part apply to the following waters:

(1270) (a) Prince William Sound: Each tanker to which

this part applies must be escorted by at least two escort

vessels in those navigable waters of the United States

within Prince William Sound, Alaska, and the adjoining tributaries, bays, harbors, and ports, including the

navigable waters of the United States within a line

drawn from Cape Hinchinbrook Light, to Seal Rocks

Light, to a point on Montague Island at 60°14.6'N.,

146°59'W., and the waters of Montague Strait east of a

line between Cape Puget and Cape Cleare.

(1271) (b) Puget Sound and certain associated waters:

Each tanker to which this part applies must be escorted

by at least two escort vessels in those navigable waters

of the United States and Washington State east of a line

connecting New Dungeness Light with Discovery Island Light and all points in the Puget Sound area north

and south of these lights. This area includes all the navigable waters of the United States within Haro Strait,

Rosario Strait, the Strait of Georgia, Puget Sound, and

Hood Canal, as well as those portions of the Strait of

Juan de Fuca east of the New Dungeness-Discovery Island line.

§168.50 Performance and operational

requirements.

(1272) (a) Except as provided in paragraph (c) of §168.10,

at all times during the escort transit each tanker to

which this part applies:

(1273) (1) Must be accompanied by escort vessels that

meet the performance requirements of paragraph (b) of

this section (but not less than the number of escorts required by §168.40).

(1274) (2) Must have the escort vessels positioned relative

to the tanker such that timely response to a propulsion

or steering failure can be effected.

(1275) (3) Must not exceed a speed beyond which the escort vessels can reasonably be expected to safely bring

the tanker under control within the navigational limits

of the waterway, taking into consideration ambient sea

and weather conditions, surrounding vessel traffic,

hazards, and other factors that may reduce the available sea room.

(1276) (b) The escort vessels, acting singly or jointly in

any combination as needed, and considering their applied force vectors on the tanker’s hull, must be capable

of–

(1277) (1) Towing the tanker at 4 knots in calm conditions, and holding it in steady position against a

45-knot headwind.

(1278) (2) [Reserved]

(1279) (3) Holding the tanker on a steady course against a

35-degree locked rudder at a speed of 6 knots; and

(1280) (4) Turning the tanker 90 degrees, assuming a

free-swinging rudder and a speed of 6 knots, within the

same distance (advance and transfer) that it could turn

itself with a hard-over rudder.

§168.60 Pre-escort conference.

(1281) (a) Before commencing an escort transit, the

tanker master shall confer, by radio or in person, with

the tanker pilot and the masters of the escort vessels regarding the escort operation.

(1282) (b) The purpose of the pre-escort conference is for

all parties to plan and discuss particulars of the escort

transit.

(1283) (c) At a minimum, the following topics must be addressed during the pre-escort conference:

(1284) (1) The destination, route, planned speed, other

vessel traffic, anticipated weather, tide, and sea conditions, and other navigational considerations;

(1285) (2) The type and operational status of communication, towing, steering, and propulsion equipment on

the tanker and escort vessels;

(1286) (3) The relative positioning and reaction time for

the escort vessels to move into assist positions, including, if appropriate, pre-tethering the escort vessels at

crucial points along the route;

(1287) (4) The preparations required on the tanker and escort vessels, and the methods employed in making an

emergency towline connection, including stationing of

deck crews, preparation of messenger lines, bridles,

and other towing gear, and energizing appropriate deck

equipment;

(1288) (5) The manner in which an emergency towline

connection would be made (which escort vessel will respond, how messengers and towlines will be passed,

etc.);

(1289) (6) Other relevant information provided by the

tanker master, pilot or escort vessel masters.

Part 169–Ship Reporting Systems

Subpart A–General

§169.1 What is the purpose of this part?

(1290) This subpart prescribes the requirements for mandatory ship reporting systems. Ship reporting systems

are used to provide, gather, or exchange information

through radio reports. The information is used to provide data for many purposes including, but not limited

to: navigation safety, maritime security and domain

awareness, environmental protection, vessel traffic

96 ■ Chapter 2 ■ Volume 9
services, search and rescue, weather forecasting and

prevention of marine pollution.

§169.5 How are terms used in this part defined?

(1291) As used in this part–

(1292) Administration means the Government of the

State whose flag the ship is entitled to fly.

(1293) Cargo ship means any ship which is not a passenger ship.

(1294) Flag Administration means the Government of a

State whose flag the ship is entitled to fly.

(1295) Gross tonnage means tonnage as defined under the

International Convention on Tonnage Measurement of

Ships, 1969 (Incorporated by reference, see §169.15).

(1296) Gross tons means vessel tonnage measured in accordance with the method utilized by the flag state administration of that vessel.

(1297) High speed craft means a craft that is operable on

or above the water and is capable of a maximum speed

equal to or exceeding V=3.7xdispl1667, where “V” is the

maximum speed and “displ” is the vessel displacement

corresponding to the design waterline in cubic meters.

(1298) High speed passenger craft means a high speed

craft carrying more than 12 passengers.

(1299) International voyage means a voyage from a country to which the present International Convention for

the Safety of Life at Sea (SOLAS), 1974 applies to a port

outside such country, or conversely. For U.S. ships,

such voyages will be considered to originate at a port in

the United States, regardless of when the voyage actually began. Such voyages for U.S. ships will continue

until the ship returns to the United States from its last

foreign port.

(1300) Long range identification and tracking (LRIT) information or position report means report containing

the following information:

(1301) (1) The identity of the ship;

(1302) (2) The position of the ship (latitude and longitude); and

(1303) (3) The date and time of the position provided.

(1304) LRIT Data Center means a center established by a

SOLAS Contracting Government or a group of Contracting Governments, or in the case of International

Data Center, by IMO, to request, receive, process, and

archive LRIT information. An LRIT Data Center may be

National, Regional, Co-operative or International.

(1305) Mandatory ship reporting system means a ship reporting system that requires the participation of specified vessels or classes of vessels, and that is established

by a government or governments after adoption of a

proposed system by the International Maritime Organization (IMO) as complying with all requirements of

regulation V/8-1 of the International Convention for

the Safety of Life at Sea, 1974, as amended (SOLAS), except paragraph (e) thereof.

(1306) Mobile offshore drilling unit means a self-propelled

vessel capable of engaging in drilling operations for the

exploration or exploitation of subsea resources.

(1307) Passenger ship means a ship that carries more than

12 passengers.

(1308) Self-propelled ships means ships propelled by mechanical means.

(1309) Shore-based authority means the government appointed office or offices that will receive the reports

made by ships entering each of the mandatary ship reporting systems. The office or offices will be responsible for the management and coordination of the

system, interaction with participating ships, and the

safe and effective operation of the system. Such an authority may or may not be an authority in charge of a

vessel traffic service.

(1310) United States means the States of the United

States, the District of Columbia, Guam, Puerto Rico,

the Virgin Islands, American Samoa, the Northern

Mariana Islands, and any other territory or possession

of the United States.

§169.10 What geographic coordinates are used?

(1311) Geographic coordinates expressed in terms of latitude or longitude, or both, are not intended for plotting

on maps or charts where the referenced horizontal datum is the North American Datum of 1983 (NAD 83),

unless such geographic coordinates are expressly labeled NAD 83. Geographic coordinates without the

NAD 83 reference may be plotted on maps or charts referenced to NAD 83 only after application of the appropriate corrections that are published on the particular

map or chart being used.

§169.15 Incorporation by reference: Where can I

get a copy of the publications mentioned in this

part?

(1312) (a) Certain material is incorporated by reference

into this part with the approval of the Director of the

Federal Register under 5 U.S.C. 552(a) and 1 CFR part

51. To enforce any edition other than that specified in

this section, the Coast Guard must publish notice of

change in the Federal Register and the material must

be available to the public. All approved material is available for inspection at the National Archives and Records Administration (NARA). For information on the

availability of this material at NARA, call 202-741-6030

or go to http://www.archives.gov/federal_register/code

_of_federal_regulations/ibr_locations.html. Also, it is

available for inspection at the Coast Guard, Office of

Navigation Systems (CG-54132), 2100 Second Street,

Navigation Regulations ■ Chapter 2 ■ 97
SW., Washington, DC 20593-0001, and is available from

the sources indicated in this section.

(1313) (b) International Electrotechnical Commission

(IEC) Bureau Central de la Commission Electrotechnique Internationale, 3 rue de Varembé, P.O. Box 131,

1211 Geneva 20, Switzerland.

(1314) (1) IEC 60945, Fourth edition 2002-08, Maritime

navigation and radiocommunication equipment and

systems–General requirements–Methods of testing

and required test results, incorporation by reference

approved for §169.215.

(1315) (2) [Reserved]

(1316) (c) International Maritime Organization (IMO), 4

Albert Embankment, London SE1 7SR, U.K.

(1317) (1) IMO Resolution MSC.202(81), adopted on May

19, 2006, Adoption of Amendments to the International

Convention for the Safety of Life at Sea, 1974, as

Amended, incorporation by reference approved for

§160.240.

(1318) (2) IMO Resolution MSC. 210(81), adopted on May

19, 2006, Performance Standards and Functional Requirements for the Long-Range Identification and

Tracking of Ships, incorporation by reference approved

for §§169.215 and 169.240.

(1319) (3) IMO Resolution MSC.254(83), adopted on October 12, 2007, Adoption of Amendments to the Performance Standards and Functional Requirements for the

Long-Range Identification and Tracking of Ships, incorporation by reference approved for §§169.215 and

169.240.

(1320) (4) IMO Resolution A.694(17), adopted on November 6, 1991, General Requirements for Shipborne Radio Equipment Forming Part of the Global Maritime

Distress and Safety System (GMDSS) and for Electronic Navigational Aids, incorporation by reference

approved for §165.215.

(1321) (5) International Convention on Tonnage Measurement of Ships, 1969, incorporation by reference approved for §169.5.

Subpart C–Transmission of Long Range

Identification and Tracking Information

§169.200 What is the purpose of this subpart?

(1322) This subpart implements Regulation 19-1 of

SOLAS Chapter V (SOLAS V/19-1) and requires certain

ships engaged on an international voyage to transmit

vessel identification and position information electronically. This requirement enables the Coast Guard to obtain long range identification and tracking (LRIT)

information and thus heightens our overall maritime

domain awareness, enhances our search and rescue

operations, and increases our ability to detect anomalies and deter transportation security incidents.

§169.205 What types of ships are required to

transmit LRIT information (position reports)?

(1323) The following ships, while engaged on an international voyage, are required to transmit position

reports:

(1324) (a) A passenger ship, including high speed passenger craft.

(1325) (b) A cargo ship, including high speed craft, of 300

gross tonnage or more.

(1326) (c) A mobile offshore drilling unit while underway

and not engaged in drilling operations.

§169.210 Where during its international voyage

must a ship transmit position reports?

(1327) The requirements for the transmission of position

reports, imposed by the United States, vary depending

on the relationship of the United States to a ship identified in §169.205.

(1328) (a) Flag State relationship. A U.S. flag ship engaged

on an international voyage must transmit position reports wherever they are located.

(1329) (b) Port State relationship. A foreign flag ship engaged on an international voyage must transmit position reports after the ship has announced its intention

to enter a U.S. port or place under requirements in 33

CFR part 160, subpart C.

(1330) (c) Coastal State relationship. A foreign flag ship

engaged on an international voyage must transmit position reports when the ship is within 1,000 nautical

miles of the baseline of the United States, unless their

Flag Administration, under authority of SOLAS

V/19-1.9.1, has directed them not to do so.

§169.215 How must a ship transmit position

reports?

(1331) A ship must transmit position reports using Long

Range Identification and Tracking (LRIT) equipment

that has been type-approved by their Administration.

To be type-approved by the Coast Guard, LRIT equipment must meet the requirements of IMO Resolutions

A.694(17), MSC.210(81), and MSC.254(83), and IEC

standard IEC 60945 (Incorporated by reference, see

§169.15).

§169.220 When must a ship be fitted with LRIT

equipment?

(1332) A ship identified in §169.205 must be equipped

with LRIT equipment–

(1333) (a) Before getting underway, if the ship is constructed on or after December 31, 2008.

98 ■ Chapter 2 ■ Volume 9
(1334) (b) By the first survey of the radio installation after

December 31, 2008, if the ship is–

(1335) (1) Constructed before December 31, 2008, and

(1336) (2) Operates within–

(1337) (i) One hundred (100) nautical miles of the United

States baseline, or

(1338) (ii) Range of an Inmarsat geostationary satellite, or

other Application Service Provider recognized by the

Administration, with continuous alerting is available.

(1339) (c) By the first survey of the radio installation after

July 1, 2009, if the ship is–

(1340) (1) Constructed before December 31, 2008, and

(1341) (2) Operates within the area or range specified in

paragraph (b)(2) of this section as well as outside the

range of an Inmarsat geostationary satellite with which

continuous alerting is available. While operating in the

area or range specified in paragraph (b)(2) of this section, however, a ship must install LRIT equipment by

the first survey of the radio installation after December

31, 2008.

§169.225 Which Application Service Providers

may a ship use?

(1342) A ship may use an application Service Provider

(ASP) recognized by its administration. Some Communication Service Providers may also serve as an ASP.

§169.230 How often must a ship transmit position

reports?

(1343) A ship's LRIT equipment must transmit position

reports at 6-hour intervals unless a more frequent interval is requested remotely by an LRIT Data Center.

§169.235 What exemptions are there from

reporting?

(1344) A ship is exempt from this subpart if it is–

(1345) (a) Fitted with an operating automatic identification system (AIS), under 33 CFR 164.46, and operates

only within 20 nautical miles of the United States

baseline,

(1346) (b) A warship, naval auxiliaries or other ship owned

or operated by a SOLAS Contracting Government and

used only on Government non-commercial service, or

(1347) (c) A ship solely navigating the Great Lakes of

North America and their connecting and tributary waters as far east as the lower exit of the St. Lambert Lock

at Montreal in the Province of Quebec, Canada.

§169.240 When may LRIT equipment be switched

off?

(1348) A ship engaged on an international voyage may

switch off its LRIT equipment only when it is permitted

by its Flag Administration, in circumstances detailed in

SOLAS V/19-1.7, or in paragraph 4.4.1, of resolution

MSC.210(81), as amended by resolution MSC.254(83)

(Incorporated by reference, see §169.15).

§169.245 What must a ship master do if LRIT

equipment is switched off or fails to operate?

(1349) (a) If a ship's LRIT equipment is switched off or

fails to operate, the ship's master must inform his or

her Flag Administration without undue delay.

(1350) (b) The master must also make an entry in the

ship's logbook that states–

(1351) (1) His or her reason for switching the LRIT equipment off, or an entry that the equipment has failed to

operate, and

(1352) (2) The period during which the LRIT equipment

was switched off or non-operational.

(1353) Note to §169.245: for U.S. vessels, the U.S. Coast

Guard serves as the Flag Administration for purposes of

this section. All LRIT notifications for the U.S. Flag administration, in addition to requests or questions

about LRIT, should be communicated to the U.S. Coast

Guard by e-mail addressed to LRIT@uscg.mil.

Part 334–Danger Zones and Restricted Area

Regulations

§334.1 Purpose.

(1354) The purpose of this part is to:

(1355) (a) Prescribe procedures for establishing, amending and disestablishing danger zones and restricted

area;

(1356) (b) List the specific danger zones and restricted areas and their boundaries; and

(1357) (c) Prescribe specific requirements, access limitations and controlled activities within the danger zones

and restricted areas.

§334.2 Definitions

(1358) (a) Danger zone. A defined water area (or areas)

used for target practice, bombing, rocket firing or

other especially hazardous operations, normally for the

armed forces. The danger zones may be closed to the

public on a full-time or intermittent basis, as stated in

the regulations.

(1359) (b) Restricted area. A defined water area for the

purpose of prohibiting or limiting public access to the

area. Restricted areas generally provide security for

Government property and/or protection to the public

from the risks of damage or injury arising from the

Government’s use of that area.

§334.3 Special policies.

(1360) (a) General. The general regulatory policies stated

in 33 CFR part 320 will be followed as appropriate. In

Navigation Regulations ■ Chapter 2 ■ 99
addition, danger zone and restricted area regulations

shall provide for public access to the area to the maximum extent practicable.

(1361) (b) Food fishing industry. The authority to prescribe danger zone and restricted area regulations

must be exercised so as not to unreasonably interfere

with or restrict the food fishing industry. Whenever the

proposed establishment of a danger zone or restricted

area may affect fishing operations, the District Engineer will consult with the Regional Director, U.S. Fish

and Wildlife Service, Department of the Interior and

the Regional Director, National Marine Fisheries Service, National Oceanic & Atmospheric Administration

(NOAA),

(1362) (c) Temporary, occasional or intermittent use. If

the use of the water area is desired for a short period of

time, not exceed thirty days in duration, and that

planned operations can be conducted safely without

imposing unreasonable restrictions on navigation, and

without promulgating restricted area regulations in

accordance with the regulations in this section, applicants may be informed that formal regulations are not

required. Activities of this type shall not reoccur more

often than biennially (every other year), unless danger

zone/restricted area rules are promulgated under this

Part. Proper notices for mariners requesting that vessels avoid the area will be issued by the Agency requesting such use of the water area, or if appropriate, by the

District Engineer, to all known interested persons.

Copies will also be sent to appropriate State agencies,

the Commandant, U.S. Coast Guard, Washington, DC

20590, and Director, Defense Mapping Agency, Hydrographic Center, Washington, DC 20390, ATTN: Code NS

12. Notification to all parties and Agencies shall be

made at least two weeks prior to the planned event, or

earlier, if required for distribution of Local Notice to

Mariners by the Coast Guard.

§334.4 Establishment and amendment procedures.

(1363) (a) Application. Any request for the establishment,

amendment or revocation of a danger zone or restricted area must contain sufficient information for

the District Engineer to issue a public notice, and as a

minimum must contain the following:

(1364) (1) Name, address and telephone number of requestor including the identity of the command and

DoD facility and the identity of a point of contact with

phone number.

(1365) (2) Name of waterway and if a small tributary, the

name of a larger connecting waterbody.

(1366) (3) Name of closest city or town, county/parish and

state.

(1367) (4) Location of proposed or existing danger zone or

restricted area with a map showing the location, if possible.

(1368) (5) A brief statement of the need for the area, its intended use and detailed description of the times, dates

and extent of restriction.

(1369) (b) Public notice. (1) The Corps will normally publish public notices and Federal Register documents

concurrently. Upon receipt of a request for the establishment, amendment or revocation of a danger zone

or restricted area, the District Engineer should forward

a copy of the request with his/her recommendation, a

copy of the draft public notice and a draft Federal Register document to the Office of the Chief of Engineers,

ATTN: CECW-OR. The Chief of Engineers will publish

the proposal in the Federal Register concurrent with

the public notice issued by the District Engineer.

(1370) (2) Content. The public notice and Federal Register documents must include sufficient information to

give a clear understanding of the proposed action and

should include the following items of information:

(1371) (i) Applicable statutory authority or authorities;

(40 Stat. 266; 33 U.S.C. 1) and (40 Stat. 892; 33 U.S.C. 3)

(1372) (ii) A reasonable comment period. The public notice should fix a limiting date within which comments

will be received, normally a period not less than 30 days

after publication of the notice.

(1373) (iii) The address of the District Engineer as the recipient of any comments received.

(1374) (iv) The identity of the applicant/proponent;

(1375) (v) The name or title, address and telephone number of the Corps employee from whom additional information concerning the proposal may be obtained;

(1376) (vi) The location of the proposed activity accompanied by a map of sufficient detail to show the boundaries of the area(s) and its relationship to the

surrounding area.

(1377) (3) Distribution. Public notice will be distributed

in accordance with 33 CFR 325.3(d)(1). In addition to

this general distribution, public notices will be sent to

the following Agencies:

(1378) (i) The Federal Aviation Administration (FAA)

where the use of airspace is involved.

(1379) (ii) The Commander, Service Force, U.S. Atlantic

Fleet, if a proposed action involves a danger zone off the

U.S. Atlantic coast.

(1380) (iii) Proposed danger zones on the U.S. Pacific

coast must be coordinated with the applicable commands as follows:

(1381) Alaska, Oregon and Washington:

(1382) Commander, Naval Base, Seattle

(1383) California:

(1384) Commander, Naval Base, San Diego

(1385) Hawaii and Trust Territories:

100 ■ Chapter 2 ■ Volume 9
(1386) Commander, Naval Base, Pearl Harbor

(1387) (c) Public hearing. The District Engineer may conduct a public hearing in accordance with 33 CFR part

327.

(1388) (d) Environmental documentation. The District

Engineer shall prepare environmental documentation

in accordance with Appendix B to 33 CFR part 325.

(1389) (e) District Engineer’s recommendation. After closure of the comment period, and upon completion of

the District Engineer’s review he/she shall forward the

case through channels to the Office of the Chief of Engineers, ATTN: CECW-OR with a recommendation of

whether or not the danger zone or restricted area regulation should be promulgated. The District Engineer

shall include a copy of environmental documentation

prepared in accordance with Appendix B to 33 CFR part

325, the record of any public hearings, if held, a summary of any comments received and a response thereto,

and a draft of the regulation as it is to appear in the Federal Register.

(1390) (f) Final decision. The Chief of Engineers will notify the District Engineer of the final decision to either

approve or disapprove the regulations. The District Engineer will notify the applicant/proponent and publish

a public notice of the final decision. Concurrent with

issuance of the public notice the Office of the Chief of

Engineers will publish the final decision in the Federal

Register and either withdraw the proposed regulation

or issue the final regulation as appropriate. The final

rule shall become effective no sooner than 30 days after

publication in the Federal Register unless the Chief of

Engineers finds that sufficient cause exists and publishes that rationale with the regulations.

§334.5 Disestablishment of a danger zone.

(1391) (a) Upon receipt of a request from any agency for

the disestablishment of a danger zone, the District Engineer shall notify that agency of its responsibility for

returning the area to a condition suitable for use by the

public. The agency must either certify that it has not

used the area for a purpose that requires cleanup or

that it has removed all hazardous materials and munitions, before the Corps will disestablish the area. The

agency will remain responsible for the enforcement of

the danger zone regulations to prevent unauthorized

entry into the area until the area is deemed safe for use

by the public and the area is disestablished by the

Corps.

(1392) (b) Upon receipt of the certification required in

paragraph (a) of this section, the District shall forward

the request for disestablishment of the danger zone

through channels to CECW-OR, with its recommendations. Notice of proposed rulemaking and public procedures as outlined in §334.4 are not normally required

before publication of the final rule revoking a restricted

area or danger zone regulation. The disestablishment/revocation of the danger zone or restricted area

regulation removes a restriction on a waterway.

§334.6 Datum.

(1393) (a) Geographic coordinates expressed in terms of

latitude or longitude, or both, are not intended for plotting on maps or charts whose reference horizontal datum is the North American Datum of 1983 (NAD 83),

unless such geographic coordinates are expressly labeled NAD 83. Geographic coordinates without the

NAD 83 reference may be plotted on maps or charts referenced to NAD 83 only after application of the appropriate corrections that are published on the particular

map or chart being used.

(1394) (b) For further information on NAD 83 and National Service nautical charts please contact:

(1395) Director, Coast Survey (N/CG2)

(1396) National Ocean Service, NOAA

(1397) 1315 East-West Highway, Station 6147

(1398) Silver Spring, MD 20910-3282.

§334.1280 Bristol Bay, Alaska; air-to-air weapon

range, Alaskan Air Command, U.S. Air Force.

(1399) (a) The danger zone. An area in Bristol Bay beginning at latitude 58°24'N., longitude 159°10'W.; thence

to latitude 57°58'N., longitude 158°30'W.; thence to

latitude 57°07'N., longitude 160°20'W.; thence to latitude 58°02'N., longitude 161°40'W.; and thence to the

point of beginning.

(1400) (b) The regulations. (1) Intermittent firing will be

conducted over two to three day periods about 2 hours

a day between the hours of 10:00 a.m. and 4:00 p.m.

during the months of May through August.

(1401) (2) The fact that practice firing is to take place over

the designated area shall be advertised to the public 72

hours in advance through the usual media for the dissemination of such information. Notice to the U.S.

Coast Guard and NOTAM shall be issued at least 48

hours before firing is to be conducted on the range. Information as to the dates, time, and characteristics of

the firing shall be advertised in advance of each session

of firing.

(1402) (3) Prior to conducting each practice firing, the

danger zone shall be patrolled by aircraft to note the location of all vessels within the area. The practice firing

exercise shall be conducted in the portion of the danger

zone not occupied by surface craft.

(1403) (4) This section shall be enforced by the Commander, Alaskan Air Command, U.S. Air Force, Seattle,

Washington, or such agencies as he may designate.

Navigation Regulations ■ Chapter 2 ■ 101
§334.1290 In Bering Sea, Shemya Island Area,

Alaska; meteorological rocket launching facility,

Alaskan Air Command, U.S. Air Force.

(1404) (a) The danger zone. An arc of a circle with a

45-nautical-mile radius of the launch point centered at

latitude 52°43'30"N., longitude 174°06'05"E. extending

clockwise from 110° true bearing to 200° true bearing.

(1405) (b) The regulation. (1) Rockets will normally be

launched one each day Monday through Friday between 9 a.m. and 3 p.m. Rocket hardware will discharge

into the sea 22.5 to 37.5 nautical miles off the

launchsite. The instrument package with parachute

will impact about 11⁄2 hours later at an undetermined

area, depending on weather conditions.

(1406) (2) All mariners entering the area will do so at their

own risk and are cautioned to take evasive action as

necessary.

(1407) (3) The regulation in this section shall be enforced

by the Department of the Air Force, Headquarters 6th

Weather Wing (MAC), Andrews Air Force Base, Washington, D.C. 20331.

§334.1300 Blying Sound area, Gulf of Alaska,

Alaska; air-to-air gunnery practice area, Alaskan

Air Command, U.S. Air Force.

(1408) (a) The danger zone. A rhomboidal area beginning

at

(1409) 59°51'30"N., 148°42'00"W.; thence to

(1410) 59°22'30"N., 147°00'00"W.; thence to

(1411) 58°52'00"N., 148°03'00"W.; thence to

(1412) 59°20'00"N., 149°45'00"W., and thence to point of

beginning.

(1413) (b) The regulations. (1) 20-mm cannon will be fired

at towed targets in the air. One firing mission will be

conducted every 2 weeks during daylight hours only

and weather permitting.

(1414) (2) The fact that practice firing is to take place over

the designated area shall be advertised to the public 7

days in advance through the usual media for the dissemination of such information. Notice to the U.S.

Coast Guard and NOTAM shall be issued at least 48

hours before firing is to be conducted on the range. Information as to the dates, time, and characteristics of

the firing shall be advertised in advance of each session

of firing.

(1415) (3) Prior to conducting each practice firing, the

danger zone shall be patrolled by aircraft to note the location of all vessels within the area. The practice firing

exercise shall be conducted in the portion of the danger

zone not occupied by surface craft.

(1416) (4) The regulations in this section shall be enforced

by the Commander, Alaskan Air Command, U.S. Air

Force, Anchorage, Alaska, or such agencies as he may

designate.

§334.1320 Kuluk Bay, Adak, Alaska; naval

restricted area.

(1417) (a) The area. The northwest portion of Kuluk Bay

bounded as follows: Beginning on shore at

(1418) 51°55'00"N., 176°33'09"W.; thence due east to

(1419) 51°55'00"N., 176°33'09"W.; thence due south to

(1420) 51°51'55"N., 176°31'09"W.; thence due west to the

shore at

(1421) 51°51'00"N., 176°37'43"W.; thence along the

shoreline to the point of beginning.

(1422) (b) The regulations. (1) Except in great emergency,

no vessel shall anchor in the restricted area described

above.

(1423) (2) The dragging of anchors in or across the restricted area is prohibited and no object attached to a

vessel shall be placed on or near the bottom.

(1424) (3) Fishing and trawling activities in the restricted

area are prohibited.

(1425) (4) The regulation of this restricted area shall be

enforced by the Commander, Patrol Wing, U.S. Pacific

Fleet, Naval Air Station Moffett Field, California, and

such agencies and he/she may designate.

§334.1325 United States Army Restricted Area,

Kuluk Bay, Adak, Alaska.

(1426) (a) The area. The area within a radius 1,000 yards

around the Sea Base Radar mooring site in all directions from 51o53'05.4"N., 176o33'47.4"W. (NAD 83).

(1427) (b) The regulation. (1) No vessel, person, or other

craft shall enter or remain in the restricted area except

as may be authorized by the enforcing agency.

(1428) (2) A ring of eight lighted and marked navigation

buoys marking the perimeter of the mooring anchor

system will provide a visible distance reference at a radius of approximately 800 yards from 51o53'05.4"N.,

176o33'47.4"W. (NAD 83). Each buoy has a white light,

flashing at 3 second intervals with a 2 nautical mile

range. Vessels, persons or other craft must stay at least

200 yards outside the buoys.

(1429) (3) The regulation in this section shall be enforced

by personnel attached to the Missile Defense Agency

and/or by such other agencies as the Director,

MDA–AK, Fort Richardson, Alaska, may designate.

§334.1330 Bering Strait, Alaska; naval restricted

area off Cape Prince of Wales.

(1430) (a) The area. An area 2,000 feet wide extending

from a point on Cape Prince of Wales marked by a triangular cable marker located approximately midway between the village of Wales and Cape Prince of Wales

Light to a point four statute miles due west of the cable

marker with the axis of the area passing through the

two points.

102 ■ Chapter 2 ■ Volume 9
Navigation Regulations ■ Chapter 2 ■ 103

(1431) (b) The regulations. (1) No vessel shall anchor in

the restricted area described in paragraph (a) of this

section.

(1432) (2) Dragging of anchors in or across the restricted

area is prohibited and no object attached to a vessel

shall be placed on or near the bottom.

(1433) (3) The regulations in this section shall be enforced

by the Commander, Third Fleet, Pearl Harbor, Hawaii,

and such agencies as he may designate.

TITLE 50–WILDLIFE AND FISHERIES

Part 216–Regulations Governing the Taking

and Importing of Marine Mammals

Subpart G–Pribilof Islands Administration

§216.81 Visits to fur seal rookeries.

(1434) From June 1 to October 15 of each year, no person,

except those authorized by a representative of the National Marine Fisheries Service, or accompanied by an

authorized employee of the National Marine Fisheries

Service, shall approach any fur seal rookery or hauling

grounds nor pass beyond any posted sign forbidding

passage.

§216.82 Dogs prohibited.

(1435) In order to prevent molestation of fur seal herds,

the landing of any dogs at Pribilof Islands is prohibited.

§216.83 Importation of birds or mammals.

(1436) No mammals or birds, except household cats, canaries, and parakeets, shall be imported to the Pribilof

Islands without permission of an authorized representative of the National Marine Fisheries Service.

§216.84 [Reserved]

§216.85 Walrus and Otter Islands.

(1437) By Executive Order 1044, dated February 27, 1909,

Walrus and Otter Islands were set aside as bird reservations. All persons are prohibited to land on these islands except those authorized by the appropriate

representative of the National Marine Fisheries

Service.

§216.86 Local regulations.

(1438) Local regulations will be published from time to

time and will be brought to the attention of local residents and persons assigned to duty on the Islands by

posting in public places and brought to the attention of

tourists by personal notice.

§216.87 Wildlife research.

(1439) (a) Wildlife research, other than research on North

Pacific fur seals, including specimen collection, may be

permitted on the Pribilof Islands subject to the following conditions:

(1440) (1) Any person or agency, seeking to conduct such

research shall first obtain any Federal or State of Alaska

permit required for the type of research involved.

(1441) (2) Any person seeking to conduct such research

shall obtain prior approval of the Director, Pribilof Islands Program, National Marine Fisheries Service, National Oceanic and Atmospheric Administration, 1700

Westlake Avenue North, Seattle, Wash. 98109, by filing

with the Director an application which shall include:

(1442) (i) Copies of the required Federal and State of

Alaska permits; and

(1443) (ii) A resume of the intended research program.

(1444) (3) All approved research shall be subject to all regulations and administrative procedures in effect on the

Pribilof Islands, and such research shall not commence

until approval from the Director is received.

(1445) (4) Any approved research program shall be subject

to such terms and conditions as the Director, Pribilof

Islands Program deems appropriate.

(1446) (5) Permission to utilize the Pribilof Islands to conduct an approved research program may be revoked by

the Director, Pribilof Islands Program at any time for

noncompliance with any terms and conditions, or for

violations of any regulation or administrative procedure in effect on the Pribilof Islands.

Part 223–Threatened Marine and Anadromous

Species

Subpart B–Restrictions Applicable to

Threatened Marine and Anadromous

Species

§223.202 Steller sea lion.

(1447) (a) General prohibitions. The prohibitions of section 9 of the Act (16 U.S.C. 1538) and the following regulatory provisions shall apply to the eastern population

of Steller sea lions:

(1448) (1) No discharge of firearms. Except as provided in

paragraph (b) of this section, no person subject to the

jurisdiction of the United States may discharge a firearm at or within 100 yards (91.4 meters) of a Steller sea

lion. A firearm is any weapon, such as a pistol or rifle,
capable of firing a missile using an explosive charge as a

propellant.

(1449) (2) No approach in buffer areas. Except as provided

in paragraph (b) of this section:

(1450) (i) No owner or operator of a vessel may allow the

vessel to approach within 3 nautical miles (5.5 kilometers) of a Steller sea lion rookery site listed in paragraph (a)(3) of this section;

(1451) (ii) No person may approach on land not privately

owned within one-half statutory miles (0.8 kilometers)

or within sight of a Steller sea lion rookery site listed in

paragraph (a)(3) of this section, whichever is greater,

except on Marmot Island; and

(1452) (iii) No person may approach on land not privately

owned within one and one-half statutory miles (2.4 kilometers) or within sight of the eastern shore of Marmot Island, including the Steller sea lion rookery site

listed in paragraph (a)(3) of this section, whichever is

greater.

(1453) (3) Listed sea lion rookery sites. Listed Steller sea

lion rookery sites consist of the rookeries in the Aleutian Islands and the Gulf of Alaska listed in Table 1.

(1454) (4) Commercial Fishing Operations. The incidental mortality and serious injury of endangered and

threatened Steller sea lions in commercial fisheries

can be authorized in compliance with sections

101(a)(5) and 118 of the Marine Mammal Protection

Act.

(1455) (b) Exceptions—(1) Permits. The Assistant Administrator may issue permits authorizing activities that

would otherwise be prohibited under paragraph (a) of

this section in accordance with and subject to the provisions of part 222, subpart C–General Permit Procedures.

(1456) (2) Official activities. The taking of Steller sea lions

must be reported within 30 days to the Regional Administrator, Alaska Region. Paragraph (a) of this section does not prohibit or restrict a Federal, state or

local government official, or his or her designee, who is

acting in the course of official duties from:

(1457) (i) Taking a Steller sea lion in a humane manner, if

the taking is for the protection or welfare of the animal,

the protection of the public health and welfare, or the

nonlethal removal of nuisance animals; or

(1458) (ii) Entering the buffer areas to perform activities

that are necessary for national defense, or the performance of other legitimate governmental activities.

(1459) (3) Subsistence takings by Alaska natives. Paragraph (a) of this section does not apply to the taking of

Steller sea lions for subsistence purposes under section

10(e) of the Act.

(1460) (4) Emergency situations. Paragraph (a)(2) of this

section does not apply to an emergency situation in

which compliance with that provision presents a threat

to the health, safety, or life of a person or presents a significant threat to the vessel or property.

(1461) (5) Exemptions. Paragraph (a)(2) of this section

does not apply to any activity authorized by a prior

written exemption from the Director, Alaska Region,

National Marine Fisheries Service. Concurrently with

the issuance of any exemption, the Assistant Administrator will publish notice of the exemption in the

FEDERAL REGISTER. An exemption may be granted

only if the activity will not have a significant adverse affect on Steller sea lions, the activity has been conducted historically or traditionally in the buffer zones,

and there is not readily available and acceptable alternative to or site for the activity.

(1462) (6) Navigational transit. Paragraph (a)(2) of this

section does not prohibit a vessel in transit from passing through a strait, narrows, or passageway listed in

this paragraph if the vessel proceeds in continuous

transit and maintains a minimum of 1 nautical mile

from the rookery site. The listing of a strait, narrows, or

passageway does not indicate that the area is safe for

navigation. The listed straits, narrows, or passageways

include the following:

Rookery Straits, narrows, or pass

Akutan Island Akutan Pass between Cape Morgan

and Unalga Island.

Clubbing Rocks Between Clubbing Rocks and

Cherni Island.

Outer Island Wildcat Pass between Rabbit and

Ragged Islands.

(1463) (c) Penalties. (1) Any person who violates this section or the Act is subject to the penalties specified in

section 11 of the Act, and any other penalties provided

by law.

(1464) (2) Any vessel used in violation of this section or

the Endangered Species Act is subject to forfeiture under section 11(e)(4)(B) of the Act.

Part 224–Endangered Marine and

Anadromous Species

§224.103 Special prohibitions for endangered

marine mammals.

(1465) (b) Approaching humpback whales in Alaska–

(1466) (1) Prohibitions. Except as provided under paragraph (b)(2) of this section, it is unlawful for any person subject to the jurisdiction of the United States to

commit, to attempt to commit, to solicit another to

commit, or cause to be committed, within 200 nautical

miles (370.4 km) of Alaska, or within inland waters of

104 ■ Chapter 2 ■ Volume 9
Navigation Regulations ■ Chapter 2 ■ 105

TABLE 1 TO §223.202—LISTED STELLER SEA LION ROOKERY SITES1

From To NOAA

Notes Island Latitude Longitude Latitude Longitude Chart

1. Outer I. 59°20.5'N 150°23.0'W 59°21.0'N 150°24.5'W 16681 S quadrant.

2. Sugarloaf I. 58°53.0'N 152°02.0'W 16580 Whole island.

3. Marmot I. 58°14.5'N 151°47.5'W 58°10.0'N 151°51.0'W 16580 SE quadrant.

4. Chirikof I. 55°46.5'N 155°39.5'W 55°46.5'N 155°43.0'W 16580 S quadrant.

5. Chowiet I. 56°00.5'N 156°41.5'W 56°00.5'N 156°42.0'W 16013 S quadrant.

6. Atkins I. 55°03.5'N 159°18.5'W 16540 Whole Island.

7. Chemabura I. 54°47.5'N 159°31.0'W 54°45.5'N 159°33.5'W 16540 SE corner.

8. Pinnacle Rock 54°46.0'N 161°46.0'W 16540 Whole Island.

9. Clubbing Rks (N) 54°43.0'N 162°26.5'W 16540 Whole Island.

Clubbing Rks (S) 54°42.0'N 162°26.5'W 16540 Whole Island.

10. Sea Lion Rks 55°28.0'N 163°12.0'W 16520 Whole Island.

11. Ugamak I. 54°14.0'N 164°48.0'W 54°13.0'N 164°48.0'W 16520 E end of Island.

12. Akun I. 54°18.0'N 165°32.5'W 54°18.0'N 165°31.5'W 16547 Billings Head Bight.

13. Akutan I. 54°03.5'N 166°00.0'W 54°05.5'N 166°05.0'W 16520 SW corner, Cape Morgan.

14. Bogoslof I. 53°56.0'N 168°02.0'W 16500 Whole island.

15. Ogchul I. 53°00.0'N 168°24.0'W 16500 Whole island.

16. Adugak I. 52°55.0'N 169°10.5'W 16500 Whole island.

17. Yunaska I. 52°42.0'N 170°38.5'W 52°41.0'N 170°34.5'W 16500 NE end.

18. Seguam I. 52°21.0'N 172°35.0'W 52°21.0'N 172°33.0'W 16480 N coast, Saddleridge Pt.

19. Agligadak I. 52°06.5'N 172°54.0'W 16480 Whole island.

20. Kasatochi I. 52°10.0'N 175°31.5'W 52°10.5'N 175°29.0'W 16480 N half of island.

21. Adak I. 51°36.5'N 176°59.0'W 51°38.0'N 176°59.5'W 16460 SW Point, Lake Point.

22. Gramp rock 51°29.0'N 178°20.5'W 16460 Whole island.

23. Tag I. 51°33.5'N 178°34.5'W 16460 Whole island.

24. Ulak I. 51°20.0'N 178°57.0'W 51°18.5'N 178°59.5'W 16460 SE corner, Hasgox Pt.

25. Semisopochnoi 51°58.5'N 179°45.5'E 51°57.0'N 179°46.0'E 16440 E quadrant, Pochnoi Pt.

Semisopochnoi 52°01.5'N 179°37.5'E 52°01.5'N 179°39.0'E 16440 N quadrant, Petrel Pt.

26. Amchitka I. 51°22.5'N 179°28.0'E 51°21.5'N 179°25.0'E 16440 East Cape.

27. Amchitak I 51°32.5'N 178°49.5'E 16440 Column Rocks.

28. Ayugadak Pt. 51°45.5'N 178°24.5'E 16440 SE coast of Rat Island.

29. Kiska I. 51°57.5'N 177°21.0'E 51°56.5'N 177°20.0'E 16440 W central, Lief Cove.

30. Kiska I. 51°52.5'N 177°13.0'E 51°53.5'N 177°12.0'E 16440 Cape St. Stephen.

31. Walrus I. 57°11.0'N 169°56.0'W 16380 Whole island.

32. Buldir I. 52°20.5'N 175°57.0'E 52°23.5'N 175°51.0'E 16420 SE point to NW point.

33. Agattu I. 52°24.0'N 173°21.5'E 16420 Gillion Point.

34. Agattu I. 52°23.5'N 173°43.5'E 52°22.0'N 173°41.0'E 16420 Cape Sabak.

35 Attu I. 52°54.5'N 172°28.5'E 52°57.5'N 172°31.5'E 16681 S Quadrant.

1

Each site extends in a clockwise direction from the first set of geographic coordinates along the shoreline at mean lower low

water to the second set of coordinates; or, if only one set of geographic coordinates is listed, the site extends around the entire shoreline of the island at mean lower low water.
the state, any of the acts in paragraphs (b)(1)(i)

through (b)(1)(iii) of this section with respect to

humpback whales (Megaptera novaeangliae):

(1467) (i) Approach, by any means, including by interception (i.e., placing a vessel in the path of an oncoming

humpback whale so that the whale surfaces within 100

yards (91.4 m) of the vessel), within 100 yards (91.4 m)

of any humpback whale;

(1468) (ii) Cause a vessel or other object to approach

within 100 yards (91.4 m) of a humpback whale; or

(1469) (iii) Disrupt the normal behavior or prior activity of

a whale by any other act or omission, as described in

paragraph (a)(4) of this section.

(1470) (2) Exceptions. The following exceptions apply to

this paragraph (b), but any person who claims the applicability of an exception has the burden of proving

that the exception applies:

(1471) (i) Paragraph (b)(1) of this section does not apply if

an approach is authorized by the National Marine Fisheries Service through a permit issued under part 222,

subpart C, of this chapter (General Permit Procedures)

or through a similar authorization.

(1472) (ii) Paragraph (b)(1) of this section does not apply

to the extent that a vessel is restricted in her ability to

maneuver and, because of the restriction, cannot comply with paragraph (b)(1) of this section.

(1473) (iii) Paragraph (b)(1) of this section does not apply

to commercial fishing vessels lawfully engaged in actively setting, retrieving or closely tending commercial

fishing gear. For purposes of this paragraph (b), commercial fishing means taking or harvesting fish or fishery resources to sell, barter, or trade. Commercial

fishing does not include commercial passenger fishing

operations (i.e. charter operations or sport fishing activities).

(1474) (iv) Paragraph (b)(1) of this section does not apply

to state, local, or Federal government vessels operating

in the course of official duty.

(1475) (v) Paragraph (b)(1) of this section does not affect

the rights of Alaska Natives under 16 U.S.C. 1539(e).

(1476) (vi) These regulations shall not take precedence

over any more restrictive conflicting Federal regulation

pertaining to humpback whales, including the regulations at 36 CFR 13.65 that pertain specifically to the

waters of Glacier Bay National Park and Preserve.

(1477) (3) General measures. Notwithstanding the prohibitions and exceptions in paragraphs (b)(1) and (2) of

this section, to avoid collisions with humpback whales,

vessels must operate at a slow, safe speed when near a

humpback whale. “Safe speed” has the same meaning

as the term is defined in 33 U.S.C. 2006 and the International Regulations for Preventing Collisions at Sea

1972 (see 33 U.S.C. 1602), with respect to avoiding collisions with humpback whales.

Part 226-Designated Critical Habitat

§226.101 Purpose and scope.

(1478) The regulations contained in this part identify

those habitats designated by the Secretary of Commerce as critical under section 4 of the Act, for endangered and threatened species under the jurisdiction of

the Secretary of Commerce. Those species are enumerated at §223.102 of this chapter, if threatened and at

§224.101 of this chapter, if endangered. For regulations

pertaining to the designation of critical habitat, see

part 424 of this title, and for regulations pertaining to

prohibitions against the adverse modification or destruction of critical habitat, see part 402 of this title.

Maps and charts identifying designated critical habitat

that are not provided in this section may be obtained

upon request to the Office of Protected Resources (see

§222.102, definition of “Office of Protected Resources”).

§226.215 Critical habitat for the North Pacific

Right Whale (Eubalaena japonica).

(1479) (a) Primary Constituent Elements. The primary

constituent elements of the North Pacific right whale

are the copepods Calanus marshallae, Neocalanus

cristatus, and N. plumchris, and the euphausiid

Thysanoessa raschii, in areas of the North Pacific

Ocean in which North Pacific right whales are known

or believed to feed, as described in paragraphs (b) and

(c) of this section.

(1480) (b) Bering Sea. An area described by a series of

straight lines connecting the following coordinates in

the order listed:

(1481) 58o00'N., 168o00'W.

(1482) 58o00'N., 163o00'W.

(1483) 56o30'N., 161o45'W.

(1484) 55o00'N., 166o00'W.,

(1485) 56o00'N., 168o00'W.

(1486) 58o00'N., 168o00'W.

(1487) (c) Gulf of Alaska. An area described by a series of

straight lines connecting the following coordinates in

the order listed.

(1488) 57o03'N., 153o00'W.

(1489) 57o18'N., 151o30'W.

(1490) 57o00'N., 151o30'W.

(1491) 56o45'N., 153o00'W.

(1492) 57o03'N., 153o00'W.

(1493) (d) Maps of critical habitat for the North Pacific

right whale follow:

106 ■ Chapter 2 ■ Volume 9
Navigation Regulations ■ Chapter 2 ■ 107
108 ■ Chapter 2 ■ Volume 9
Cape Spencer to Beaufort Sea

(1) Alaska, the largest of the United States, occupies

the NW part of the North American continent. The

State is bordered on the E and S by Canada and on the

W and N by the Pacific and Arctic Oceans. The northernmost point of Alaska is Point Barrow (71°23'N.,

156°28'W.); the westernmost point is Cape Wrangell

(52°55'N., 172°26'E.) on Attu Island; and the southernmost point is Nitrof Point (51°13.0'N., 179°07.7'W.), on

Amatignak Island. Cape Muzon (54°40'N., 132°41'W.) is

on the historic parallel which is the coastal boundary

between Alaska and Canada’s British Columbia. Cape

Muzon is on the N side of Dixon Entrance and is 480

miles NW of Cape Flattery, Washington; between the

two United States capes is the coastal area of British

Columbia.

(2) Alaska was purchased from Russia in 1867 and became an organized territory of the United States in

1912. By Presidential proclamation of January 3, 1959,

Alaska officially became the 49th of the United States.

Principal resources are oil, timber, fish, and coal.

Alaska has a general ocean coastline of 5,770 nautical

miles and a tidal shoreline of 29,462 miles. The State is

so huge that its description requires two complete volumes of the National Ocean Service’s nine-volume series of United States Coast Pilots.

(3) Coast Pilot 9 deals with the Pacific and Arctic

coasts of Alaska from Cape Spencer to Beaufort Sea;

general ocean coastline totals 5,520 nautical miles, and

tidal shoreline totals 18,377 miles. Included are the

Gulf of Alaska coast and islands, the Alaska Peninsula,

the Aleutian Islands, and the United States coasts and

islands of the Bering Sea, Chukchi Sea, and Beaufort

Sea.

(4) Between Cape Spencer and Cape St. Elias, the coast

is fairly regular. Along this stretch are Lituya Bay,

Yakutat Bay, and Icy Bay. The great Malaspina Glacier

comes to within 3 miles of the ocean W of Yakutat Bay.

(5) From Cape St. Elias to Cook Inlet, the characteristic formation is generally rocky; the waters are mostly

deep, but there are also great variations in depth. The

visible topographic features, such as the mountains

and the rugged islands, probably are duplicated underwater.

(6) In Cook Inlet, the characteristic formation is the

result of glacial action. The shores are strewn with

boulders, some of great size, and soundings indicate

the existence underwater of similar boulders, particularly in areas of hard bottom where the boulders have

not been buried by silt.

(7) W from Cook Inlet, and throughout the islands off

the SE side of the Alaska Peninsula, rock formation is

again found. The principal harbors are Kodiak on Kodiak Island, Sand Point in the Shumagin Islands, and

King Cove and False Pass on the SE side of the Peninsula.

(8) The Aleutian Islands are rugged and mountainous,

with numerous off-lying islets, rocks, and reefs. Some

of the larger islands provide more or less sheltered anchorage.

(9) The Bering Sea is characterized in general by shallow waters, with extensive sand and mud flats along the

shores, particularly in the approaches to the various

bays and rivers. There is little rock formation, and its

occurrence, where found, is limited in area.

(10) The Arctic coast is mostly low, especially to the N of

Cape Lisburne. The principal landing places are

Kotzebue and Barrow.

Disposal Sites and Dumping Grounds

(11) These areas are rarely mentioned in the Coast Pilot, but are shown on the nautical charts. (See Disposal

Sites and Dumping Grounds, chapter 1, and charts for

limits.)

Aids to navigation

(12) Lights, although infrequent along much of this

coast, do mark the important headlands and passages;

fog signals are at most of the principal lights. Many of

the buoys in the important passages are equipped with

radar reflectors, which greatly increase the range at

which the buoys may be detected. Many of the aids to

navigation in Alaska are seasonal. There are aerolights

in Alaska that are useful for navigation purposes, but

these should not be confused with marine lights. (See

the Light List for a complete description of navigational aids.)

Electronic navigation

(13) Radar, loran, radar beacons (Racons), GPS/dGPS,

and the radio direction finder have given the navigator

means of determining his position in any weather. The

mariner should, however, appreciate the limitations

Cape Spencer to Beaufort Sea ■ Chapter 3 ■ 109
and sources of error of the various systems. Radar

should be properly calibrated and tuned. Radio direction finders must be calibrated, and the operator

should become experienced in the use of the equipment. Radar, radio direction finder, GPS/dGPS, and loran equipment are subject to malfunctions which may

not be immediately apparent to the operator, and there

are conditions when loran or radio signals may be subject to error when the shipboard receiver is operating

properly. Soundings should always be taken in critical

places, and the position should be checked by visual

bearings when possible.

(14) Navigation by radar is facilitated along the coast of

Alaska and in the various passages by the generally

high relief of the coastline. The rugged coast provides

many points, headland, large offshore rocks and islands

which give accurate radar ranges and bearings. Radar

ranges are more accurate than radar bearings. When

two or more suitable targets can be positively identified, a better fix is obtained by radar ranges alone than

by radar ranges and bearings. When visibility permits,

visual bearings should always be taken. When positioning by a bearing and a radar range of a single object, the

identification of the target must be positive. Floating

aids to navigation should not be used as targets for fixing position.

(15) U.S. Coast Guard radiobeacons are limited in the

area of this Coast Pilot. However, commercial radio stations can be used instead. Radio direction finder equipment is subject to several kinds of errors. Bearings

obtained at twilight or at night or bearings which are

almost parallel to the coast should be accepted with

reservations, due to “night effect” and to the distortion

of the radio waves if traveling overland. Other sources

of error in the system may be avoided by the proper calibration of the shipboard receiver.

(16) Loran provides good coverage from several stations

along the North Pacific Ocean. These stations provide

vessels generally good fixes when sailing along the

coast or approaching the coast from seaward.

(17) The frequent occurrence of fog along this coast

makes radar an invaluable aid in detecting other traffic

and obtaining a line of position and/or fix.

Bridge-to-bridge radio communication (VHF-FM) is

another useful aid, regardless of weather, in waters

where maneuvering room is limited or restricted. The

use of VHF-FM equipment for short-range communication is increasing, and so are the number of vessels

equipped with this equipment. The primary advantages

of this radio system are its line-of-sight characteristic

and relative freedom from static interference.

COLREGS Demarcation Lines

(18) The International Regulations for Preventing Collisions at Sea, 1972 (72 COLREGS) apply on all the

sounds, bays, harbors, and inlets of Alaska. (See Part

80, chapter 2.)

Shipping Safety Fairways

(19) A system of shipping safety fairways has been established in the approaches to Prince William Sound and

through Unimak Pass. The Prince William Sound

Safety Fairway, extending SE from Hinchinbrook Entrance, has separate inbound and outbound traffic

lanes that merge in the NW part. The Unimak Pass

Safety Fairway is comprised of an E-W fairway with a

connecting N-S fairway in the W section. (See 166.100

through 166.110 and 166.400, chapter 2, for limits

and regulations.)

Ports and Waterways Safety

(20) (See Part 160, chapter 2, for regulations governing

vessel operations and requirements for notification of

arrivals, departures, hazardous conditions, and certain

dangerous cargoes to the Captain of the Port.)

(21) A Traffic Separation Scheme (Traffic Lanes) has

been established in Prince William Sound. (See chapter

4, for details.)

(22) A Vessel Traffic Service (VTS) has been established in the Prince William Sound area. The Service

has been established to prevent collisions and

groundings, and to protect the navigable waters from

environmental harm.

(23) The Vessel Traffic Service provides for a Vessel

Traffic Center (VTC) that regulates the routing and

movement of vessels by radar surveillance, movement

reports of vessels, VHF-FM radio communications, and

specific reporting points. The system consists of traffic

lanes, a separation zone, and reporting points.

(24) The Service is mandatory. (See 161.1 through

161.23 and 161.60, chapter 2, for rules and regulations, and chapter 4 for details.)

Anchorages

(25) Many of the harbors in the mountainous areas are

subject to violent williwaws. These severe gusts may

come from any direction and should be considered

when selecting an anchorage.

Marine Protected Areas (MPAs)

(26) The chapters that follow may contain references to

Federally-designated Marine Protected Areas (MPAs)

occurring in navigable coastal waters of the United

States mid-Atlantic coast. A summary of these MPAs

can be found in Appendix C. The critical environmental

110 ■ Chapter 3 ■ Volume 9
information is intended to inform readers about the location, purpose, and legal restrictions of coastal MPAs,

with an emphasis on activities of interest to the maritime community. Extensive MPAs are listed here. Selected regional MPAs are included in subsequent

chapters. For a complete inventory of MPAs go to

http://mpa.gov/helpful_resources/inventory.html.

(27) Alaska Maritime National Wildlife Refuge, spread

along most of Alaska's 47,300-mile coastline, is the

most extensive MPA in Alaska. (See Appendix C for additional information.)

(28) Steller Sea Lion Protection Areas are numerous

sites throughout Alaska which are centered around

Stellar sea lion rookeries and haul-out sites. (See Appendix C for additional information.)

(29) Alaska Peninsula National Wildlife Refuge extends

in a 200-mile arc from 57o26.1'N., 156o02.9'W, SW to

55o43.2'N., 160o08.3'W. Also included is a small coastal

section on the Bering Sea at Port Mollar. (See Appendix

C for additional information.)

Dangers

(30) Offshore drilling and exploration operations are increasing in the waters of Alaska, especially in Cook Inlet.

(31) Obstructions in these waters consist of submerged

wells and oil well structures (platforms), including appurtenances thereto, such as mooring piles, anchor

and mooring buoys, pipes, and stakes.

(32) In general, the oil well structures (platforms), depending on their size, depth of water in which located,

proximity of vessel routes, nature and amount of vessel

traffic, and the effect of background lighting, may be

marked in one of the following ways:

(33) Quick flashing white light(s) visible at least 5

miles: fog signal sounded when visibility is less than 5

miles.

(34) Quick flashing white light(s) visible at least 3

miles: fog signal sounded when visibility is less than 3

miles.

(35) Quick flashing white or red lights visible at least 1

mile: may or may not be equipped with fog signal.

(36) Structures on or adjacent to the edges of navigable

channels and fairways, regardless of location, may be

required to display lights and fog signals for the safety

of navigation.

(37) Associated structures within 100 yards of the main

structure, regardless of location, are not normally

lighted but are marked with red or white

retro-reflective material. Mariners are cautioned that

uncharted submerged pipelines and cables may exist in

the vicinity of these structures, or between such structures and the shore.

(38) During construction of a well or during drilling operations, and until such time as the platform is capable

of supporting the required aids, fixed white lights on

the attending vessel or drilling rig may be shown in lieu

of the required quick flashing lights on the structure.

The attending vessel’s foghorn may also be used as a

substitute.

(39) Submerged wells may or may not be marked depending on their location and depth of water over

them.

(40) All obstruction lights and fog signals, used to mark

the various structures, are operated as privately maintained aids to navigation. (See 33 CFR 67, for detailed

regulations for the marking of offshore structures.)

(41) Information concerning the establishment,

change, or discontinuance of offshore oil-well structures and their appurtenances is published in the Local

Notice to Mariners or by Broadcast Notice. Additional

information may also be obtained from the Coast

Guard Commander. Mariners are advised to navigate

with caution in the vicinity of these structures and in

those waters where oil exploration is in progress, and to

use the latest and largest scale chart of the area.

(42) During the continuing program of establishing,

changing, and discontinuing oil-well structures, special caution should be exercised when navigating the

inshore and offshore waters of the affected areas in order to avoid collision with any of the structures.

(43) Information concerning seismographic operations

is not published in Notice to Mariners unless such operations create a menace to navigation in waters used

by general navigation. Where seismographic operations are being conducted, casings (pipes), buoys,

stakes, and detectors are installed. Casings are marked

with flags by day and fixed red lights by night; buoys are

colored international orange and white horizontal

bands; and stakes are marked with flags.

Pipelaying barges

(44) With the increased number of pipeline laying operations, operators of all types of vessels should be aware

of the dangers of passing close aboard, close ahead, or

close astern of a jetbarge or pipelaying barge.

Pipelaying barges and jetbarges usually move at 0.5

knot or less and have anchors which extend out about

3,500 to 5,000 feet in all directions and which may be

marked by lighted anchor buoys. The exposed pipeline

behind the pipelaying barge and the area in the vicinity

of anchors are hazardous to navigation and should be

avoided. The pipeline and anchor cables also represent

a submerged hazard to navigation. It is suggested, if

safe navigation permits, for all types of vessels to pass

well ahead of the pipelaying barge or well astern of the

jetbarge. The pipelaying barge, jetbarge, and attending

vessels may be contacted on VHF-FM channel 16 for

passage instructions.

Cape Spencer to Beaufort Sea ■ Chapter 3 ■ 111
(45) Kelp grows on nearly every danger with a rocky

bottom and is particularly heavy in many places in the

Aleutian Islands. It will be seen on the surface of the

water during the summer and autumn; during the winter and spring it is not always to be seen, especially

where it is exposed to a heavy sea. Many rocks are not

marked by kelp, because a heavy sea will occasionally

tear it away and a moderate current will draw it under

water so that it will not be seen. When passing on the

side of a kelp patch from which the stems stream away

with the current, care should be taken to give it a good

berth. Dead, detached kelp, floats on the water curled

in masses, while live kelp, attached to rocks, streams

away level with the surface. Live kelp is usually an indication of depths less than 10 fathoms.

Logs and deadheads

(46) Mariners are cautioned that a large number of logs

and deadheads are adrift in the navigable waters of

Alaska at all times particularly after storms and unusually high tides. Mariners are urged to be alert for the

presences of such logs and deadheads, as they constitute a serious menace to craft of small and moderate

size.

(47) Danger zones and Restricted areas are along the

Alaskan coast. (See Part 334, chapter 2, for limits and

regulations.)

Tides

(48) The greatest diurnal range of tide in the United

States is the 33.3 feet in Turnagain Arm, Cook Inlet. In

contrast, Point Barrow has a diurnal range of only 0.4

foot. (See the Tide Tables for more detailed information.)

(49) In using the Tide Tables, high or low water should

not be confused with slack water. For ocean stations

there is usually little difference between the time of

high or low water and the beginning of ebb or flood

currents; but for places in narrow channels, landlocked

harbors, or on tidal rivers the time of slack water may

differ by several hours from the time of high or low water stand. The relation of the times of high and low water to the turning of the current depends upon a

number of factors, hence no simple rule can be given.

(See the Tidal Current Tables for predicted times of

slack water or strength of current.)

Currents

(50) The nontidal current that sets N and W along the

coasts of British Columbia and Alaska is greatly affected

by strong winds and may reach velocities of 1.5 knots;

the offshore extent of this current is not known but it is

believed to be strongest between the 100-fathom curve

and the coast. (See the Tidal Current Tables for more

detailed information on currents.)

(51) Tide rips and Swirls in regions of strong currents

usually are encountered in the vicinities of shoals, islands, or points and are, therefore, generally positive

indications of danger. The backwash from seas striking

steep cliffs often is felt at a considerable distance. In

thick weather, any change in the feel of a moving vessel

should be considered a warning of possible danger.

Earthquakes

(52) The March 27, 1964, earthquake had wide effect on

Prince William Sound, Cook Inlet, and Kodiak Island.

Post-earthquake tidal observations indicate bottom

changes ranging from a sinkage of 6 feet to a rise of 32

feet. Caution is advised in the affected areas because

many of the depths and rocks yet to be resurveyed may

be considerably different than represented on the nautical charts or in this Coast Pilot.

Tsunamis (seismic sea waves)

(53) There is no record of any destructive seismic sea

wave along the Bering Sea coast of the Alaska mainland. The rest of Alaska, especially the area from Attu

Island to Cape Spencer, occasionally is subject to severe

waves which cause widespread damage to waterfront

areas and shipping. Loss of life and property can be reduced by correct response to warning that such waves

are imminent. (See chapter 1 for details about these

waves.)

(54) One of the world’s most active seismic belts parallels the S sides of the Aleutian Islands and the Alaska

Peninsula. Another active belt parallels southeast

Alaska and Canada. Earthquakes are frequent in both

these areas but only a very few generate seismic waves.

The National Oceanic and Atmospheric Administration

has the Alaska Tsunami Warning Center at Palmer,

Alaska, which will issue warnings of tsunamis generated in the Gulf of Alaska and the Aleutian Islands. Because of extensive telemetry nets, it is anticipated that

this center will be able to issue tsunami warnings,

based on seismic evidence, within 15 minutes of the occurrence of the generating earthquake. Warnings will

be disseminated by the National Weather Service on

NOAA Weather Radio and through Civil Defense and

military authorities.

(55) Because of the long length of Alaskan coastline and

the vulnerability of communication facilities to major

earthquakes, any unexplained withdrawal or advance of

the sea within an hour or so after an earthquake is felt

should be considered nature’s warning of an approaching wave.

112 ■ Chapter 3 ■ Volume 9
(56) When a warning is received, persons should vacate

waterfront areas and seek high ground. The safest procedure for ships will depend on the amount of time

available, and this may not always be known. A ship

well out at sea would ride such waves safely, and hence

if time is available to put to sea, that would be the safest

action. On the other hand, the crew of a ship in harbor

may have a difficult time averting serious damage. The

ship may be washed ashore by incoming waves or

grounded because of excessive withdrawal of water between crests. Much of the damage in the Los Angeles

area during the 1960 Chilean tsunami was caused by

rapid currents and the swift rise and fall of the water

level that parted mooring lines and set floating docks

and ships adrift.

Weather, Cape Spencer to Beaufort Sea

(57) This section presents an overall, seasonal picture of

the weather that can be expected in the offshore waters

along the entire coast of Alaska as well as coastal and

near-coastal sites. Detailed information, particularly

concerning navigational weather hazards, can be found

in the weather articles in the following chapters.

(58) All weather articles in this volume are the product

of the National Oceanographic Data Center (NODC)

and the National Climatic Data Center (NCDC). The meteorological and climatological tables are the product of

the NCDC. Both centers are entities of the National Environmental Satellite, Data, and Information Service

(NESDIS) of the National Oceanic and Atmospheric Administration (NOAA). If further information is needed

in relation to the content of the weather articles, meteorological tables or climatological tables, please contact the National Climatic Data Center, Attn: Customer

Service Division, Federal Building, 151 Patton Avenue,

Room 120, Asheville, NC 28801-5001. You may also

contact the CSD at 704-271-4994, or fax your request to

704-271-4876.

(59) Climatological tables for coastal locations, meteorological tables for the coastal ocean areas, a table of

dates for ice breakup and freeze up, and a table of mean

surface water temperatures and densities relevant to

locations discussed within this volume, are located in

Appendix B. The climatological tables are a special extraction from the International Station Meteorological

Climate Summary. The ISMCS is a CD-ROM jointly

produced by the National Climatic Data Center, Fleet

Numerical Meteorology and Oceanography Detachment-Asheville, and the U.S. Air Force Environmental

Technical Applications Center, Operating Location - A.

The meteorological tables for the ocean areas are compiled from observations made by ships in passage and

extracted from the National Climatic Data Center’s

Tape Deck-1129, Surface Marine Observations. Listed

in the Appendix A are National Weather Service offices

and radio stations which transmit weather information.

(60) Marine Weather Services Charts published by the

National Weather Service show radio stations that

transmit marine weather broadcasts and additional information of interest to mariners. These charts are for

sale by the National Ocean Service Distribution Division (N/ACC3). (See Appendix A for address.)

Winter (October–March)

(61) The Aleutian Low looms over the North Pacific as a

climatic warning to mariners navigating the Alaskan

waters. This semipermanent feature is made up of the

day-to-day storms that traverse these seas in a seemingly endless procession. With these storms come the

rain, sleet, snow, the howling winds, and the mountainous seas that make the northern Gulf of Alaska and

the southern Bering Sea among the most treacherous

winter waters in the Northern Hemisphere.

(62) The broad expanse of the Aleutian Low covers the

Pacific Basin from the Arctic Ocean to 30°N, and from

the North American coast to Japan. From one center

located in the northern Gulf of Alaska in October, two

centers form by December; one remaining in the

northern Gulf while the other is located in the western

Bering Sea. By January, the Bering Sea center has totally replaced the Gulf of Alaska center and remains until March when the gradient weakens and once again

the Gulf of Alaska cell reappears. While this migration

indicates a shift in storm activity, particularly intensity,

on average three or four storms per month still move

through the area. Winter or extra tropical storms from

the Asian mainland and the waters around Japan generally move Northeast toward the Aleutians and then

into either the Bering Sea or the Gulf of Alaska. Once

they reach the Alaskan coast, they have a tendency to

stall and dissipate, particularly in the Gulf, where there

are mountain barriers to the North and East. Early winter storms are often intense and are more likely to

make it into the Bering Sea than mid-and late-season

storms. This makes the early part of the winter the

roughest part of a rough season in the Gulf and the

southern Bering Sea. As winter progresses, more

storms remain south of the Aleutians which results in a

noticeable difference in wind, wave, and weather conditions in the navigable Alaskan waters.

(63) Winter winds are variable and no one direction prevails. In the northern Gulf, easterlies, southeasterlies,

and westerlies are common. In the southern Bering

Sea, including the Aleutian waters, Southwest through

Northwest winds, common early in the season, give

way to North through East winds by January. This is a

reflection of the more southerly route of the storms.

Cape Spencer to Beaufort Sea ■ Chapter 3 ■ 113
Gales, which blow 10 to 20 percent of the time, are

most likely in November and December. Windspeeds

average 16 to 20 knots; peak values occur in October,

November, and December. Wave heights climb to 10

feet (3 m) or more throughout the winter. In situations

that occur on the average of once every five years, severe wind and wave conditions may be encountered.

Along the Aleutians, sustained winds may reach 65 to

70 knots; significant wave heights can climb to 40 to 50

feet (12.2 to 15.2 m), with an extreme wave height

reaching 80 to 90 feet (24.4 to 27.4 m). In the northern

and western Gulf of Alaska and in Bristol Bay, sustained

winds may reach 60 to 70 knots; significant wave

heights can climb to 30 to 40 feet (9.1 to 12.2 m), with

an extreme wave height of 60 to 75 feet (18.3 to 22.9 m).

These extremes are most likely to occur during the

winter season.

(64) In winter, precipitation occurs 20 to 35 percent of

the time. It is most likely along the Aleutians, where it

falls as snow more than one-half of the time in midwinter. In the Gulf, it snows about 5 to 10 percent of the

time. Since snow is the primary restriction to visibility

in the winter, restrictions are most likely to occur

along the Aleutians. Visibilities less than two miles occur 5 to 15 percent of the time. Cold winter temperatures are a result of winds blowing off land or off the ice

sheet. Temperatures drop to freezing or below about 20

to 30 percent of the time in January. Rare polar outbreaks from the Arctic can drop temperatures into the

teens F ° (-7° to -11°C).

(65) Heavy swells out of the South through Southwest

in Aleutian waters are often forerunners of intense

storms from the waters around Japan. They can climb

to 20 to 30 feet (6.1 to 9.1 m). As storms from the South

or West approach the Aleutians, they bring clouds and

either rain or snow. Winds blow out of the Northeast

through Southeast. They can reach gale force and whip

up 30-foot (9.1 m) seas. Gales and high seas can occur

before and after the storm passes.

(66) Lows running East with their centers South of the

Aleutians, as is common in midwinter, usually bring

East winds backing through North to West over the

southern Bering Sea. These winds can reach 60 knots,

with seas to 30 feet (9.1 m). As these storms and storms

from the mid-Pacific approach the Gulf of Alaska, they

are sometimes preceded by heavy swells from the

Southeast through the Southwest. Then winds

strengthen out of the Northeast through South as

clouds and rain begin to move in. Gales and 30-foot (9.1

m) seas are not unusual with intense storms. Sometimes they will stall in the Gulf and prolong these

rough conditions for several days. When a low is centered in the eastern Gulf, winds are generally out of the

East off Sitka, out of the North off Seward, and out of

the Northwest off Kodiak.

(67) Storms that move East or Northeast, remaining

North of the Aleutians, as is common early and late in

the season, are followed by a Southwest through North

flow that can reach gale force, raise high seas, and

bring snow. If these storms move into Bristol Bay, they

can create a strong Southeast to Southwest flow in the

northern Gulf of Alaska which can raise 20-foot (6 m)

seas.

(68) In the Gulf of Alaska, conditions are often roughest

in the waters south of Seward and east of Kodiak Island.

The long fetch to the east and southeast allows a

buildup of sea and swell from that quarter. Wave

heights reach 20 feet (6.1 m) or more up to eight percent of the time in November, the roughest month.

This is as rough as it gets in the Aleutians. Gales are

most frequent here, blowing 15 to 17 percent of the

time early in the season. While they blow most often

out of the east, they are also common from the west and

northwest.

Summer (April–September)

(69) The changeover from winter to summer is subtle.

The Aleutian Low slowly weakens and retreats, and by

July has been totally replaced by the North Pacific

High. The storms still come, but they are less intense.

Winds get strong, but become gales less often. Rough

seas are encountered, but less frequently. Clouds and

rain remain a persistent weather feature, but snow and

cold retreat northward. Winds blow more often from a

southerly quadrant, bringing warmth and the most

dangerous and frequent summer-weather navigational

hazard, fog.

(70) Fog hampers navigation most often during June,

July, and August. It is an advection or sea fog that forms

when warm moist air blows across cooler water. The

south westerlies and westerlies that blow across the

cold Oyashio Current, which runs south along

Kamchatka and the Kurils, often bring a dense, widespread fog to the Aleutians and the southern Bering

Sea. This fog can engulf a ship traversing these waters

for several days. Sea fog is also common, but a little less

frequent, in the northern Gulf of Alaska and along the

northwest and north coasts of Alaska. Off the west coast

of Alaska and along the Aleutians, visibilities drop below two miles about 20 to 40 percent of the time, and

one-half mile or below up to 20 percent of the time.

Elsewhere, fog is about one-half as frequent.

(71) During May and June, summer weather features

become more apparent. While the low pressure systems that move through the area cause variable winds,

south through west winds are the most common. Gales

occur less than ten percent of the time everywhere;

114 ■ Chapter 3 ■ Volume 9
they are least likely in June, July, and August. Seas of 20

feet (6.1 m) or more are unlikely from May through August, when seas of 10 to 20 feet (3 to 6.1 m) occur 5 to

15 percent of the time; they are most likely in the

northwestern Gulf and the Aleutians. Off the north

coast, they have been observed less than five percent of

the time. Freezing temperatures are rare from June

through September except off the north coast.

(72) The weather-producing storm systems are gradually forced northward by the North Pacific High. Some

still move over the old winter routes, but they are usually weak. By midsummer, numerous weak lows find

their way through the Bering Sea and Strait. This results in a maximum of cloudiness and precipitation off

the northwest and north coasts of Alaska, and a minimum in the Gulf of Alaska and along the Aleutians. The

more restricted movements of these storms and the

clockwise flow around the North Pacific High to the

south, help make south through west winds the most

common in the Alaskan coastal waters, except off the

north coast where northeasterlies and easterlies prevail.

(73) September weather is often a harbinger of winter.

This transition is usually more abrupt than the change

from winter to summer. More storms begin moving

into Bristol Bay and the Gulf of Alaska; some are intense. Gales blow up to five percent of the time, and 20-

to 30-foot (6 to 9 m) seas are occasionally encountered

in the northwestern Gulf and southern Bering Sea.

Waves of ten feet (3 m) or more occur up to 20 percent

of the time. Breezy, warm days alternate with cool,

stormy ones. Winter is approaching.

Waves

(74) The table below (extracted from Marine Weather of

Western Washington. Kenneth E. Lilly, Jr., Commander, NCAA, Starpath School of Navigation, 1983)

shows the relationship between significant and other

wave heights.

Wave Heights from Significant Wave Heights (SWH)

Most frequent wave heights: 0.5 x SWH

Average wave heights: 0.6 x SWH

Significant wave height (average height of

highest 33%) 1.0 x SWH

Height of highest 10% of the waves: 1.3 x SWH

One wave in 1,175 waves: 1.9 x SWH

One Wave in 300,000 waves: 2.5 x SWH

(75) This table can be used to project a range of wave

heights that might be expected in deep water. If

significant wave heights of 10 feet (3 m) are forecast

then the most frequently observed waves should be 5-

to 6-foot (1.5 to 1.8 m) range while one wave in 100

should reach 17 feet (5.2 m).

(76) A giant or rogue wave might reach 25 feet (7.6 m)

in these circumstances. These rogue or “killer” waves

occur when the large number of different waves that

make up a sea occasionally reinforce each other. This

action creates a wave that is much steeper and higher

than the surrounding waves. These rogue waves often

occur in a stormy sea and are described by mariners

who have experienced them, as coming out of nowhere

and disappearing just as quickly. If significant wave

heights are observed at 20 feet (6.1 m) then a rogue

wave could reach 50 feet (15.3 m) if the water depth

could support it.

(77) Steep waves are often more dangerous than high

waves with a gentle slope. Waves appear menacing

when the ratio of wave height to length reach about

1/18 . They begin to break when this ratio is about 1/10 .

Steepest waves develop when strong winds first begin

to blow or early in a storm’s life. The ship no longer

rides easily but is slammed. Steep waves are particularly dangerous to small craft. When wave heights are

greater than 5 feet (1.5 m), periods of less than 6 seconds can create problems for boats under 100 feet (31

m) in length. Waves of 10 feet (3 m) or more with periods of 6 to 10 seconds can affect comfort in 100- to

200-foot vessels (31 to 61 m). When wind waves reach

20 feet (6.1 m) they become hazardous to vessels under

200 feet (61 m) in length and provide a rough ride for

larger ships. Waves moving into shallow water become

steeper and break when the depth is about 1.3 times the

wave height. Wave steepness is also increased by tidal

currents, particularly when they oppose the wind.

(78) Swells can create problems for larger vessels.

About one-half of the waves of 10 feet (3 m) or more, in

these waters, are swells from distant storms. They are

uncomfortable to ships that roll or pitch in sympathy.

Swells with 500- to 1000-foot (153 to 305 m) wave

lengths affect ships of these lengths. When steaming

into such swells a resonance is set up until the bow digs

into the waves. The resulting pitch will cause more of a

power loss than a roll caused by a sea. Swells with wave

lengths that range from about three-fourths to twice

the ships length can have this effect. Pitching is heaviest when the ship’s speed produces synchronism between the period of encounter and the ships natural

pitching period—this often occurs at or near normal

ship speeds.

(79) When in running before a following sea, the greatest danger arises when speed is equal to that of the

waves or when the waves overtake the ship so slowly

that an almost static situation is created with the vessel

Cape Spencer to Beaufort Sea ■ Chapter 3 ■ 115
lying on the wave crest. In this latter case stability is so

reduced that a small vessel could capsize. Waves on the

quarter or astern can also result in very poor steering

quality. As seas move along the vessel from aft to forward the rudder is less effective and the boat may be

slewed across the face of a sea filling the decks with water as she broaches. She could lose her stability and

capsize, particularly if the boat is trimmed by the head.

Superstructure icing

(80) Ice accretion on ships can occur in cold water seas.

It is caused by freezing spray, freezing rain, or steam

fog. On large merchant ships, it often results in only

slippery decks, since they have a high freeboard and often pass quickly through icing conditions. Fishing

trawlers, small merchant ships, and Coast Guard cutters have other problems. Their freeboard are relatively

low. A trawler often has a large top hamper and is usually confined to one area for long periods. On a small

ship, icing can greatly increase the weight. It elevates

the center of gravity, which decreases the metacentric

height. It increases the sail area and heeling moment

due to wind action. The trim is altered because of the

non-uniform distribution of ice. Icing hampers

steerability and lowers ship speed. Icing may also affect

communications, especially by icing of antennas.

(81) Freezing sea spray is by far the most common and

dangerous form of icing and accounts for about 86% of

the reported cases. It can occur when the air temperature falls below the freezing temperature of seawater

(usually about 28°F, -2.2°C) and sea-surface temperatures are below about 41°F (5°C). If air temperature

falls below about 0°F, (-17.8°C), wind-induced spray

may freeze before striking the ship and not adhere. In

general, however, the lower the temperature and the

stronger the wind, the more rapid the accumulation of

ice.

(82) Tests by the Russians, Japanese, and British have

shown that when air temperatures are just below the

freezing point of the seawater, ice buildup is slow, and

will not accumulate at more than one ton (1.1 t) per

hour on a 300- to 500-ton vessel, in any wind. On a vessel of this size, a moderate buildup of less than four

tons (4.4 t) per hour will generally occur with air temperatures between 27°F and 18°F (-2.8°C and -7.8°C),

in winds of 16 to 30 knots. When winds exceed 30 knots

and temperatures drop below 18 °F (-7.8°C), conditions

are right for an accumulation rate of more than four

tons (4.4 t) per hour on a 300- to 500-ton vessel. These

figures are somewhat subjective, and represent a compromise of opinions of the major maritime nations.

(83) Freezing rain can coat a ship with a freshwater

glaze of ice the same way it covers trees and roads on

land. The weight picked up is usually not enough to

endanger a ship, but this ice can make topside conditions dangerous. Steam fog can occur when the air

temperature is considerably colder than the sea surface

temperature. It is usually confined to a layer a few feet

thick. Trawler men call it “white frost” when the top of

the layer is below the observer’s eye level, and “black

frost” when it extends above the observer. If the air

temperature is considerably below freezing, the small

water droplets in this fog are supercooled (exist as water even though the temperature is below freezing) and

freeze on contact with the cold ship. Usually, ice accretion by this method is small. However, there are exceptions. The ERNEST HOLT, about 100 miles (185 km)

east of Bjornoya Island (an island north of Norway) and

20 miles (37 km) from the ice edge, ran into a dense

steam fog. She took four inches (102 mm) of rime ice

on the deck, with up to 12 inches (305 mm) on the

ship’s side at the level of the rail, within a 12-hour period.

(84) The two categories of potential icing are somewhat

subjective, but give a relative idea of which areas are

dangerous. Moderate icing potential exists when temperatures fall to 28 °F (-2.2°C) or below, and winds blow

at 13 knots or more. This means a probable accumulation of up to about two inches (51 mm) per hour. The

potential for severe icing (greater than two inches (51

mm) per hour) exists when temperatures are 16°F

(-8.9°C) or lower, and winds are 30 knots or more.

(85) Superstructure icing is a threat in the northern

Gulf of Alaska and along the Aleutians, from about November through April. In the Gulf, the waters around

Kodiak Island are the worst. Here the potential for

moderate icing exists 10 to 20 percent of the time from

December through March, compared to a 3- to 10-percent potential in the other Gulf coastal waters. There is

also a slight chance of severe icing in Kodiak waters

during this period. The December-through-March period is also the roughest along the Aleutians, where the

potential for moderate superstructure icing exists 10 to

25 percent of the time; severe icing is unlikely since

temperatures rarely get down into the teens. In the

ice-free waters of the southern Bering Sea and Bristol

Bay, the potential for moderate superstructure icing

exists 20 percent or more of the time from December

through March, and up to 50 percent of the time in

February. Severe icing is also a threat in February,

when the conditions for it occur 5 to 10 percent of the

time. Icing in the navigable northern Bering Sea waters can be a threat as early as September and as late as

May.

(86) Icing rates can be cut by slowing down to reduce

ship-generated spray. A course change to reduce spray,

however, should be secondary to getting away from the

icing, except in critical conditions. Another precaution

116 ■ Chapter 3 ■ Volume 9
is to remove the ice, if possible. When icing becomes a

problem, it is important first to free the aerials, freeing

ports, stays, shrouds, masts, rigging davits, running

and navigational lights, windlass, and hawsepipes. If

the ice is unevenly distributed, it should be removed

from the listing side first.

(87) The Russians are well experienced with superstructure icing, as they do a lot of coldwater fishing. From a

proposal they made to the International Maritime Organization (IMO), here are some excellent suggestions

of what to do in an icing situation.

(88) 1. Head for warm water or protected coastal areas.

(89) 2. All fishing gear, barrels, and deck gear should be

placed below deck or fastened to the deck as low as possible.

(90) 3. Cargo booms should be lowered and fastened.

(91) 4. Deck machinery and boats should be covered.

(92) 5. Storm rails should be fastened.

(93) 6. Gratings should be removed from scuppers, and

all objects that might prevent water drainage from the

deck should be moved.

(94) 7. Ship should be as watertight as possible.

(95) 8. If freeboard is high enough, all empty bottom

tanks containing ballast piping can be filled with seawater.

(96) 9. Reliable two-way radio communication should

be established either with a shore station or another

ship.

Williwaws

(97) These dangerous winds occur mainly along the

Aleutian chain and Gulf of Alaska shores, and are influenced by local topography. They are most frequent in

winter and are usually the result of air damming up on

the windward slopes of mountains. This air spills over

in strong gusts on the lee side; that lasts as long as the

dammed-up cold air lasts, which frequently is only a

matter of minutes. However, such winds are violent, often reaching hurricane force, and their onset is sudden, often interrupting periods of near-calm

conditions. Some locations sheltered from the normal

winds of the area may be extremely vulnerable to

williwaws.

Ice

(98) Ports in the Aleutian Islands and in the Gulf of

Alaska, except at the upper end of Cook Inlet, are ice

free and open to navigation the year around. Ports N of

Unimak Pass are icebound in varying degrees. See the

Cook Inlet introductory section and specific port description for more information.) Ice can be a problem

in the Cook Inlet from Ninichik to Anchorage, from the

combination of temperature, currents, and ice floe encounters. Propulsion and machinery have special

equipment and operating requirements, as do cargo

operations, moorage, and vessel draft. See Winter Operating Guidelines (indexed as such), chapter 4 and

contact the USCG Captain of the Port, Western Alaska,

for more information.

Routes

(99) These are the usually traveled routes in W Alaska.

In laying out courses to pass through the geographic

positions of the turning points listed, allowance must

be made for wind and current. Departure from these

routes may become necessary because of weather conditions and ice in the more N latitudes. Special attention should be given to the continual current setting N

and W along the coast of Alaska. Where necessary, directions for entering a port are given in the text for the

place concerned, including information about dangers,

prominent features, and other pertinent information.

Strait of Juan de Fuca to Prince William Sound

ports (Cordova, Valdez, Whittier)

(100) Rhumb lines through:

(101) 48°31'N., 125°00'W.; Swiftsure Bank, Washington.

(102) 48°50'N., 125°39'W.; of Amphitrite Point, Canada.

(103) 50°01'N., 128°03'W.; off Solander Island, Canada.

(104) 51°49'N., 131°12'W.; off Cape St. James, Canada.

(105) 60°13'N., 146°41'W.; off Cape Hinchinbrook, Alaska.

Strait of Juan de Fuca to Seward

(106) Same as to Prince William Sound ports to

(107) 51°49'N., 131°12'W., thence great circle to

(108) 59°51'N., 149°17'W., S of Barwell Island off Cape

Resurrection.

Strait of Juan de Fuca to Cook Inlet ports

(Seldovia, Homer, Nikishka, Drift River, Anchorage)

(109) Same as to Prince William Sound ports to

(110) 50°01'N., 128°03'W., thence great circle to

(111) 59°03'N., 151°26'W., off East Chugach Island.

Strait of Juan de Fuca to Kodiak

(112) Same as to Prince William Sound ports to

(113) 50°01'N., 128°03'W., thence great circle to

(114) 57°42'N., 152°09'W., N of Cape Chiniak.

Strait of Juan de Fuca to Unimak Pass

(115) Great circle from

(116) 48°31'N., 125°00'W., to

(117) 54°00'N., 163°00'W., thence rhumb line to

(118) 54°20'N., 164°45'W., off Scotch Cap.

Cape Spencer to Beaufort Sea ■ Chapter 3 ■ 117
Cape Spencer to Prince William Sound ports

(119) Rhumb lines through:

(120) 58°10'N., 136°38'W.; off Cape Spencer.

(121) 59°43'N., 144°38'W.; S of buoy off Cape St. Elias.

(122) 60°13'N., 146°41'W.; off Cape Hinchinbrook.

Cape Spencer to Seward

(123) Rhumb lines through:

(124) 58°10'N., 136°38'W.; off Cape Spencer.

(125) 59°21'N., 146°19'W.; S of Middleton Island.

(126) 59°51'N., 149°17'W.; S of Barwell Island off Cape

Resurrection.

Cape Spencer to Cook Inlet ports

(127) Rhumb line from

(128) 58°10'N., 136°38'W. to

(129) 59°03'N., 151°26'W.

Cape Spencer to Kodiak

(130) Rhumb line from

(131) 58°10'N., 136°38'W. to

(132) 57°42'N., 152°09'W.

Prince William Sound ports to Seward

(133) From Elrington Passage clear Cape Puget and Cape

Junken by 1 mile, thence to 59°51'N., 149°17'W., S of

Barwell Island off Cape Resurrection.

Prince William Sound ports to Cook Inlet

(134) From Elrington Passage, rhumb lines through:

(135) 59°33'N., 149°38'W.; N of Seal Rocks.

(136) 59°21'N., 150°14'W.; off Outer Island.

(137) 59°09'N., 150°57'W.; off Gore Point.

(138) 59°03'N., 151°26'W.; off East Chugach Island.

Prince William Sound ports to Kodiak

(139) From Elrington Passage, rhumb line to 57°50'N.,

152°17'W.; off Spruce Cape.

Prince William Sound ports to Unimak Pass

(140) Same as to Cook Inlet, thence Shelikof Strait route.

Seward to Cook Inlet

(141) Rhumb lines through:

(142) 59°45'N., 149°26'W.; off Pilot Rock.

(143) 59°36'N., 149°32'W.; off Chiswell Island.

(144) 59°31'N., 149°40'W.; off Seal Rocks.

(145) 59°21'N., 150°14'W.; off Outer Island.

(146) 59°09'N., 150°57'W.; off Gore Point.

(147) 59°03'N., 151°26'W.; off East Chugach Island.

Seward to Kodiak

(148) Same as to Cook Inlet to 59°31'N., 149°40'W.,

thence rhumb lines through:

(149) 58°21'N., 151°54'W.; off Tonki Cape.

(150) 58°13'N., 151°56'W.; Marmot Strait.

(151) 57°50'N., 152°17'W.; off Spruce Cape.

Seward to Unimak Pass

(152) Same as to Cook Inlet, thence Shelikof Strait route.

Cook Inlet to Kodiak

(153) Rhumb lines through:

(154) 59°03'N., 151°53'W.; S of Cape Elizabeth Island.

(155) 58°21'N., 151°54'W.; off Tonki Cape.

(156) 58°13'N., 151°56'W.; Marmot Strait.

(157) 57°50'N., 152°17'W.; off Spruce Cape.

Cook Inlet to Unimak Pass

(158) Shelikof Strait route.

Shelikof Strait route–Cook Inlet to Unimak Pass

(159) Rhumb lines through:

(160) 59°03'N., 151°26'W.; off East Chugach Island.

(161) 59°01.6'N., 152°19.0'W.; N of Ushagat Island.

(162) 57°38.5'N., 154°33.8'W.; off Cape Uyak.

(163) 56°27.0'N., 156°48.0'W.; off Foggy Cape.

(164) 55°46.0'N., 158°37.8'W.; SE of Mitrofania Island.

(165) 55°21.6'N., 160°03.6'W.; N of Andronica Island.

(166) 55°22.8'N., 160°21.7'W.; N of Popof Island.

(167) 55°26.0'N., 160°43.5'W.; off Unga Spit.

(168) 55°17.5'N., 161°15.2'W.; off Seal Cape Light.

(169) 55°17.2'N., 161°39.5'W.; N of Ukolnoi Island.

(170) 55°10.9'N., 161°54.2'W.; off Arch Point.

(171) 55°07.5'N., 161°55.6'W.; off Moss Cape.

(172) 55°06.7'N., 161°56.2'W.; NW of Goloi Island.

(173) 55°02.6'N., 161°54.5'W.; E of Iliasik Islands Light.

(174) 55°02.0'N., 161°55.5'W.; SE of Iliasik Islands Light.

(175) 55°00.5'N., 162°20.1'W.; N of Deer Island.

(176) 54°57.4'N., 162°27.6'W.; W of Fox Island.

(177) 54°48.1'N., 162°44.6'W.; W of Umga Island.

(178) 54°37.8'N., 163°03.6'W.; off Cape Pankof.

(179) 54°20'N., 164°45'W.; off Scotch Cap.

Kodiak to Unimak Pass

(180) Proceed via Narrow Strait, Whale Passage,

Kupreanof Strait, and Shelikof Strait route.

Unimak Pass to Aleutian Islands ports

(181) Rhumb lines along the N coast of the Aleutian

chain through:

To Dutch Harbor and Unalaska

(182) 54°20'N., 164°45'W.; off Scotch Cap.

(183) 54°20'N., 165°38'W.; off Akun Head.

(184) 54°16'N., 166°00'W.; off North Head.

(185) 54°02'N., 166°24'W.; off Priest Rock Light.

(186) 53°55'N., 166°29'W.; off Ulakta Head.

118 ■ Chapter 3 ■ Volume 9
To Kuluk Bay

(187) 54°20'N., 164°45'W.; off Scotch Cap.

(188) 54°20'N., 165°38'W.; off Akun Head.

(189) 54°08'N., 166°40'W.; off Cape Cheerful.

(190) 53°36'N., 168°14'W.; N of Umnak Island.

(191) 52°28'N., 172°26'W.; N of Seguam Island.

(192) 52°28'N., 174°09'W.; off North Cape Light (Atka Island).

(193) 52°10'N., 176°09'W.; off Swallow Head Light (Great

Sitkin Island).

(194) 51°54'N., 176°30'W.; E of Kuluk Shoal.

To Kiska

(195) Same as to Kuluk Bay to 52°10'N., 176°09'W.,

thence rhumb lines through:

(196) 52°07'N., 179°46'E.; N of Semisopochnoi Island.

(197) 52°08'N., 178°05'E.; N of Segula Island.

(198) 52°05'N., 177°46'E.; E of Haycock Rock.

(199) 51°58'N., 177°35'E.; off North Head.

To Alcan Harbor

(200) Same as to Kiska to 52°08'N., 178°05'E., thence

rhumb lines through:

(201) 52°13'N., 177°38'E.; off Sirius Point (Kiska Island).

(202) 52°47'N., 174°05'E.; N of Shemya Island.

To Massacre Bay

(203) Same as to Alcan Harbor, thence rhumb lines

through:

(204) 52°49'N., 173°53'E.; N of Alaid Island.

(205) 52°47'N., 173°19'E.; off Alexai Point.

(206) Vessels may also proceed from Unimak Pass to Massacre Bay by great circle.

Unimak Pass to Bering Sea ports

(207) Rhumb lines through:

(208) To Port Moller

(209) 54°20'N., 164°45'W.; S of Scotch Cap Light.

(210) 54°24'N., 164°59'W.; W of Scotch Cap Light.

(211) 54°36'N., 165°04'W.; off Cape Sarichef Light.

(212) 55°00'N., 164°36'W.; off Cape Mordvinof.

(213) 55°31'N., 163°18'W.; off Sea Lion Rock.

(214) 55°53'N., 162°15'W.; off Black Hill.

(215) 56°06'N., 160°50'W.; thence to entrance buoy.

(216) To Kvichak Bay

(217) Same as to Port Moller to 55°00'N., 164°36'W.;

thence rhumb lines through:

(218) 57°44'N., 157°53'W.; off Cape Greig Light.

(219) 58°14'N., 157°53'W.; off Red Bluff Light.

(220) 58°27'N., 157°41'W.; off Middle Bluff Light; thence

to the anchorage off the entrance to Naknek River.

(221) To Nushagak Bay

(222) Same as to Port Moller to

(223) 55°00'N., 164°36'W.; thence rhumb line to

(224) 57°44'N., 157°53'W. (off Cape Greig Light); thence

to entrance buoy.

(225) To St. Michael

(226) 54°20'N., 164°45'W.; S of Scotch Cap Light.

(227) 54°24'N., 164°59'W.; W of Scotch Cap Light.

(228) 54°36'N., 165°04'W.; off Cape Sarichef Light.

(229) 60°14'N., 168°04'W.; off Cape Mohican Light

(Nunivak Island).

(230) 63°00'N., 167°40'W.; 32 miles E of St. Lawrence Island.

(231) 63°41'N., 165°18'W.; Norton Sound.

(232) 63°41'N., 162°21'W.; N of Stuart Island.

(233) 63°32'N., 161°55'W.; off St. Michael.

(234) To Golovnin Bay

(235) Same as to St. Michael to

(236) 63°00'N., 167°40'W. thence rhumb line to

(237) 64°20'N., 163°00'W.

(238) To Nome

(239) Same as to St. Michael to

(240) 63°00'N., 167°40'W., thence rhumb line to

(241) 64°29'N., 165°26'W.

(242) To Port Clarence

(243) Same as to St. Michael to 63°00'N., 167°40'W.,

thence rhumb lines through:

(244) 64°58'N., 167°40'W.; E of King Island.

(245) 65°19'N., 167°40'W.; off Cape York.

(246) 65°19'N., 166°51'W.; off Point Spencer.

(247) 65°17'N., 166°25'W.

Unimak Pass to Arctic Ocean ports:

(248) To Point Hope

(249) Same as to St. Michael to 63°00'N., 167°40'W.,

thence rhumb lines through:

(250) 64°58'N., 167°40'W.; E of King Island.

(251) 65°38'N., 168°31'W.; E of Fairway Rock.

(252) 68°21'N., 167°18'W.

(253) To Point Barrow

(254) Same as to Point Hope to 68°21'N., 167°18'W.,

thence rhumb lines through:

(255) 68°58'N., 166°40'W.; off Cape Lisburne.

(256) 70°34'N., 162°25'W.; off Icy Cape.

(257) 71°20'N., 156°55'W.

Offshore Vessel Traffic Management

Recommendations

(258) Based on the West Coast Offshore Vessel Traffic

Risk Management Project, which was co-sponsored by

the Pacific States/British Columbia Oil Spill Task

Force and U.S. Coast Guard Pacific Area, it is recommended that, where no other traffic management areas

exist such as Traffic Separation Schemes, Vessel Traffic

Services, or recommended routes, vessels 300 gross

tons or larger transiting along the coast anywhere between Cook Inlet and San Diego should voluntarily stay

Cape Spencer to Beaufort Sea ■ Chapter 3 ■ 119
a minimum distance of 25 nautical miles offshore. It is

also recommended that tank ships laden with persistent petroleum products and transiting along the coast

between Cook Inlet and San Diego should voluntarily

stay a minimum distance of 50 nautical miles offshore.

Vessels transiting short distances between adjacent

ports should seek routing guidance as needed from the

local Captain of the Port or VTS authority for that area.

This recommendation is intended to reduce the potential for vessel groundings and resulting oil spills in the

event of a vessel casualty.

Principal ports

(259) The principal deep-draft commercial ports within

the area of this Coast Pilot are: Cordova, Valdez,

Whitter, Seward, Homer, Kenai, Nikiski, Drift River,

Anchorage, Kodiak, Sand Point, Unalaska, and Adak.

Pilotage, General

(260) State requirements for pilotage, except for certain

exempted vessels, are compulsory for all vessels navigating the waters of the State of Alaska. Exempted from

state requirements are:

(261) (1) vessels subject to federal pilot requirements under 46 U.S.C. 8502 except as provided in AS 08.62.185

[included in this topic];

(262) (2) fishing vessels, including fish processing and

fish tender vessels, registered in the United States or in

British Columbia, Canada;

(263) (3) vessels propelled by machinery and not more

than 65 feet in length over deck, except tugboats and

towboats propelled by steam;

(264) (4) vessels of United States registry of less than 300

gross tons and towboats of United States registry and

vessels owned by the State of Alaska, engaged exclusively

(265) (A) on the rivers of Alaska; or

(266) (B) in the coastwise trade on the west or north

coast of the United States including Alaska and Hawaii,

and including British Columbia, Yukon Territory, and

Northwest Territories, Canada;

(267) (5) vessels of Canada, built in Canada and manned

by Canadian citizens, engaged in frequent trade between

(268) (A) British Columbia and Southeastern Alaska on

the inside water of Southeastern Alaska south of 59 degrees, 29 minutes North latitude, if reciprocal exemptions are granted by Canada to vessels owned by the

State of Alaska and those of United States registry; or

(269) (B) northern Alaska north of 68 degrees, 7 minutes

North latitude and Yukon Territory or Northwest Territories;

(270) (6) pleasure craft of United States registry;

(271) (7) pleasure craft of foreign registry of 65 feet or

less in overall length; and

(272) (8) vessels of the Canadian Navy or Canadian Coast

Guard that have a home port in British Columbia, Canada, while navigating the inside water of Southeast

Alaska.

(273) (b) The operator of a pleasure craft of foreign registry of more than 65 feet overall length but less than 175

feet overall length may apply for an exemption from the

pilotage requirement of this chapter. If an exemption is

applied for and the fee prescribed under AS

08.62.140(b) [not in this text] is paid, the board may issue the exemption to the operator of the vessel. The exemption is valid for one year from the date on which

the exemption is issued. The application for an exemption must be submitted to the board at least 30 days before the vessel enters the state. The board shall approve

or deny an application for the exemption within 10

working days after the application is received by the

board. If the board does not approve or disapprove the

application within 10 working days, the exemption is

considered to be approved, and the board shall issue the

exemption. The 10-day period for action by the board is

suspended while the board is waiting for a response to a

request by the board for additional information from

the applicant. An exemption issued under this subsection may be revoked by the board if the vessel is not operated in a manner that is appropriate to protect

human life, property, and the marine environment or if

the vessel does not comply with all applicable local,

state, and federal laws. The exemption must remain on

the vessel while the vessel is in state water. An exemption issued under this subsection does not exempt a

vessel from the requirement to employ a pilot licensed

under this chapter while the vessel is in Wrangell

Narrows or in the water between Chatham Strait and

Sitka via Peril Strait.

(274) (c) The operator of a pleasure craft of foreign registry of more than 65 feet overall length but not more

than 125 feet overall length that has received an exemption under (b) of this section shall proceed upon

initial entry into state water to the first port of call to

receive navigational and safety information from an

agent registered under AS 08.62.040(a)(3) [not in this

text] who is employed by the operator of the vessel. The

navigational and safety information provided by the

agent must be approved by the marine pilot coordinator and annually reviewed, revised, and approved as

appropriate by the board at its spring meeting.

(275) (d) The operator of a pleasure craft of foreign registry of more than 125 feet overall length but less than

175 feet overall length that has received an exemption

under (b) of this section shall employ a pilot licensed

under this chapter from initial entry into compulsory

pilotage water of the state to the first port of call. The

marine pilot shall provide navigational and safety

120 ■ Chapter 3 ■ Volume 9
information relating to the pilotage region to the

operator of the vessel.

(276) (e) In (b) – (d) of this section,

(277) (1) “for hire” means for consideration contributed

as a condition of carriage on a vessel, whether directly

or indirectly flowing to the owner, charterer, operator,

agent, or other person having an interest in the vessel;

(278) (2) “pleasure craft” means a vessel that does not

carry passengers or freight for hire.

§08.62.185. Certain licensed pilots required for oil

tankers.

(279) (a) Any oil tanker, whether enrolled or registered,

of 50,000 dead weight tons or greater, shall, when navigating in state water beyond Alaska pilot stations employ a pilot licensed by the state under this chapter.

(280) (b) The pilot required in (a) of this section shall

control the vessel during all docking operations.

(281) The State of Alaska has established the following

boundaries for inside waters of Alaska:

(282) (1) all waters inside a line drawn from Cape

Spencer Light due south to a point of intersection

which is due west of the southern extremity of Cape

Cross; then to Cape Edgecumbe Light; then through

Cape Bartolome Light and extended to a point of intersection which is due west of Cape Muzon Light; then

due east to Cape Muzon Light; then to a point which is

one mile, 180° true, from Cape Chacon Light; then to

Barren Island Light; then to Lord Rock Light; then to

the southern extremity of Garnet Point, Kanagunut Island; then to the southeastern extremity of Island

Point, Sitklan Island; then from the northeastern extremity of Point Mansfield, Sitklan Island, 40° true, to

the mainland;

(283) (2) all waters of Prince William Sound and environs

inside a line drawn from Cape Puget to Point Elrington;

then to Cape Cleare; then Zaikof Point to Cape Hinchinbrook Light; then Point Bentinck to Okalee Spit;

(284) (3) all waters of Resurrection Bay inside a line extending from the southern tip of Aialik Cape to the

southern tip of Cape Resurrection;

(285) (4) all waters of Cook Inlet inside a line extending

from Cape Douglas to the western tip of Perl Island

then northward to the shoreline of the Kenai Peninsula;

(286) (5) all waters of Chiniak Bay inside a line extending

from Cape Chiniak to the eastern tip of Long Island

then to Spruce Cape;

(287) (6) all waters of Marmot Bay and environs including eastern approaches, inside a line extending from

Spruce Cape to the southern tip of Pillar Cape and

western approaches, inside a line extending from Cape

Nuniliak to the northern tip of Raspberry Island and

also inside a line extending from Raspberry Cape to

Miners Point;

(288) (7) all waters of Chignik Bay inside a line extending

from the eastern tip of Castle Cape to the western tip of

Nakchamik Island then to the eastern tip of Cape

Kumhun;

(289) (8) all waters of Unalaska Bay inside a line extending from the tip of the west headland of Constantine

Bay to Eider Point;

(290) (9) all waters of Port Moller and Herendeen Bay inside a line extending from Lagoon Point to Cape

Kutuzof;

(291) (10) all waters of Bristol Bay inside a line extending

from Cape Newenham to Cape Pierce, then to Cape

Constantine, then to the southern extremity of Egegik

Bay;

(292) (11) all waters of Kuskokwim Bay inside a line extending from Cape Newenham to Cape Avinof;

(293) (12) all waters of Norton Sound inside a line extending from the western tip of Stuart Island to Cape

Darby, then to Cape Nome;

(294) (13) all waters of Port Clarence inside a line extending from Pt. Spencer Lt. North to the Seward Peninsula

shore;

(295) (14) all waters of the Chukchi Sea and Kotzebue

Sound inside a line extending from Cape Prince of

Wales three miles due west (270° true) to a point approximately 65°38' north latitude, 168°15' west longitude; then due north (0° true) to a point approximately

66°27' north latitude, 168°15' west longitude; then 59°

true to a point approximately 66°45' north latitude,

167°02' west longitude; then due east (90° true) to a

point approximately 12 miles off the coast of Cape

Espenberg at the intersection with a line drawn from

Cape Espenberg to Cape Krusenstern, approximate position 66°45' north latitude, 163°40' west longitude;

then to Cape Krusenstern; then to Point Hope;

(296) (15) all waters surrounding the Pribilof Islands of

St. Paul and St. George from the shoreline seaward to

the outer limit of the three-mile territorial seas;

(297) (16) all waters surrounding the Bering Sea Islands

from shoreward to the outer limit of the three-mile territorial seas, including St. Lawrence Island, Nunivak

Island, St. Matthew Island, and Little Diomede Island;

(298) (17) all waters encompassing the Aleutian Islands

from the shoreline to the outer limit of the three-mile

territorial seas, including any and all islands around

the Fox Islands, Rat Islands, Near Islands, Andreanof Islands, and the Islands of Four Mountains;

(299) (18) all waters encompassing the south coast of the

Alaska Peninsula from Cape Kanatak (Portage Bay) to

Cape Pankof to the outer limit of the three-mile territorial seas, including any and all islands around the

Shumagin Islands, Semedi Islands, Pavlof Islands,

Sutwik Island, Sanak Island, and the Sandman Reefs;

Cape Spencer to Beaufort Sea ■ Chapter 3 ■ 121
(300) (19) all waters of the north coast of the Alaska Peninsula from Cape Krenzin to the southern extremity of

Egegik Bay to the outer limit of the three-mile territorial seas, including Amak Island and Sea Lion Rocks.

(301) Vessels are excluded from the use of a state licensed

marine pilot in compulsory pilotage waters when proceeding directly between points outside Alaska and an

established pilot station for the express purpose of embarking or disembarking a pilot in the following

situations:

(302) (1) travel via Revillagigedo Channel to Twin Islands

Pilot Station; in transiting Revillagigedo Channel,

ships must stay west of longitude 131°05';

(303) (2) travel via Clarence Strait to the following:

(304) (A) Guard Island Pilot Station;

(305) (B) Point McCartey Pilot Station;

(306) (C) Chasina Point Pilot Station;

(307) (3) repealed 10/18/2001;

(308) (4) travel via Cape Muzon in Cordova Bay;

(309) (A) to Shoe Island Pilot Station for vessels proceeding to Long Island;

(310) (B) to Mellen Rock Pilot Station for vessels proceeding to Hydaburg;

(311) (5) travel via Cape Bartolome in Bucareli Bay to

Cabras Island Pilot Station;

(312) (6) travel via Cape Ommaney in Chatham Strait to

Frederick Sound Pilot Station;

(313) (7) travel via Sitka Sound to Sitka Sound Pilot Station;

(314) (8) travel via Prince William Sound to the Cordova

Pilot Station;

(315) (9) travel via Prince William Sound to the Valdez

Pilot Station;

(316) (10) travel via Prince William Sound to the

Whittier Pilot Station;

(317) (11) travel via Resurrection Bay to Seward Pilot

Station;

(318) (12) travel via Cook Inlet to the Homer Pilot Station;

(319) (13) travel to the Kodiak City or Womens Bay Pilot

Station without transiting Whale Passage;

(320) (14) travel by the most direct safe route to a pilot

station or pickup point arranged under 12 AAC

56.120(b) [see pilot boarding stations or pickup points

which follows in this chapter];

(321) (15) travel via Yakutat Bay to Yakutat Pilot Station.

Pilotage, Regions

(322) (1) Southeastern Alaska Region covers the compulsory pilotage waters of Alaska commencing at the

southern border with Canada, then west to and north

on 141oW. The Southeastern Alaska Region is served by

the Southeast Alaska Pilots. The main office is 1621

Tongass Avenue, Suite 300, Ketchikan, AK 99901,

telephone 907-225-9696, FAX 907-247-9696. Yakutat

Bay is discussed in this text. Ports S of Cape Spencer

are discussed in Coast Pilot 8. (See Yakutat Bay, chapter

4, for detailed pilotage information for that area.)

(323) (2) Southcentral Alaska Region covers the compulsory pilotage waters of Alaska commencing at the western boundary of the Southeastern Alaska pilotage

region, then generally west to 156oW. Southcentral

Alaska Region is served by the Southwest Alaska Pilots

Association. The main office is P.O. Box 977, Homer, AK

99603, telephone 1-800-478-8483, FAX 907-235-6119,

cable address SWAPILOT HOMER, radio call KCE-203.

The Homer office monitors VHF-FM channels 16 and

10, 24 hours daily.

(324) The other office is P.O. Box 869, Valdez, AK 99686,

telephone 907-835-2134, FAX 907-835-5372, radio call

WAB-982. The "EMERALD ISLAND" monitors channels

16 and 13, 24 hours daily.

(325) (3) Western Alaska Region covers the compulsory

pilotage waters of Alaska commencing at the western

boundary of the Southcentral pilotage region, then

west, north, and east to the northern border with Canada. The Western Alaska Region is served by the Alaska

Marine Pilots Association.

(326) The major ports served by the Southwest Alaska Pilots Association include, but are not limited to, all Cook

Inlet ports; all Kodiak Island ports; all Prince William

Sound ports, including Valdez, Cordova, and Whittier;

and Resurrection Bay including Seward.

(327) The Homer pilot boats are the “MARY DELE”: a

42-foot trawler, green hull, red and white deckhouse,

and the word Pilot forward; and the “KATMAI”: a

55-foot aluminum boat, and the word Pilot forward.

The pilot boat and/or the Homer office monitors channels 16 and 10, 24 hours daily. Contact the pilot boat directly or through the Homer office.

(328) The Valdez pilot station is the “EMERALD

ISLAND”; 91 feet long with black hull, white house.

“EMERALD ISLAND” monitors channels 16 and 13, 24

hours daily. Contact her directly. The Valdez pilot boats

include: the “COLUMBIA”, a 61-foot aluminum boat;

the “SILVER BULLET”, a 31-foot aluminum launch;

and the “BARANOF II”, a 43-foot trawler with a red hull

and white house; all have the word Pilot forward.

(329) The pilot boats for other South central Alaska ports

can be contacted by calling “SEWARD PILOT BOAT” or

“KODIAK PILOT”, etc., on VHF-FM channel 16 or on a

prearranged frequency between pilot and agent/vessel.

(330) Pilot services should be arranged in advance

through ship’s agents, or otherwise, in sufficient time

to enable the pilot to travel to the area where the service is required. The State of Alaska requires a 36-hour

notification for these pilots.

122 ■ Chapter 3 ■ Volume 9
(331) Alaska Marine Pilots Association's main office is

P.O. Box 730, Dutch Harbor, AK 99692, telephone

907-581-1240, FAX 907-581-1372, radio call KBK-383.

The pilot office, Dutch Harbor, monitors VHF-FM

channel 16 and 4125.0 kHz, daily 24 hours.

(332) The Alaska Marine Pilots provide extensive pilot

service to all ports W of Kodiak Island through the

Alaska Peninsula and Aleutian Islands, thence N to

Bristol Bay and N regions through the Arctic Ocean to

Demarcation Point. The major ports served include but

are not limited to Chignik, Sand Point, King Cove,

Akutan, Dutch Harbor, Captains Bay, Atka, Adak, Port

Moller, Naknek, Dillingham and Togiak.

(333) The Alaska Marine Pilots pilot boats can be contacted by calling "DUTCH HARBOR PILOT BOAT," etc.,

on VHF-FM channel 16 or on a prearranged frequency

between pilot and agent/vessel. When engaged in pilotage duties they display the appropriate day and night

signals.

(334) Pilot services should be arranged in advance

through ship's agents or otherwise, in sufficient time

to enable the pilot to travel. The State of Alaska requires a 48-hour notification for these pilots.

(335) During times of frequent vessel movements, Alaska

Marine Pilots station resident pilots in locations convenient to shipping activity to eliminate much of the detention with can occur due to inclement weather and

limited transportation common to the area. These locations include but are not limited to Sand Point, King

Cove, Port Moller, False Pass, Bristol Bay and Togiak.

Contact Alaska Marine Pilots, Dutch Harbor, for

current resident pilot locations.

(336) The established state pilot boarding stations or

pickup points for Alaska are as follows:

(337) (1) Guard Island – 1.0 mile 315° true from Guard

Island Light; approximate position 55°27.5' north latitude, 131°53.9' west longitude;

(338) (2) Point McCartey – 1.0 mile 090° true from Point

McCartey Light; approximate position 55°06.8' north

latitude, 131°40.5' west longitude;

(339) (3) Cabras Island – 1.0 mile 315° true from Cabras

Island; approximate position 55°22.0' north latitude,

133°24.8' west longitude;

(340) (4) Sitka Sound – 0.25 mile 000° true from the

Eckholms Light; approximate position 57°00.9' north

latitude, 135°21.4' west longitude;

(341) (5) repealed 5/31/2000;

(342) (6) Twin Island – 2.0 miles 045° true from Twin Island Light; approximate position 55°10.0' north latitude, 131°10.4' west longitude; this is a seasonal

station open only during the period May 1 through September 30;

(343) (7) Yakutat – 1.0 mile 315° true from Yakutat Bay

Lighted Whistle Buoy 4; approximate position 59°36.3'

north latitude, 139°52.5' west longitude;

(344) (8) Icy Bay – 9.0 miles 180° true from Claybluff

Point; approximate position 59° 49.0' north latitude,

141°35.0' west longitude;

(345) (9) Cordova – 2.0 miles 180° true from Sheep

Point; approximate position 60°35' north latitude,

146°00' west longitude;

(346) (10) Valdez and Whittier – approximately 3.1 miles

252° true from Bligh Reef Light; approximate position

60°49' north latitude, 147°01' west longitude;

(347) (11) Seward – 1.1 miles 152° true from Caines Head

Light; approximate position 59°58' north latitude,

149°22' west longitude;

(348) (12) Cook Inlet – 1.0 mile 180° true from Homer

Spit Light; approximate position 59°35' north latitude,

151°25' west longitude;

(349) (13) Kodiak (City) or Womens Bay – 2.0 miles 100°

true from St. Paul Harbor Entrance Light; approximate

position 57°44' north latitude, 152°22' west longitude;

(350) (14) Discoverer Bay – 2.0 miles 000° true from

Posliedni Point; approximate position 58°28' north latitude, 152°20' west longitude;

(351) (15) Port Wakefield – 1.0 mile 298° true from

Kekur Point; approximate position 57°52' north latitude, 152°49' west longitude;

(352) (16) Port Bailey – 1.5 miles 000° true from Dry

Spruce Bay Light; approximate position 57°59' north

latitude, 153°06' west longitude;

(353) (17) Uganik – 2.0 miles 284° true from East Point;

approximate position 57°51' north latitude, 153°32'

west longitude;

(354) (18) Larsen Bay – 1.0 mile 090° true from Harvester Island; approximate position 57°39' north latitude, 153°57' west longitude;

(355) (19) Alitak – 2.4 miles 131° true from Cape Alitak

Light; approximate position 56°49' north latitude,

154°15' west longitude;

(356) (20) Old Harbor – 1.0 mile 082° true from Cape

Liakik; approximate position 57°07' north latitude,

153°25' west longitude;

(357) (21) Chignik – 1.5 miles 020° true from Chignik

Spit Light; approximate position 56°20' north latitude,

158°22' west longitude;

(358) (22) Sand Point – Squaw Harbor – 2.7 miles 235°

true from Popof Head; approximate position 55°13'

north latitude, 160°24' west longitude;

(359) (23) King Cove – 1.5 miles 157° true from Morgan

Point Light; approximate position 55°01' north latitude, 162° 19' west longitude;

(360) (24) Cold Bay – 4.3 miles 177° true from Kaslokan

Point Light; approximate position 55°02' north latitude, 162°31' west longitude;

Cape Spencer to Beaufort Sea ■ Chapter 3 ■ 123
(361) (25) False Pass – 1.5 miles 315° true from Ikatan

Point; approximate position 54°48' north latitude,

163°13' west longitude;

(362) (26) Akutan – 1.0 mile 073° true from Akutan Point

Light; approximate position 54°09' north latitude,

165°42' west longitude;

(363) (27) Dutch Harbor-Captains Bay – 1.0 mile 060°

true from Ulakta Head Light; approximate position

53°56' north latitude, 166°29' west longitude;

(364) (28) Adak – 2.0 miles 092° true from Gannet Rocks

Light; approximate position 51°52' north latitude,

176°33' west longitude;

(365) (29) Attu – 1.5 miles 180° true from Murder Point;

approximate position 52°46' north latitude, 173°11'

east longitude;

(366) (30) St. Paul Island – 4.0 miles 263° true from Reef

Point; approximate position 57°06' north latitude,

170°25' west longitude; or – 4.0 miles 043° true from

North Point; approximate position 57°16' north latitude, 170°13' west longitude;

(367) (31) Port Moller – 4.8 miles 048° true from Walrus

Island; approximate position 56°05' north latitude,

160°43' west longitude;

(368) (32) Port Heiden – 5.0 miles 340° true from

Strongonof Point; approximate position 56°58' north

latitude, 158°55' west longitude;

(369) (33) Ugashik Bay – 6.2 miles 291° true from Smoky

Point Light; approximate position 57°38' north latitude, 157°52' west longitude;

(370) (34) Egegik – approximate position 58°16' north

latitude, 157°42' west longitude;

(371) (35) Naknek – approximate position 58°39' north

latitude, 157°21' west longitude;

(372) (36) Nushagak Bay – approximate position 58°33'

north latitude, 158°24' west longitude;

(373) (37) Kulukak Bay – 3.0 miles 180° true from

Kulukak Point; approximate position 58°47' north latitude, 159°39' west longitude;

(374) (38) Togiak – 1.0 mile 180° true from Summit Island; approximate position 58°48' north latitude,

160°12' west longitude;

(375) (39) Kuskokwim River Region

(376) (A) Kuskokwim River – 59°42' north latitude,

162°19' west longitude;

(377) (B) Goodnews Bay – 7.5 miles 228° true from Platinum; approximate position 58°55' north latitude,

162°00' west longitude;

(378) (40) Kivalina/Cape Krusenstern – 14.0 miles 239°

true from the barge loading terminal; approximate position 67°27' north latitude, 164°35' west longitude;

(379) (41) Cape Spencer – 3.2 miles 090° true from Cape

Spencer Light; approximate position 58°12' north latitude, 136°32' west longitude; this is a seasonal station

open only during the period from May 1 – September

30;

(380) (42) St. George Island – either 3.0 miles 000° true

from St. George village; approximate position 56°39'

north latitude, 169°33' west longitude; or – 3.0 miles

210° true from Rush Point; approximate position

56°33' north latitude, 169°47' west longitude;

(381) (43) Frederick Sound – 3.0 miles 310° true from

Cornwallis Point Light; approximate position 56°58'

north latitude, 134°21' west longitude;

(382) (44) repealed 5/31/2000;

(383) (45) repealed 5/31/2000;

(384) (46) Chasina Point – 1.25 miles 013° true from

Chasina Point; approximate position 55°18' north latitude, 132°01' west longitude;

(385) (47) Shoe Island – 2.0 miles 090° true from Shoe Island Light; approximate position 54°57' north latitude,

132°41' west longitude;

(386) (48) Mellen Rock – 0.6 mile 050° true from Mellen

Rock Light; approximate position 55°02' north latitude, 132°39' west longitude;

(387) (49) Atka/Nazan Bay – 1.1 miles 134° true from Flat

Point; approximate position 55°13' north latitude,

174°06' west longitude;

(388) (50) Tanaga Bay – 2.2 miles 202° true from Cape

Agamsik; approximate position 51°45' north latitude,

178°04' west longitude;

(389) (51) Kiska Harbor – 1.0 mile 270° true from Little

Kiska Head; approximate position 51°58.5' north latitude, 177°36.5' west longitude.

(390) (b) Inside compulsory pilotage waters, embarking

or disembarking pilots at any location inside of an established pilot station may be undertaken only by

agreement between a

(391) (1) pilot and a ship’s master in an emergency or for

reasons of safety when required by extreme weather or

other unforeseeable circumstances; or

(392) (2) pilot organization and a ship’s agent on a trial

basis to accommodate a newly established port, trade,

or route.

(393) (c) If safe and reliable transportation cannot be

provided to or from the pilot station, the nearest pilot

station with safe and reliable transportation shall be

used. If reasonable effort has been made to offer safe

and reliable transportation and the vessel, equipment,

or personnel do not meet the minimum standards set

out in (d) of this section, the pilot may use the

transportation provided.

(394) (d) In order to provide safe and reliable transportation for pilots, a vessel must have the following items

onboard:

(395) (1) licensed operator;

(396) (2) waterproof VHF radio in addition to the pilot’s

VHF radio;

124 ■ Chapter 3 ■ Volume 9
(397) (3) distress signals, including three parachute

flares, three hand held flares, and one dye marker in a

waterproof case;

(398) (4) first aid kit;

(399) (5) spare fuel supply, if the vessel is propelled by an

outboard motor;

(400) (6) radar reflector;

(401) (7) tool kit;

(402) (8) engine kill switch;

(403) (9) survival suits; one for each person onboard the

vessel;

(404) (10) flashlight;

(405) (11) anchor and 30 fathoms of line;

(406) (12) sound producing device;

(407) (13) pilot retrieval system;

(408) (14) high-intensity strobe when a pilot transfer occurs at night.

(409) (e) Before a trial pilot station established under (b)

(2) of this section may be used, it must be preliminarily

approved by the marine pilot coordinator. A trial pilot

station that has been preliminarily approved by the marine pilot coordinator will remain valid unless the

board disapproves the trial pilot station for further use.

The board will approve the trial station for notice as an

established pilot station if it determines that the trial

station accommodates a newly established port, trade,

or route and is in the public interest. The board will disapprove the trial station for further use if the board determines that the trial station is not necessary or not in

the public interest.

Towage

(410) Tugs are stationed at Anchorage, Homer, Seward,

Valdez, Whittier, and Kodiak. Navy tugs are stationed at

Adak. At other places any towing that is required is

done by cannery tenders and other local small craft.

Much of the cargo traffic between Washington State

and Alaska is by barges and tugs.

Vessel Arrival Inspections

(411) Vessels subject to U.S. quarantine, customs, immigration, and agricultural quarantine inspections generally make arrangements in advance through ships’

agents. Government officials conducting such inspections are stationed in most major ports. Mariners arriving at ports where officials are not stationed, should

contact the nearest activity providing that service. (See

Appendix A for addresses.) Unless otherwise directed,

officials usually board vessels at their berths.

Harbormasters

(412) Harbormasters are mentioned in the text when applicable. They generally have charge of the anchoring

and berthing of vessels.

Supplies

(413) Provisions and fuel are generally obtained by vessels prior to departure for western Alaska. Provisions

and limited amounts of marine supplies are available at

the principal towns in Alaska, and nearly all of the canneries can supply some provisions.

(414) Water is available at most of the ports and canneries, and gasoline, diesel fuel, and lubricating oils are

available in all the larger towns and at many of the canneries in western Alaska.

Repairs

(415) There are no repair facilities for large vessels in

south central or western Alaska. The nearest major facilities are in British Columbia and Washington. However, moderate-sized vessels can be lifted out at Seward,

and most principal ports do have facilities for minor

emergency repairs to machinery, engines, and small

boats.

(416) Some of the ports and canneries have small marine

railways, slipways, or grids, but these are subject to frequent change due to destruction from ice, abandonment of canneries, or discontinuance of service.

Communications

(417) Air service is available to most major ports in South

central and Western Alaska, with connections to nearly

every community in the State.

(418) Alaska State ferries maintain scheduled service between the cities of Whittier, Valdez, Cordova, Seward,

Homer, Kodiak, and down the Alaska Peninsula to

Dutch Harbor. The Alaska Highway System connects

most principal towns in South central Alaska (Anchorage, Kenai, Nikiski, Homer, Seward, and Valdez) with

each other, Fairbanks and AlCan (Alaska Canadian

Highway) thence the conterminous United States.

(419) Telephone service is available from most communities in Prince William Sound, Cook Inlet, and Kodiak

Island.

(420) AT&T Alascom operates a radio network that includes coast stations with ship-to-shore service

throughout most of Alaska. Complete information on

this service can be obtained from AT & T Alascom, Office of External Affairs, 210 E Bluff Dr., Anchorage, AK

99501 or by calling their Customer Service Department at 800-252-7266.

Reporting Marine Emergencies and Oil Spills

(421) Marine emergencies, oil spills, possible illegal entry, sightings of foreign naval or fishing vessels, icebergs, submarines, or any other unusual events should

be reported to the nearest Coast Guard unit by radio or

by calling, toll free, 800-478-5555 anywhere in Alaska

except Juneau, Douglas, or Kodiak. Within these cities,

Cape Spencer to Beaufort Sea ■ Chapter 3 ■ 125
call 463-2000 for Juneau/Douglas, and 487-5888 for

Kodiak.

Rescue Coordination Centers

(422) There are three Rescue Coordination Centers in

Alaska. The centers depend on information from many

sources in order to perform effectively. Mariners are requested to report any information to the nearest center

concerning fire, collision or other emergencies, foreign fishing vessels, oil spills, possible illegal entry,

submarine sightings, icebergs, foreign naval vessels, or

any unusual sightings. (See the appendix for the location of the centers.)

Small-craft facilities

(423) Small-craft facilities are limited in Alaska. In general, only the larger communities have gasoline, diesel

fuel, berths, marine supplies, and limited repair facilities. Services and supplies available at these facilities

are described under the communities concerned.

(424) A vessel of less than 65.6 feet (20 meters) in

length or a sailing vessel shall not impede the passage

of a vessel that can safely navigate only within a narrow channel or fairway. (Navigation Rules, International-Inland Rule 9(b).

Standard time

(425) All of Alaska E of 169°30'W. uses Alaska standard

time (Ak.s.t.), which is 9 hours slow of Greenwich

mean time. Example: when it is 1200 at Greenwich, it is

0300 in Juneau and Anchorage. All the Aleutian Islands

W of 169°30'W., including the communities of Adak,

Atka, Attu, and Shemya, use Hawaii-Aleutian Standard

time (H.A.s.t.), which is 10 hours slow of Greenwich

mean time. Example: when it is 1200 at Greenwich, it is

0200 at Adak.

Daylight saving time

(426) In Alaska clocks are advanced 1 hour on the second

Sunday in March and are set back to standard time on

the first Sunday of November.

Legal public holidays

(427) The following are legal holidays in the area covered

by this Coast Pilot: New Year’s Day, January 1; Martin

Luther King, Jr.’s Birthday, third Monday in January;

Washington’s Birthday, third Monday in February; Memorial Day, last Monday in May; Independence Day,

July 4; Labor Day, first Monday in September; Columbus Day, second Monday in October; Veterans Day, November 11; Thanksgiving Day, fourth Thursday in

November; and Christmas Day, December 25. The national holidays are observed by employees of the Federal Government and the District of Columbia, and

may not be observed by all the States in every case.

(428) In addition the following holidays are also observed

in the area covered by this Coast Pilot: Seward’s Day,

last Monday in March; Alaska Day, October 18.

126 ■ Chapter 3 ■ Volume 9
Cape Spencer to Beaufort Sea ■ Chapter 3 ■ 127
128 ■ Chapter 4 ■ Volume 9
Cape Spencer to Cook Inlet

(1) This chapter describes the S coast of the Alaska

mainland from Cape Spencer to Cook Inlet, and the

many passages and tributary waters of Prince William

Sound and Cook Inlet. Also described are the deepwater

ports of Valdez, Whittier, Anchorage, and Seward, and

the petroleum terminals and facilities on the Kenai

Peninsula, as well as the numerous fishing and logging

ports in this area.

Charts 16016, 16013

(2) From Cape Spencer the coast extends NW for about

130 miles to Yakutat Bay. The Fairweather Range begins 20 miles from Cape Spencer and extends to Alsek

River. The mountains are snowcapped and have elevations of 10,000 to more than 15,000 feet. From Alsek

River to Yakutat Bay the mountains are 4,000 to nearly

6,000 feet high. Along the coast are numerous glaciers

with terminal moraines. The most conspicuous are La

Perouse Glacier, with a sea face 200 to 300 feet high and

partly vertical; Yakutat Glacier, 25 miles E of Yakutat

Bay; and the great Malaspina Glacier, W of Yakutat Bay.

Weather, Cape Spencer to Cook Inlet

(3) Winds near the coast are only slightly less variable

than over the open sea. As this coastline is irregular,

with many islands, channels, and inlets, and is often

steep, there are strong local effects to both wind speed

and direction. In general, prevailing winds set parallel

to the coastline, while speeds are increased by funneling effects or decreased by blocking.

(4) The gale frequencies of less than one percent at

ports like Valdez, Anchorage, and Cordova can be misleading since they are usually much more sheltered

than their approaches. This is reflected in the frequencies of calms, which range from 12 to 40 percent during

the winter season. Storms and williwaws are responsible for the gales that are most likely in early winter.

Williwaws, which blow down from the mountains in

winter, occur along most of the coast; they are particularly severe at Seward. Extreme sustained winds at

these ports have reached 74 knots at Cape Spencer, 66

knots at Anchorage, and 70 knots at Yakutat. Gusts of

60 knots or greater occur almost monthly during the

winter season.

(5) In general from Cape Spencer to Yakutat, easterlies

and southeasterlies are frequent; and from Yakutat to

Cook Inlet, northeasterlies and easterlies prevail. At

Yakutat, east winds blow 30 percent or more of the time

from August through May. They also prevail at Cordova

during this period. At Valdez, the sheltering effects of

surrounding mountains funnel local winds into

northeasterlies in winter and southwesterlies in summer. Over Controller Bay, summer winds range from

the east through south and occasionally southwest.

Seward’s prevailing winds are from the north in winter

and south in summer. In Cook Inlet, winds are most

frequent from the north, with topography causing deflections to the northwest and northeast in some sections. At Anchorage, winter northerlies give way to

southeasterlies and southerlies from May through September. At Kenai, northerlies prevail in winter, although gales are often out of the east in early winter

and southeast later on; summer winds blow out of the

south through southwest. At Homer, winter northeasterlies give way to summer southwesterlies.

(6) Precipitation along this coast is also greatly influenced by topography. The annual ranges are from 16

inches (406 mm) at Anchorage to 146 inches (3708

mm) at Yakutat; records from Latouche, which has

since been abandoned, were 184 inches (4674 mm).

Most of it falls during the winter season. September

and October are often the rainiest months, when precipitation occurs on 20 to 26 days per month on the average, except at the well-sheltered ports. Snow is likely

from October through April. At Valdez, an average of 67

inches (1702 mm) falls in January compared to 7

inches (178 mm) at Kenai. April through June is often

the driest period.

(7) Poor visibilities are mainly caused by advection or

sea fog in the summer, and land fog or precipitation in

winter. In general, sea fog affects exposed ports, while

land fog is more of an influence at sheltered spots.

However, visibilities are most likely to drop below

one-half mile on winter mornings, even at exposed

ports. Land fog can be very dense for short periods. At

Cordova, for example, visibilities are most likely to be

below one-half mile in January, but below two miles in

August. Yakutat suffers from poor visibilities in both

midwinter and midsummer, when they drop below

one-half mile on up to six days per month. In Cook Inlet,

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 129
January is usually the foggiest month. This land fog

will set in during the night and persist until about

noon. Fog banks frequently hang over open waters after the harbors have been cleared. Occasionally in winter, if extremely cold air moves over the water, a steam

fog or frost smoke may be experienced as relatively

warm water evaporates into much colder air.

(8) Air temperatures are mild for these latitudes and

reflect the influence of the land and the sea. The more

continental ports have a wide daily and annual temperature spread compared to those exposed to the sea. A

noticeable cooling begins in September, when daytime

highs average in the low to middle 50’s (°F, 11° to

14°C), with nighttime lows in the lower forties (5° to

6°C). January is usually the coldest month and is the

time when the difference between exposed and sheltered locations is most noticeable. In the sheltered

Cook Inlet, average maximums are in the low twenties

(-6° to -4°C), while minimums drop to about 5°F

(-15°C) or less. At Seward, daytime highs average 30°F

(-1.1°C), with nighttime lows of 18 F (-7.8°C). At continental locations like Kenai, Anchorage, and Valdez,

temperatures fall below 0°F (-17.8°C) on an average of

10 to 15 days in January, compared to 3 days at Seward.

Freezing temperatures, also more frequent at sheltered

locations, are common from October through April.

Extreme low temperatures range from a -24°F

(-31.1°C) at Homer to a -48°F (-44.4°C) at Kenai. A noticeable warming begins in April, and the difference between the two types of locations becomes less

noticeable. Daytime highs in the low to mid forties (5°

to 8°C), and nighttime lows in the upper twenties to

low thirties (-2° to 1°C), are common. July and August

are usually the warmest months. Maximums average in

the low to middle sixties (16° to 19°C), while minimums are frequently in the mid– to upper forties (7° to

9°C). It is often warmest at the more sheltered ports.

Extreme highs reach the mid– to upper eighties (29° to

32°C).

(9) Ice is most often a problem along this coast in Cook

Inlet. The upper end is usually closed by ice to all but

heavily-built vessels, from December until late March.

Elsewhere in the rivers and bays and in Prince William

Sound, waters partially freeze after December 1, and

some floating ice is seen through May. This ice usually

does not interfere with navigation.

Chart 17301

(10) Cape Spencer (58°12'45"N., 136°39'30"W.), 873

miles from Seattle by the outside route and 976 miles

by the inside passage, is a conspicuous headland on the

NW side of the entrance to Cross Sound. The large

shoal area that extends about 1.3 miles S from the cape

has rocky islets, some of the inner ones wooded, and

rocks, the outermost of which break. The cape rises

rapidly to ridges about 1,800 feet high which are

heavily wooded up to 1,500 feet.

(11) Cape Spencer Light (58°11'56"N., 136°38'26"W.),

105 feet (32 m) above the water, is shown from a white

square tower on a rectangular concrete building on the

outermost large rocky islet S of the cape.

(12) Cross Sound, between Cape Spencer and Cape

Bingham, 8 miles SE, is the northernmost passage to

the inside waters of Southeast Alaska. The sound is described in U.S. Coast Pilot 8, Pacific Coast, AlaskaDixon Entrance to Cape Spencer.

(13) Dicks Arm, a narrow inlet less than 200 yards wide

in places, extends in a NNE direction for about 2 miles

along the SE side of Cape Spencer. From the head of the

arm, a gradually rising valley passes over a saddle to

Taylor Bay. A narrow channel, with depths of 21⁄2 to 12

fathoms leads E of Zip Rock, 20 feet high and bare,

through the off-lying rocks and islets to the inlet.

Depths of 3⁄4 to 8 fathoms are found in the inlet to

within 0.5 mile of the head, where it is shoal.

(14) Polka Rock, 20 feet high, is 2 miles NW of Cape

Spencer and at the outer edge of the foul ground,

marked by kelp, which extends about 0.5 mile from

shore in this general vicinity. Small craft approaching

Graves Harbor from the SE usually pass between Polka

Rock and Graves Rocks.

(15) Graves Rocks are a group of islets about 3.5 miles

NW of Cape Spencer and about 1 mile from shore. Near

the N end of the group is a wooded islet about 125 feet

high. Rocks and kelp patches extend to the mainland

and along the shore to Cape Spencer.

(16) Libby Island, 5.3 miles NW of Cape Spencer and 0.7

mile from the mainland, is high and wooded. Bare

rocks and rocks awash extend about 0.3 mile S of the island. Libby Island Light (58°16'24"N., 136°46'26"W.),

53 feet (16.2 m) above the water, is shown from a spindle with a red and white diamond-shaped daymark on

an islet SE of the island. Horn Mountain is a sharp, bare

peak on the mainland N of Libby Island.

(17) Graves Harbor has an entrance about 1.2 miles

wide between Graves Rocks and Libby Island Light and

extends inland for about 3 miles. Depths in the harbor

are 11 to 79 fathoms. The unnamed cove, which makes

off to the S from the head of Graves Harbor, affords

good landlocked anchorage in 7 to 15 fathoms and is

easily entered. A daybeacon marks a shoal on the W side

of the entrance to the cove.

(18) Murphy Cove, on the SE side of Graves Harbor 1.7

miles above Graves Rocks, has depths of 11 fathoms or

more in its outer part and affords snug anchorage for

130 ■ Chapter 4 ■ Volume 9
small vessels. Murk Bay, opposite Murphy Cove, is

clear but too deep and open for good anchorage.

(19) Torch Bay, 7 miles NW of Cape Spencer, extends inland more than 2 miles in a N direction and varies in

width from 1 mile at the entrance to 0.3 mile at the

head of the W arm. Rocks, which uncover 7 feet and always marked by breakers, are 1 mile S of Venisa Point,

on the W side of the entrance; vessels can pass on either

side of these rocks when entering the bay. The bay has

depths of 13 to 56 fathoms and is not a good anchorage

for large vessels; small vessels can find protected anchorage in the NE arm.

(20) Sugarloaf Island, 9 miles NW of Cape Spencer, was

named from its shape as seen from S, from which direction it appears barely detached from the islet-like point

projecting from Hankinson Peninsula. The island is

high and wooded. From W, it has a uniform N slope; the

S slope has a step and is separated from the narrow S

extremity by a deep V-shaped ravine. Bare rocks and

some that cover, fringe the shore from S around to W.

(21) Sugarloaf Island Shoal, about 0.5 mile long, is

about 1 mile S of the southern end of Sugarloaf Island.

A rock awash and submerged rocks on the shoal usually

break. A lighted whistle buoy is off the W end of the

shoal.

(22) During moderate E gales temporary anchorage is

possible in 10 to 18 fathoms, rocky bottom, in the cove

NE of Sugarloaf Island. The cove is 0.3 mile wide and

open to the NW.

Local magnetic disturbance

(23) Differences of as much as 31⁄4° from the normal

variation, have been observed at the S end of Sugarloaf

Island.

(24) Astrolabe Point, 11 miles NW of Cape Spencer, is

rugged and has bare cliffs on its W side; the S face of the

point is moderately wooded halfway up. Astrolabe

Rocks, some bare, submerged, or awash, are 0.3 mile S

of the point.

(25) Dixon Harbor, with its entrance between Sugarloaf

Island and Astrolabe Point, has depths of 60 to 20 fathoms over an average width of 0.8 mile for 2 miles N to

Thistle Cove, the NW arm. Depths of 13 to 18 feet are

just W of the middle of the entrance. A glacier above the

head of the harbor is visible from the entrance.

(26) Thistle Cove is 1 mile long in a N direction. At the

point on the NE side of the entrance is a grass-covered

rock, 20 feet high. In June 1998, it was reported that a

shoal extended across the entrance to the cove. As result, Dixon Harbor does not offer a secure anchor in S

or W weather.

(27) Palma Bay is between Astrolabe Point and Icy Point,

6 miles to the NNW. This large body of water, sometimes

called Icy Bay, has depths of 20 to 60 fathoms; large vessels have anchored close inshore in 15 to 20 fathoms.

(28) Boussole Head, in the E part of Palma Bay, is a

prominent wooded 650-foot-high peninsula which extends about 1 mile into the bay. The outer end of the

head is a natural arch which rises 60 feet above the water and is quite prominent from the S. Alder Rock, 0.3

mile S of Boussole Head, uncovers 4 feet.

(29) Astrolabe Bay, SE of Boussole Head, and Boussole

Bay, on the NW side of the head, are open to the S but

afford protection to small vessels in N or E weather. Anchorage is possible in 6 to 8 fathoms, sand bottom, near

the head of each bay; the best is in Boussole Bay.

(30) Another anchorage, which affords some protection

for small craft in W weather, is off the mouth of Kaknau

Creek, a large stream which empties into Palma Bay on

the NE side of Icy Point; recommended anchorage is

close inshore in 6 to 10 fathoms, sand bottom.

(31) Icy Point, on the W side of Palma Bay and 17 miles

NW of Cape Spencer, is low and wooded; from S La Perouse Glacier can be seen over the point. Many rocks

fringe the point but deep water is only 0.3 mile offshore.

Pilotage, Cape Spencer, Alaska

(32) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(33) The pilot association which serves Cape Spencer is:

(34) Southeastern Alaska Pilots Association, P.O. Box

6100, 1621 Tongass Ave., Suite 300, Ketchikan, AK

99901; telephone, 907-225-9696, fax 907-247-9696;

E-mail pilots@seapa.com; cable address, SEAPILOTS;

radio call, WKD-53. Their pilot office monitors

VHF-FM channel 12.

(35) The Southeastern Alaska Pilots Association pilot

boat is stationed at Cape Spencer pilot station. This

boat CORONA BOREALIS is 36 feet long with a white

hull and cabin with the word “PILOT” on the sides.

CORONA BOREALIS displays the international day and

night signals. Other vessels used for pilot transportation may or may not display international day and

night signals. When the pilot is on the pilot boat at or

near the pickup point VHF-FM channels 12, 13, and 16

are monitored and worked; the pilot station monitors

channels 13 and 16, and works channels 12 and 77.

(36) Pilot services should be arranged in advance

through ships' agents, or otherwise, in sufficient time

to enable the pilot to travel to the area where the service is required.

(37) The established pilot boarding station or pickup

point and other information for Cape Spencer is in

Chapter 3 of this pilot volume, and also in Chapter 3 of

Coast Pilot 8 (Alaska: Dixon Entrance to Cape Spencer).

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 131
Boarding instructions such as vessel’s speed, course,

ladder height, and preferred boarding side will be given

by the pilot prior to boarding. This information depends on weather condition and type of ship, also pilotage services are effected by weather, tides and currents,

and daylight hours.

Chart 16760

(38) From Icy Point to La Perouse Glacier, a distance of

about 8 miles, the coast is low and wooded, with rolling

hills that gradually increase in height to the bare

mountain peaks. Rocks extend along the coast about

halfway from the point to the glacier; the rest of the

way is mostly smooth sand beach.

(39) La Perouse Glacier, about 24 miles N of Cape

Spencer, is an outstanding landmark along this coast

because the mountains are often covered by clouds.

The face of the glacier is 200 to 300 feet high and is

nearly perpendicular; at the foot of the glacier is a narrow strip of sand beach strewn with boulders.

(40) Between La Perouse Glacier and Lituya Bay, 15

miles NW, the coast is low and densely wooded. About 2

miles inland are hills that rise in a succession of terraces to the snowcapped peaks of the Fairweather

Range. Most of the shore is sandy, with occasional

boulders; huge boulders cover the last 1.5 miles to

Lituya Bay.

Chart 16762

(41) Lituya Bay, 39 miles NW of Cape Spencer, affords

protected anchorage in all weather, but the entrance is

dangerous and should never be attempted except at

slack water because of the strong current. The bay extends about 6 miles in a NE direction and has widths of

1 to 2 miles. The shoaler area along the shore around

the bay is obstructed by tree trunks. Anchorage for

small boats close to the shore is not recommended because of the possibility of fouling anchors in the debris

of trees and roots.

(42) In July 1958, a giant wave, caused by an earthquake-induced avalanche, denuded the shores of

Lituya Bay of trees to a height of 1,720 feet. Giant waves

are a recurring phenomenon in the bay, and other catastrophic waves were observed in 1853, 1874, and 1936.

Steep shattered cliffs at the head of the bay present a

continuing hazard of avalanches; destructive waves,

caused by rock falls, can occur at any time.

(43) At the head of Lituya Bay are two arms, each leading to a glacier. Gilbert Inlet, on the NW, has Lituya

Glacier at its head; Crillon Inlet, on the SE, has North

Crillon Glacier at its head. Because of rapid shoaling,

depths in these inlets may differ from the charted

depths. Cascade Glacier, which discharges into the

head of the bay between the two arms, can be seen far at

sea. Depths in the bay are as much as 78 fathoms. Vessels can obtain water from streams near the head.

(44) Harbor Point, on the E side of the entrance to

Lituya Bay, can easily be identified from offshore by

The Paps, two conical, wooded hills about 1 mile to the

NE; the NW hill is the higher and rises to 540 feet.

Large boulders, 20 to 35 feet high, are strewn along the

beach. Cormorant Rock, 16 feet high, is the largest of

three bare rocks off the S side of Harbor Point.

(45) La Chaussee Spit, on the NW side of the entrance

to Lituya Bay, is 100 to 225 yards wide and about 0.7

mile long. The spit is 2 to 12 feet high; the outer side of

the spit is covered with large boulders.

(46) The entrance to Lituya Bay between Harbor Point

and La Chaussee Spit is about 350 yards wide but is

mostly foul. The channel has a controlling depth of

about 5 fathoms but is only about 50 yards wide; the

water shoals abruptly on either side and there are many

rocks. The entrance is marked by a 007°30' lighted

range.

(47) Anchorage Cove behind La Chaussee Spit, has

depths of 3 to 5 fathoms, but is obstructed by numerous

tree trunks and rocks awash and is not suitable for anchorage. On a flood tide with S weather, the cove has

considerable swell.

(48) Cenotaph Island, in midbay and about 3 miles from

the entrance, is densely wooded and has several hills,

the highest rising about 320 feet. The N and W sides of

the island slope gently, but the S side is an abrupt, high

cliff with depths of 75 fathoms only 100 yards away. The

island is named for a wooden monument, or cenotaph,

which was erected by La Perouse in 1786 in memory of

officers and men who were lost in the entrance to the

bay. No trace of the monument or its site have been

found in recent years.

Tides and currents

(49) The diurnal range of tide is 9.7 feet 2 miles inside

the entrance. The current velocity at the entrance is 5.1

knots on the flood and 4.1 knots on the ebb. Ebb currents, running against a SW swell, cause bad topping

seas or combers which are dangerous to small craft.

Small powered vessels in the bay should stay away from

the entrance on the ebb to avoid being swept through.

The ebb current follows a narrow path for several miles

out to sea and can be seen for some distance. On the

flood, the entrance is smooth and local fishing boats often negotiate it with a calm sea but are quickly swept

through the channel by the powerful current.

Strangers should not attempt to enter except at slack

water.

132 ■ Chapter 4 ■ Volume 9
Ice

(50) The bay has never been known to freeze over but

icebergs can always be found in the upper part. With

NE breezes these icebergs often reach the entrance to

the bay before melting. Ice is usually heaviest during

October. The many streams flowing from the glaciers at

the head of the bay give the water a murky discolored

appearance.

Chart 16760

(51) From Lituya Bay NW to Yakutat Bay, the shore is

mostly gently curving sand beaches but boulders are

found in the vicinity of Cape Fairweather and at other

places. Prevailing currents set NW about parallel to the

shore, but it has been observed that winds have a great

influence on directions and strengths.

(52) Cape Fairweather, 54 miles NW of Cape Spencer, is

an evenly rounded point sloping gently to the sea and

abruptly back to the mountains. The summit of the

cape is bare of vegetation but is covered with large piles

of glacier drift, some of a bright iron-rust color. Mount

Fairweather, 15,320 feet high, is 15 miles inland from

the cape and is on the Alaska-Canada boundary.

(53) Protection from SE weather can be had N of Cape

Fairweather, which appreciably breaks both wind and

swell. Just N is a high rocky slide, with a cataract several hundred feet high, which is prominent from offshore.

(54) Alsek River, about 82 miles NW of Cape Spencer,

empties into the NE part of Dry Bay. About 8 miles

back of the coast is Alsek Glacier. Dry Bay is filled with

bars and small islands between which are constantly

changing channels. The entrance to the bay, about 400

yards wide with depths of about 6 feet, has been used to

some extent by small craft. The tidal current has a velocity of about 2.5 knots on the ebb; during heavy

weather the sea breaks fully 2 miles offshore.

(55) From Dry Bay to Yakutat Bay, the mountains are 5

to 15 miles from the coast, and between is a low wooded

plain cut by numerous streams. The principal rivers between Dry Bay and Yakutat Bay have shifting bars at

their entrances and lagoons or tidal basins inside; they

can be used only by small boats or launches at high water and with a smooth sea. The mountains back of the

coastal plain carry numerous glaciers; Yakutat Glacier,

about 100 miles NW of Cape Spencer and 30 miles E of

Yakutat Bay, is 3 miles wide and very prominent.

(56) Mariners are advised that in glacially fed areas such

as Yakutat Bay, a layer boundary with a steep thermal/salinity gradient and/or suspended sediments in

the water column can produce erroneous bottom

traces on echo sounders. If this anomaly is suspected, a

handheld lead line should be used to penetrate the

layer for an accurate reading.

Chart 16761

(57) Yakutat Bay, 130 miles NW of Cape Spencer, has a

16.5-mile-wide entrance between Ocean Cape on the

SE and Point Manby on the NW; the bay is 7 miles wide

at Blizhni Point, 15 miles above the entrance, and 2

miles wide a few miles farther up in Disenchantment

Bay, the N extension of the bay. Yakutat Bay, the best

anchorage between Cape Spencer and Prince William

Sound for light and medium-draft vessels, is mostly

clear of islands and dangerous shoals. Depths in the bay

range from 2 fathoms, marked by heavy growths of kelp

W of Otmeloi and Krutoi Islands, to 141 fathoms off

Point Latouche, 23 miles above the entrance. Two to 3

miles outside the line between Ocean Cape and Point

Manby is a submarine ridge, very narrow on top, with

depths of 31⁄2 to 17 fathoms; the water deepens rapidly

to more than 30 fathoms on either side except near

Point Manby, and the ridge curves NE near Ocean Cape

to join shallower water. During heavy weather, it has

been observed that breakers or pronounced increased

height of swell occur across the entire entrance to

Yakutat Bay and may continue N to Disenchantment

Bay; at such times entrance is dangerous.

(58) Current predictions are unavailable for Yakutat

Bay, but complex currents are known to exist. The current to the E of Knight Island flows S on a flood tide

and N on an ebb tide.

(59) Ocean Cape, on the SE side of the entrance to

Yakutat Bay, is low and well wooded. Three bare

light-colored bluffs 50 to 70 feet high, the westernmost

point of the cape, are unmistakable landmarks. Ocean

Cape Light (59°32'08"N., 139°51'20"W.), 130 feet (39.6

m) above the water, is shown from a skeleton tower

with a red and white diamond-shaped daymark on one

of the bluffs. A lighted whistle buoy, 3 miles W of Ocean

Cape Light, marks the entrance to Yakutat Bay. Heavy

breakers have been observed up to 0.5 mile offshore

from the cape; vessels unfamiliar with the area should

not attempt to pass between the lighted whistle buoy

and Ocean Cape.

(60) Point Manby, on the NW side of the entrance to

Yakutat Bay, is low and wooded. There is usually heavy

surf and strong currents along the shore from this

point NE to Blizhni Point, making it dangerous for

boats to land, and causing migration of the shoreline

and sandbars close to shore. Landings at stream entrances should only be made at high water and with local knowledge.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 133
(61) Point Carrew is on the E side of Yakutat Bay 1.5

miles NE of Ocean Cape. A lighted whistle buoy, about 2

miles N of Point Carrew, marks the N end of a bank of

shoaler water extending from the point, and the turn

into Monti Bay. A rocky point, over which heavy surf

breaks, extends N from Point Carrew. The W shore of

Phipps Peninsula is foul with large boulders. The N and

NE shore of Phipps Peninsula is subject to a periodic

buildup of sand often producing sandbars offshore.

(62) Point Munoz, the westernmost extremity of

Khantaak Island, is 3.5 miles above Ocean Cape. Dangerous rocks and heavy kelp growth, over which heavy

surf breaks, extend SW to S from Point Munoz making

the area foul for vessels. The island is about 5 miles

long in a NE-SW direction and the greatest width is between Point Munoz and Point Turner, 2 miles to the

SE. Khantaak Island is low and wooded except at Point

Turner, which is a tongue of sand covered with grass

and bushes. Khantaak Island Light (59°33'36"N.,

139°47'03"W.), 28 feet (8.5 m) above the water, is shown

from a skeleton tower with a red and white diamond-shaped daymark on the S end of the island near

Point Turner.

(63) Monti Bay, entered between Point Carrew and

Point Munoz, extends about 3 miles SE to Yakutat,

then turns N to Yakutat Roads anchorage. Depths in

Monti Bay are 11 to 40 fathoms. The S side of the bay is

clear, but the N side in the vicinity of Khantaak Island is

foul. Heavy breakers are reported to exist at the entrance to Monti Bay. In 1999, it was reported that the

shoreline around Monti Bay was spreading seaward

with differences in excess of 10 meters from the

charted shoreline. Caution is advised near the shoreline throughout Monti Bay and Khantaak Island.

(64) The Ankau, on the S side of Monti Bay 1 mile SE of

Point Carrew, is the outlet of an intricate system of

shallow lagoons within the peninsula between the bay

and the ocean. In 1979, a depth of 5 feet could be carried through the entrance to The Ankau; currents are

strong and entry should not be attempted except at or

near slack water and as close to Ankau Head as possible.

A sandbar extending N across the channel from Ankau

Head is building to the E making entry into The Ankau

very difficult. Several large boulders on the S side

nearly block the entrance. Inside The Ankau, tides lag

those predicted for Yakutat by as much as 2 hours.

(65) Tzuse Shoal, about midway between Point Turner

and the Yakutat mainland, is a bare shoal about 300

yards in diameter at low water. A rock, 4 feet high, is

near the S side of the shoal. Two rocks, awash at lowest

tide, are about 0.2 mile N of the shoal. A lighted buoy,

(59°33'26"N., 139°45'51"W.), is about 100 yards SE of

the shoal.

(66) Yakutat, a town at the E end of Monti Bay, has a

small hospital, school, and two general stores. Lodging

is available at the airport S of the town.

(67) Vessels with drafts greater than 8 feet should anchor on the E side of the harbor.

Tide

(68) The diurnal range of tide at Yakutat is 10.1 feet.

Weather, Yakutat Vicinity

(69) The Yakutat area is surrounded on three sides by

the waters of the Gulf of Alaska and Yakutat Bay; consequently, the climate is maritime in character. Both

daily and seasonal average temperatures are held

within fairly well-confined limits. Differences between

average maximum and minimum readings range from

a little over 12°F (-11.1°C) in November and December

to around 15°F (-9.4°C) in March and April. Normal

monthly temperatures range from 25°F (-3.9°C) in

January to around 54°F (12.2°C) in July and August. Although Yakutat has experienced a record low of -24°F

(-31.1°C, December 1964), readings approaching this

figure are extremely rare. Yakutat averages about 20

days each year with temperatures below 0°F (-17.8°C).

The higher mountain areas to the north and northeast

of Yakutat, with extensive glaciation, provide down

slope cold air drainage which results in wide variations

of temperature within short distances. Maximum temperatures above the 80°F (26.7°C) mark have occurred

in June, July, and August with the all-time maximum of

87°F (30.6°C) occurring in June 1995.

(70) Although the area in the immediate vicinity of the

station is relatively flat, rather rough, hilly terrain exists within short distances. At distances of 40 to 75

miles (74 to 139 km) to the north and northeast, peaks

of the St. Elias Range rise to heights of from 14,000 to

almost 20,000 feet (4,267 to almost 6,096 m). The

upslope terrain, combined with the exposure of the station to moisture-laden air from the Gulf, tends to provide Yakutat with abundant rainfall. The annual

precipitation of 146 inches (3708 mm) is one of the

greatest in the state, and annual amounts have always

been in excess of 85 inches (2159 mm). Extremes include 1987 when 250.24 inches (6356.1 mm) of precipitation fell and 1950 when 85.99 inches (2184.2 mm) of

precipitation fell. Thunderstorms seldom occur, averaging only about one per year. June has the lowest average precipitation of any month with around seven

inches (178 mm). October, with an average of greater

than 21 inches (533 mm), has the heaviest monthly

rainfall. In spite of abundant rainfall, runoff from heavy

rain seldom creates a problem of any consequence.

This is particularly true in the vicinity of the station

where runoff not easily reaching drainage ditches is

134 ■ Chapter 4 ■ Volume 9
quite readily absorbed by the porous gravel which is exposed as a surface layer over much of the area. The

heavy precipitation produces copious growth of various

types of vegetation in the surrounding woods, including several types of edible berries. Heavy stands of timber in the area are harvested for lumber and pulp.

Salmon fishing is a main source of income for natives

in the area.

(71) Snowfall has occurred in all months of the year except June, July, and August. The heaviest fall in any

24-hour period was experienced in March of 1960 when

32 inches (813 mm) fell.

(72) Cloudiness is abundant with the annual average

sunrise to sunset exceeding eight-tenths sky cover.

During the spring, fall, and winter months, the Yakutat

area is subjected to numerous storms, usually accompanied by high winds. During these seasons, the low

pressure systems that develop in the Aleutians seem to

follow a path lying just S of this area, resulting in persistent cloudy weather and extensive precipitation in

the vicinity. During the summer, however, the weather

occasionally remains cloudless and delightful for days

at a time. The St. Elias Mountain Range, which borders

the area on the NE and contains numerous glaciers, exerts a pronounced effect upon the local weather, particularly when a steep pressure gradient develops with

low pressure in the Gulf to the SW of Yakutat. Under

these conditions cold winds move down from the glacier slopes and skies are generally cloudless.

Ice

(73) The ice in Yakutat Bay comes from the glaciers at

the head of Disenchantment Bay and Russell Fiords. It

is usually quite thick in Disenchantment Bay, but at

times is scarce. Ordinarily, the ice banks on the W side

of Yakutat Bay as far S as Blizhni Point. Scattered bergs

usually are found in the bay proper, and occasional

drifts find their way as far S as Ocean Cape and Point

Manby. Ice flows have reportedly been encountered W

of Knight Island on the E side of the bay.

(74) (See Appendix B for Yakutat climatological table.)

Pilotage, Yakutat Bay, Alaska

(75) Pilotage except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(76) The pilot association which serves Yakutat Bay is:

(77) Southeastern Alaska Pilots Association, P.O. Box

6100, 1621 Tongass Ave., Suite 300, Ketchikan, AK

99901; telephone, 907-225-9696, fax 907-247-9696;

E-mail pilots@seapa.com; cable address, SEAPILOTS;

radio call, WKD-53. Their pilot office monitors

VHF-FM channel 12.

(78) The Southeastern Alaska Pilots Association pilot

boat is stationed at Cape Spencer pilot station. This

boat CORONA BOREALIS is 36 feet long with a white

hull and cabin with the word “PILOT” on the sides.

CORONA BOREALIS displays the international day and

night signals. Other vessels used for pilot transportation may or may not display international day and

night signals. When the pilot is on the pilot boat at or

near the pickup point VHF-FM channels 12, 13, and 16

are monitored and worked; the pilot station monitors

channels 13 and 16, and works channels 12 and 77.

(79) Pilot services should be arranged in advance

through ships’ agents, or otherwise, in sufficient time

to enable the pilot to travel to the area where the service is required.

(80) The established pilot boarding station or pickup

point and other information for Yakutat Bay is in Chapter 3 of this pilot volume, and also in Chapter 3 of Coast

Pilot 8 (Alaska: Dixon Entrance to Cape Spencer).

Boarding instructions such as vessel’s speed, course,

ladder height, and preferred boarding side will be given

by the pilot prior to boarding. This information depends on weather condition and type of ship, also pilotage services are effected by weather, tides and currents,

and daylight hours.

Wharves

(81) YKI Fisheries Dock is on the S side near the head of

Monti Bay and has a 30-foot (9.1 m) face with 29 feet

(8.8 m) reported alongside in 2002.

(82) The Delta Western wharf is 100 yards W of the Fisheries Dock and has a 31-foot (9.5 m) face with 35 feet

(10.7 m) reported along each side in 2002. Gasoline,

diesel fuel, and water are available. Other petroleum

products can be delivered by truck from the airport.

(83) Sitka Sound Seafood Pier, 300 yards across the

head of Monti Bay from the Delta Western wharf, has a

2`31-foot (70.5 m) face with 52 feet (15.9 m) re-ported

alongside in 2002. The pier is exposed to SE swells.

(84) Another Sitka Sound Seafood Pier is about 500

yards WNW of the Seafood Pier described above.

(85) A small-craft and seaplane float owned by the State

and operated by the City of Yakutat is off Yakutat Roads

in Shipyard Cove, (59°33'49"N., 139°44'27"W.). A

48-foot (14.6 m) grid is on the W side of the approach..

A small-craft float 230 yards E can repair small vessels.

Limited repairs to small-craft are available at the cannery, when in operation, and at a garage in town.

(86) The harbormaster assigns berths; he can be contacted on VHF-FM channel 16 and by telephone

(907-784-3323 or 907-784-3270).

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 135
Communications

(87) Barge service is available, stops being made only as

freight traffic demands. Daily scheduled air service to

Anchorage, Cordova, and Juneau is available from the

Yakutat airfield, about 3 miles SE of the town; charter

air service is also available.

(88) Yakutat Roads, extending NNE from Monti Bay,

has a clear width of 0.3 mile E of Tzuse Shoal, a length

of about 2 miles, and depths of 4 to 23 fathoms, mud

bottom, except for an extensive foul area at its NE end.

A light marks the N limit of shoals on the E side of the

roads. The best anchorage for large vessels is in the

middle of Yakutat Roads in 15 to 23 fathoms.

(89) Port Mulgrave, on the W side of Yakutat Roads behind Point Turner, Khantaak Island, is 1 mile long and

about 200 yards wide; on the side opposite Point Turner

is Village Shoal, parts of which show at high water. The

entrance to Port Mulgrave has a depth of 11⁄2 feet; the

arm is useable only by small boats.

(90) Rurik Harbor, the next arm indenting the inner

side of Khantaak Island NE of Port Mulgrave, has

depths of 5 to 14 fathoms in its entrance. Small vessels

can anchor in the entrance.

(91) Sea Otter Bay, NE of Rurik Harbor, is 1.2 miles

long and has depths of 10 to 36 fathoms. Prince Shoal,

between Rurik Harbor and Sea Otter Bay, extends

about 0.5 mile SE from the Khantaak Island shore. The

shoal is foul with rocks and has an extensive area that

bares. Prince Shoal, partly bare at low water, extends

out 0.4 mile from the point on the NE side of the entrance. Small vessels can anchor in the entrance to

Rurik Harbor.

(92) Johnstone Passage, at the NE end of Yakutat

Roads, connects with several bays and arms between

the numerous islands and rocks behind Khantaak Island. The connecting channels are navigable only for

small craft at low water. Extensive shoaling and rocks

exist throughout the area; local knowledge is advised.

(93) Broken Oar Cove, 2.5 miles NE of Yakutat, is the

site of a logging operation. Sawmill Cove, on the S side

of Broken Oar Cove, is used as a log dump and has a log

boom with a submerged cable extending across the entrance.

(94) Redfield Cove, 3 miles NE of Broken Oar Cove, affords excellent protected anchorage for light and medium draft vessels in 5 to 22 fathoms. The S side is clear

of obstructions or shoals. A shoal extends about 0.3

mile SSW from the N entrance point. The safest passage to the bay is from N between Knight Island and

Krutoi Island. Unlighted buoys mark the passage.

(95) From the SE side of Knight Island, 6.5 miles N of

Redfield Cove, a 500-yard-wide ridge extends SE to

Tla-xagh Island. The ridge provides a good anchorage

in 14 fathoms for moderate-draft vessels. About 0.5

mile E of Tla-xagh Island is the entrance to Eleanor

Cove. Chicago Harbor, just NE of Eleanor Cove, is a

well-protected steep-sided cove for small craft.

(96) N of Point Latouche, the bay bends to the NE and

joins Disenchantment Bay. Depths of 105 to 128 fathoms are found throughout Disenchantment Bay, except in the vicinity of Haenke Island, about 4.5 miles

NE of Point Latouche, Osier Island, about 2.5 miles NE

of Haenke Island in the entrance to Russell Fiord, and a

small islet about 1.3 miles NE of Haenke Island. A partially protected anchorage in 35 fathoms can be found

behind Haenke Island.

(97) Turner Glacier and Hubbard Glacier actively discharge icebergs into the bay. The flow favors the W

shore but at times heavy ice concentrations can be

troublesome throughout the area. Turner Glacier flows

into the W side of the bay. The position of the glacier’s

terminus varies and, at times, a moraine bar is exposed

at low tide some distance off the ice cliffs. Hubbard Glacier, the largest tidal glacier in Alaska, discharges innumerable icebergs into the head of the bay along a

6-mile-long ice cliff. Large waves caused by calving ice

from the glacier makes landing on the shores of the N

part of the bay hazardous. Osier Island is 2.5 miles NE

of Haenke Island and located on the N end of the pass

between Hubbard Glacier and the mainland. In 1999, it

was reported that most of Osier Island was underneath

the glacier with only a small portion of the SE section

of the island visible above water. Hubbard Glacier has

advanced in recent years, at times closing the entrance

to Russell Fiord. Uncharted reefs, tidal currents, icebergs, and ice calving from the glacier and resulting

waves make navigation between Disenchantment Bay

and Russell Fiord extremely hazardous at all times.

(98) Mariners should contact the U.S. Forest Service

Public Affairs Office, Chatham Area, Region 10, 204

Siginaka Way, Sitka, Alaska 99835, for the latest conditions concerning Disenchantment Bay, Hubbard Glacier, and Russell Fiord; telephone, (907) 747-6671.

(99) Russell Fiord (see chart 16760) extends 27 miles

SE of Osier Island and has depths well over 100 fathoms

except in the vicinity of Hubbard Glacier. A branch,

Nunatak Fiord, extends E for 12 miles from Russell

Fiord to East Nunatak Glacier which terminates on

shoals that bare at low water.

(100) The pass between Disenchantment Bay and Russell

Fiord is dangerous and should be avoided by mariners.

The narrow entrance, strong currents and the threat of

sudden calving of ice from the glacier makes it unsafe.

(101) Tide rips and very strong currents exist at the entrance to Russell Fiord. Tidal currents have been observed to lag up to two hours after slack.

136 ■ Chapter 4 ■ Volume 9
Ice

(102) The ice in Yakutat Bay comes from glacier ice.

Floating glacier ice and icebergs from Hubbard and

Turner Glaciers is usually quite thick in Disenchantment Bay to as far S as Point Latouche.

Chart 16016

(103) Between Yakutat Bay and Cape Suckling, the coast

is formed by river and glacier deposit and is relatively

regular. Coastal currents are discussed in chapter 3.

(104) A short way inland, the St. Elias Range rises to

18,008 feet at Mount St. Elias, on the Alaska-Canada

boundary, and culminates in the 19,850-foot Mount

Logan in Canada. These towering snow-clad peaks,

only 25 miles apart, are surpassed in all Canada and the

United States only by central Alaska’s 20,320-foot

Mount McKinley.

(105) Stretching from Yakutat Bay to the Bering River in

one continuous icefield are the tremendous Malaspina

Glacier and Bering Glacier. Malaspina Glacier, which

covers most of the coastal plain between Yakutat Bay

and Icy Bay, reaches the sea at Sitkagi Bluffs which are

formed of forest and debris covered ice. From the sea

the glacier appears as a vast, almost featureless white

plain, gently sloping toward the coast from the base of

the towering peaks of the St. Elias Mountains.

Chart 16741

(106) Icy Bay is a glacially carved fiord that is 5 miles

wide at the mouth and extends inland more than 22

miles. Actively calving Guyot, Yahtse, and Tyndall Glaciers are at the N end of the bay.

(107) Caution: Mariners should use extreme caution

when navigating Icy Bay. Icebergs and floe ice are hazards and their movement can cause changes to both

shoreline and water depths.

(108) The bay is entered between Point Riou Spit, on the

SE, and Claybluff Point, on the NW. Both points are

composed of soft shale and long sandy beaches.

(109) A bar extends across the entrance of Icy Bay,

roughly in the shape of a crescent, with depths in

midchannel of 51⁄2 to 9 fathoms. Breakers extend out

from each entrance point along the crest of the bar,

varying from the size of the seas, but have never been

observed to encroach on the channel.

(110) It is reported that most points on the E side of the

bay give adequate radar returns from all positions in

the bay.

(111) Riou Bay is behind Point Riou Spit. Moraine Reef

lies in the entrance to Riou Bay. In surveys conducted

by the NOAA Ship RAINIER in 2000, enough sand had

accumulated around Moraine Reef to connect it to

Point Riou spit. Most of Moraine Reef covers at high

water. Numerous rocks awash and deadheads are in the

entrance and throughout the bay.

(112) Caution: Point Riou Spit has been observed to migrate rapidly and in 2000 had migrated 0.5 mile N and

W from Tsimpshian Pt. The rapidly changing shoreline

of Point Riou Spit may make it unsuitable for radar

navigation. Mariners are advised to give the spit a wide

berth due to the rapidly changing nature of the shoals..

(113) A dangerous shoal extends about 0.5 mile N from

the E sandspit to a 13⁄4-fathom spot in 59°55'43"N.,

141°25'54"W. Depths to the N of the shoal are greater

than 5 fathoms.

(114) Moraine Island, actually a peninsula, is on the E

side of Riou Bay. A bar, with a least depth of 3⁄4-fathom,

NW of Moraine Island, extends from 59°55'57"N.,

141°23'37"W. to 59°56'01"N., 141°23'53"W. A shallow

but navigable channel exists between the 3⁄4-fathom bar

and 11⁄4-fathom-spot about 0.5 mile. to the E. A temporary logging camp with an airstrip exists on Moraine Island during the summer months. Small tugs and log

barges use this passage en-route to the camp.

(115) Gull Island, a natural bird sanctuary, is 2.5 miles

NE of Moraine Island. A 40-foot-high conical hill on the

NE end of the island is conspicuous. A shoal extends 1

mile W from the SW tip of the island. Between the island and the SE shore of Icy Bay, the water is foul with

rocks and a moraine reef.

(116) The Icy Bay Lumber Company has a logging camp

on the NW side of the bay about 2 miles W of Claybluff

Point. Caretakers are in attendance at the camp during

the nonoperational winter months. An airstrip is also

located at the camp.

(117) The Icy Bay Lumber Company also operates a log

dump on the NW side of the bay at Carson Creek, about

2.5 miles NE of Claybluff Point. Heavy swells, which

frequently break along this coast, can make landings

difficult. A road terminates at Carson Creek.

Pilotage, Icy Bay

(118) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska. (See Pilotage, General (indexed), chapter 3, for pilot pickup station and other details.)

(119) The pilot boat can be contacted by calling “ICY BAY

PILOT BOAT” on VHF-FM channel 16 or on a prearranged frequency between pilot and agent/vessel.

Anchorage

(120) Possibly the best anchorage in Icy Bay is at the entrance to the bight E of Moraine Island. This harbor

makes an excellent anchorage in most weather, well

protected from the wind. The bottom is soft clay which

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 137
may yield in very high winds. In 2000, the controlling

depth in the NW part of the harbor was 4 fathoms with a

11⁄4-fathom spot at the entrance in 59°56'00"N.,

141°22'45"W. Do not anchor between Moraine Island

and Gull Island to the NE, as bergs drift through this

area, sometimes with considerable velocity. Off the entrance to Riou Bay, NE of Moraine Reef, is an area that

has a good holding bottom but is often exposed to

swells from the Gulf of Alaska. Riou Bay has many foul

areas along the E shore which, combined with the presence of Moraine Reef, makes the bay an undesirable anchorage.

(121) A 51⁄2-fathom spot is 3.5 miles SW of Kichyatt Point,

0.9 mile offshore.

Tides and currents

(122) The diurnal range of tide at Icy Bay is 9.9 feet. Currents in the bay are weak. The combined effect of the

ebb current and the discharge from the glacial streams

is most pronounced in the NW part of the bay. In the

entrance to Guyot Bay, the ebb current attains a velocity of 2 knots or more. The tidal current at the entrance

to Icy Bay floods NE and ebbs SW, with a velocity of

about 0.5 knot.

Weather, Icy Bay and vicinity

(123) The prevailing winds are E and NE. A breeze off the

glacier usually brings rain. Winds from other quarters

are seldom observed, although offshore winds are

known to blow at times. Breakers on the outside coast

are generally heavy and plainly audible on either side in

entering. Within the bay, W of Claybluff Point, breakers are frequently heavy enough to make landing difficult in small boats. Surf was observed along the E shore

of the bay and along Gull Island but the shore was still

often suitable for small craft landings.

(124) The bay trends generally NE for 10 miles with

depths of generally less than 50 fathoms below

Kichyatt Point. N of prominent Kichyatt Point, on the

W side of the bay, the shores are barren having been recently exposed by glacier retreat; the bay trends NW for

15 miles to Guyot Glacier and Yahtse Glacier which

discharge large amounts of icebergs. The W shore is

high; 7 miles NW of Kichyatt Point, Tsaa Fiord extends

W 3 miles heading in three calving glaciers. The E

shore of the bay is low and composed of glacial moraine

and outwash from Malaspina Glacier. Two miles NNE of

Kichyatt Point is low Kageet Point; N of the point Taan

Fiord extends 12 miles NE to Tyndall Glacier. Most of

the waters of these fiords are uncharted and mariners

are urged to use caution.

Ice

(125) Ice in the bay originates from the actively calving

glaciers at the head of the bay. The part of the bay N of

60°00'N. is usually filled with ice. In the S part of the

bay, the ice usually forms long tongues of loosely

packed ice. Icy Bay is usually ice-free from the E shore,

W to the centerline of the bay. The size of the ice ranges

from a few widely spaced bergs of over 200 feet in

length and 50 feet in height to many small bits 2 feet

and smaller. Riou Bay remains relatively free of ice during the summer. During and shortly after periods of

strong winds, the upper end of the bay is clear of ice

sometimes to the face of the glaciers.

(126) Caution should be exercised when approaching or

beaching a boat near the face of the glaciers. Boats may

be swamped by the large waves generated by the falling

of large chunks of ice into the water. Caution should

also be exercised in the vicinity of the larger bergs

which may roll over or break apart without warning.

(127) Freshwater may be obtained from streams along

the W side of the bay in the vicinity of Kichyatt Point.

Also, small icebergs can be taken aboard for potable water.

Chart 16016

(128) From Icy Bay to Cape Yakataga, the coast is backed

by a continuous ridge of stratified mountains 3,000 to

6,000 feet high. Numerous streams cut the foothills,

and a dense growth of alders and bushes line the shore.

(129) Yakataga Reef extends about 0.5 mile from shore at

Cape Yakataga (60°03'40"N., 142°26'00"W.) and parts of

it show above high water. This is the best landing place

between Icy Bay and Controller Bay about 57 miles to

the W, but landing is possible only with occasionally

smooth seas. In 1968, a depth of 9 fathoms was reported

about 15 miles S of Cape Yakataga in 59°50.0'N.,

142°31.0'W. An aero radiobeacon is at Cape Yakataga.

Chart 16723

(130) Caution: Mariners are urged to use caution when

navigating in the area of this chart due to possible

changes in depths and shoreline as a result of the earthquake of March 27, 1964.

(131) Cape Suckling (59°59'24"N., 143°53'36"W.), 25

miles NE of Cape St. Elias, is low and wooded. Two

miles N of the cape a prominent mountain ridge 1,500

to 2,500 feet high extends about 8 miles NE. Three

bluffs about 100 feet high are 1.5 to 2.9 miles W of Cape

Suckling. From the E bluff a sunken reef extends 0.6

mile SW to three rocks awash that are close together.

138 ■ Chapter 4 ■ Volume 9
(132) Southwest Breaker is a rock bare at low water, 3.8

miles 260° from Cape Suckling.

(133) Okalee Spit, forming the S side of Controller Bay, is

low with bare sand dunes, and is 7 miles long in an E-W

direction. The SE entrance to Controller Bay between

the N end of Kayak Island and Okalee Spit is of little use

except for small craft that can cross the flats E of

Wingham Island.

(134) Two prominent rocks about 75 feet high are in the

approach, about 1.5 miles E of Lemesurier Point at the

NE end of Kayak Island, and about 0.9 mile S of Okalee

Spit. Ledges which uncover are between the two rocks,

and extend about 300 yards E and W from them. Foul

ground with 13 feet over its outer half extends from

Lemesurier Point almost to the shoal surrounding the

rocks.

(135) The channel is over a bar with least depths of 17 to

19 feet, thence between Okalee Spit and the two prominent rocks. N from the rocks, the channel has depths of

5 to 6 fathoms until about 1 mile inside the N end of

Kayak Island; thence, through the flats, about 12 feet

can be carried to Kayak Entrance, and 6 feet to Okalee

Channel. Keep to the W of Southwest Breaker when using this channel.

(136) Kayak Island is 17.5 miles long, has peaks 1,110 to

1,390 feet high in the central portion, and slopes gradually to its N part, which is low and wooded.

(137) Cape St. Elias, the S end of Kayak Island, is an important and unmistakable landmark. It is a precipitous,

sharp, rocky ridge, about 1 mile long and 1,665 feet

high, with a low, wooded neck between it and the high

parts of the island farther N. Pinnacle Rock, about 0.2

mile off Cape St. Elias, is 494 feet high and connected

to the cape by a low, narrow strip of land.

(138) Cape St. Elias Light (59°47'54"N, 144°35'56"W.),

85 feet (25.9 m) above the water, is shown from a white

square tower at the corner of a rectangular building on

the SW end of Kayak Island.

(139) A breaking reef extends 1 mile SW from Pinnacle

Rock. Another breaking reef, about 1 mile E of Cape St.

Elias, extends about 1.5 miles SSE from Kayak Island

and then continues as a submerged ridge of 21⁄2 to 8

fathoms to Southeast Rock, which uncovers 11 feet.

Broken ground with 7 to 16 fathoms extends about 2.5

miles SW from the rock. A bell buoy, 3.2 miles SSW

from Cape St. Elias Light, is on the broken ground.

Tidal currents have considerable velocity across the

reefs.

(140) The E coast of Kayak Island is strewn with boulders

and landing is impracticable. Rocky shoals with 11 feet

over them are 1.8 miles 172° from Lemesurier Point.

Lying 3.2 miles SW of the point and 1 mile offshore is a

reef 0.5 mile long. Its N end is a rock 10 feet high and its

S end uncovers 5 feet. For 9 miles NE from Cape St.

Elias, rocks awash and breakers extend 0.8 mile off the

E coast of the island.

(141) Sea Ranger Reef is off the W coast of Kayak Island

3.3 miles N of Cape St. Elias. The inner shoal is 1 mile

from shore, has 11 feet over it and often breaks. The

outer shoal is 1.5 miles from shore, has a least known

depth of 24 feet, and seldom breaks. Tide rips occur

around it at times.

(142) The tidal currents on the W side of Kayak Island set

N on the flood and S on the ebb, with an estimated velocity of 0.6 knot.

Anchorage

(143) Good protection from all winds except from the W

can be found on the W side of Kayak Island. This area is

used by foreign fishing vessels, generally large stern

trawlers, for the transfer of fish between vessels at anchor. The smoothest water usually will be found between Sea Ranger Reef and Kayak Entrance, an

anchorage which is used by fishing vessels during the

halibut season. Indifferent anchorage can be had on the

E side of Kayak Island in 15 to 20 fathoms, about 1.5

miles offshore midway between Cape St. Elias and

Lemesurier Point. The holding ground is poor and a

vessel should be ready to move on short notice.

(144) Controller Bay is formed by Okalee Spit and Kayak

Island on the S and Wingham and Kanak Islands on the

W. For some distance back from the E shore the land is

but slightly above high water, and is broken by many

streams; the bay is mostly flats. Entrance is through

two principal channels, Kayak Entrance just S of

Wingham Island and Okalee Channel just N of

Wingham Island.

(145) Kayak Entrance, between Kayak and Wingham Islands, is rocky and foul with shoals. The least depth of

the shoals as far as abeam of the SE tip of Wingham Island is 1 fathom; above that and into the S portion of

Controller Bay the depth is not more than 3 feet. Two

rocks awash are about 0.3 mile N of the S entrance

point. The channel is 0.5 mile wide between spits,

which largely uncover, projecting out from Kayak and

Wingham Islands. Kayak Entrance should be used with

caution and only at high water.

Anchorage

(146) Anchorage can be made in 2 to 3 fathoms, bottom

soft in places, in Kayak Entrance as far N as abeam of

the SE end of Wingham Island. There is some local

chop with strong winds, but no outside swell enters the

bay either through Kayak Entrance or around the N

end of Kayak Island.

(147) Small vessels can anchor in the narrow channel

close to the E side of the N end of Wingham Island. This

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 139
channel is about 300 yards wide and has depths of 7 to

11 fathom for 1 mile S, then shoals gradually S. The

flats on the E edge of the channel have depths of 7 to 11

feet. At times the tidal currents in the channel have a

velocity of 3 knots or more.

(148) With heavy E winds, anchorage and shelter can be

found in 16 to 18 fathoms 0.5 mile off the W side of

Wingham Island.

(149) Wingham Island, 4 miles long and wooded, has

three hills. The highest hill, near its N end, rises to 833

feet. The W shore of the island is precipitous.

(150) Okalee Channel, between Wingham and Kanak Islands, is 0.6 mile wide at the entrance. A depth of 6 fathoms can be carried to abeam of the S tip of Kanak

Island. Further NE, and into the bay depths are less.

The channel is a secure anchorage, however, it changes

annually and should be used only with local knowledge.

(151) The shoal on the S side of Okalee Channel, 1.5

miles NE from Wingham Island, uncovers shortly after

high water, and this shoal and the one on the opposite

side of the channel are usually indicated by breakers.

The shoal extending S from Kanak Island is mostly uncovered at low water. Above these shoals the flats bordering Okalee Channel are partly uncovered at low

water only, and there is nothing to indicate the channel

when the flats are covered.

(152) Vessels sometimes anchor in Okalee Channel about

2 miles above the N end of Wingham Island. This part of

the channel is generally easy of access in clear weather.

In the absence of local knowledge, navigation above

this point should be at low water only.

(153) Kanak Island is about 4 miles long, very low and

flat, and wooded in the middle. Breakers mark the extensive shoal which extends from the W side of the island. The S edge of the shoal is within 1.2 miles of the N

end of Wingham Island.

(154) The passage between Kanak Island and Strawberry

Point is used only by small boats at high water with local knowledge.

Tides and currents

(155) The diurnal range of tide is 10.1 feet at the N end of

Wingham Island. The velocity of the current is 1.5

knots on the flood and 1.2 knots on the ebb off the N

end of Wingham Island, and 1.7 knots on the flood and

2.0 knots on the ebb in the channel SE of Kanak Island.

The currents set into Controller Bay through all the

entrances on the flood and out on the ebb. In Kayak Entrance the ebb has greater velocity than the flood and

the estimated velocity is not over 3 knots. Tide rips occur at times in the channels S of Wingham Island and

SE of Kanak Island.

Weather, Kanak Island and vicinity

(156) During the summer the prevailing winds are from

the E around through S to SW. During the early spring

and fall, NW winds blow with great force over the flats.

There is a great deal of cloudy misty weather during the

summer. Fog is infrequent and usually clears before

noon.

(157) Point Hey is a projecting and prominent point,

high and narrow, on the NW side of Controller Bay 1

mile N of Kanak Island. Chilkat, an abandoned village,

is on the W side of the mouth of Bering River, which

flows into the NE end of Controller Bay.

(158) Katalla Bay, 23 miles N from Cape St. Elias, is between Strawberry Point on the E and Martin Islands on

the W, a distance of about 4.5 miles, and indents the

coast about 2 miles to the mouth of Katalla River. The

bay is a roadstead sheltered from offshore winds, but

exposed to winds from SE through SW.

(159) Strawberry Point is low and bare at the end and

wooded toward the foot of a prominent hill on the point

which has a low break between it and the higher land N.

A shoal with little water over it, and on which the sea

generally breaks at low water, extends nearly 1.2 miles

S from the point.

(160) The NE shore of the bay from Strawberry Point to

the mouth of Katalla River is a steep sand beach. The

NW shore from Katalla to Martin Islands is foul and

should be given a berth of about 0.8 mile.

(161) Palm Point is 1.5 miles SW of Katalla. A boulder

reef, bare at low water, extends 0.4 mile S from it.

(162) Martin Islands, two in number and about 150 feet

high, have steep rocky sides, and are 0.5 miles from

shore. The N island is joined to the shore by a flat, bare

at extreme low water.

(163) Martin Islands Light (60°09'52"N., 144°36'22"W.),

150 feet (45.7 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark on the SW point of Fox Island, the outer island

of the Martin group. A 11⁄2-fathom reef extends about

0.8 mile SW of the light.

(164) Katalla is an abandoned village at the head of the

bay, on the W side of Katalla River. The bar at the

mouth of the river has a depth of about 3 feet, and the

sea generally breaks on it. The entrance is narrow and

rocky, and requires local knowledge. With a smooth

sea, lighters formerly landed in the bight on the NE

side of Palm Point. The beach always has some surf, and

with SE or SW winds, landing is impracticable. Shoals

extend on both sides of the river mouth.

(165) The anchorage in the bay is 1.5 to 2 miles S of

Katalla, in 51⁄4 to 7 fathoms, hard sand bottom. The

holding ground is generally good, but quicksand S of

Palm Point has caused the loss of many anchors. There

140 ■ Chapter 4 ■ Volume 9
are no dangers if the shore is given a berth of over 0.8

mile but avoid the shoal extending 1.5 miles S from

Strawberry Point.

Chart 16013

(166) Copper River (60°25.0'N., 145°00.0'W.) emerges

from the mountains between Miles Glacier and Childs

Glacier, above which are rapids. Below the rapids, the

river flows through broad flats in many changes channels which vary in depth from 5 to 20 feet at high

stages. There are five navigable channels in the Copper

River Delta. These channels require local knowledge

due to changing bar and sea conditions and frequent

dangerous breakers. The current is swift, and tidal effects are felt only near the mouth.

(167) The delta is low and marshy except for sand dunes,

50 to 150 feet high, on the islands and banks of the

main channel. From seaward, the vicinity of Copper

River shows as a vast, rugged range with numerous glaciers filling its gorges. From Point Martin to Hinchinbrook Island is a chain of low sand islets, 4 to 5 miles

offshore. These islets are marked by four seasonal

lights, shown 12 feet above the water from steel skeleton towers with red and white diamond-shaped

daymarks. The daymarks, moving E to W, are labeled

“S”, “K”, “G”, and “P” in black. These lights are frequently destroyed in severe weather conditions. Between 1-2 miles offshore of these lights are

corresponding red and white buoys with black letters

“S”, “K”, “G” and “P”. They do not mark the navigable

channels between the islets and should only be used for

position reference. Back of the islets are tidal flats of

mud and sand, intersected by sloughs which drain into

the Copper River passes and into Glacier and Eyak

Rivers.

(168) The shoals extending seaward from the islets off

the Copper River Delta have not been surveyed, however, danger can be avoided by giving the islets a berth

of more than 3 miles and by avoiding depths less than

10 fathoms.

(169) Alaganik Slough, the westernmost and main outlet

of Copper River, is 0.5 to 1 mile wide, with depths from

5 to 15 feet depending upon the stages of tide and river.

The mean range of tide is about 9 feet at the mouth, and

is reported to be 2 to 3 feet at Alaganik about 10 miles

up the slough.

Chart 16709

(170) Eyak River, 6 miles ENE of Point Whitshed

(60°26'45"N., 145°52'42"W.), flows from Eyak Lake and

has a swift current. At favorable stages of the tide it is

navigable for small, light-draft craft to the lake. A highway bridge with a 43-foot fixed span and a clearance of 8

feet crosses the river about 3.5 miles above the mouth.

Mountain Slough is 1.5 miles W from the mouth of

Eyak River.

(171) Egg Islands, about 5 miles SE of mainland Point

Whitshed and 10 miles E of Hinchinbrook Island, are

low and partly grass covered. Egg Island Channel, just

E of the islands, leads NE between sand and mudflats to

Alaganik Slough. The seaward approach to the channel

is marked by a lighted whistle buoy.

(172) Egg Island Light E (60°21'59"N., 145°45'19"W.),

33 feet (10.1 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark, on the SE island of the group.

(173) The current in the channel is strong. E of Egg Islands, flood and ebb velocities of 3 to 3.5 knots, respectively, setting in the direction of the channel, have been

observed. N of the islands a current of 1.5 knots, flooding NW and ebbing SE, was found. SE of Point

Whitshed a W flood of 1.5 knots was observed.

(174) Navigation with local knowledge in this area is limited to small craft. Anchorage can be found in the wider

parts of the sloughs N of the Egg Islands. There is no

protection from prevailing winds but seas are broken

up by the surrounding flats.

(175) Point Whitshed is at the S extremity of the Heney

Range, the steep E side of which flanks the alluvial

coastal region of the Cooper River. The waterfall, 1 mile

E from the point on the coastal side of the ridge, is a

prominent landmark, seen for several miles over the

mudflats, and shows well when the peaks and higher

land are cloud covered. The higher peaks on Heney

Range, as well as those on Hinchinbrook Island, are

generally sharp and bare topped. The end of the peninsula W from Heney Range is rolling hills. Government

Rock, at Point Whitshed, is 30 feet high and rounded in

outline.

(176) The irregular slough, marked by stakes and black

oil drum buoys and trending E and W near Point

Whitshed and Twin Rocks, has a controlling depth of

about 1 foot. When the Twin Rocks are just covered, the

depth in the slough is increased to about 6 feet. Twin

Rocks can be avoided by bringing the summit of

Mummy Island, a rounded wooded knoll, in range with

the 1,845-foot mountain peak on Hawkins Island.

(177) An abandoned radio tower is near Gravel Point on

the mainland about 1 mile E from Mummy Island.

(178) Mummy Island is about 425 feet high and wooded.

Mummy Island Light (60°27'54"N., 145°59'27"W.), 21

feet (6.4 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark

on the islets E of Mummy Island, where there is an approach through a slough. The islet 0.2 mile SW of

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 141
Mummy Island has two steep ends, 75 feet high, with a

low, flat strip between.

(179) Little Mummy Island, 0.7 mile NW of Mummy Island, is rounded in outline and profile.

(180) About 0.8 mile S of Mummy Island is Pinnacle

Rock, on the edge of a slough extending from Point

Bentinck to Mummy Island.

(181) Orca Inlet NE to Cordova from Mummy Island is

filled largely with flats. The channel from Mummy Island to Cordova is marked by seasonal buoys from May

to October. In June 1983, 11⁄4 fathoms could be carried

in the channel from Mummy Island to Cordova. Shoals

throughout the area are constantly shifting; numerous

other dangers exist in the area. Local knowledge is necessary. The inlet is described later in the chapter and

numerous other dangers exist in the area. Local knowledge is necessary.

(182) Point Bentinck (60°23.5'N., 146°05.0'W.), at the E

end of Hinchinbrook Island, is low, sandy, and grass

covered, with sand dunes and brush 0.5 mile back. The

brush covers a ridge extending SW from Strawberry

Hill at the S shore of Boswell Bay. The 798-foot knoll

with a parabolic antenna N of Boswell Bay is prominent. Point Bentinck Light (60°23'32"N.,

146°05'30"W.), 47 feet above the water, is shown from a

skeleton tower with a red and white diamond-shaped

daymark on the point.

(183) At low water, sandflats bare for 2 miles off Point

Bentinck. Part of this area is above high water offering

a footing for sparse grass and a lodging place for driftwood. Shoal water continues off the point in a SE direction, and about 4 miles from the point the shoal drops

off into deeper water.

(184) A lighted whistle buoy about 4.5 miles SSE of Point

Bentinck marks the seaward approach to a channel that

leads between the flats 1 mile E of the point to Orca Inlet. After crossing the bar, Strawberry Channel becomes deep and narrow abreast of Point Bentinck. Low

water is the best time to negotiate the entrance as the

flats are bare and of some aid and should be used only

with local knowledge.

(185) Currents with velocities up to 3 knots on the flood

and 2 knots on the ebb were observed in this channel.

On the bar, flood and ebb velocities of about 1 knot were

found setting NE and S, respectively. S of the flats

which extend W from Egg Islands, a NW flood of 0.5

knot and a SE ebb of 1 knot were observed.

(186) A 1⁄2-fathom spot is about 1.2 miles NNE of Point

Bentinck in about 60°24.7'N., 146°03.7'W. A group of

rocks that bare is in the middle of the entrance to

Boswell Bay in about 60°24.9'N., 146°05.7'W.

(187) Boswell Bay, indenting the E end of Hinchinbrook

Island, affords anchorage for small craft just inside the

entrance. Massive Boswell Rock is 100 yards off the N

point. Immediately adjacent to the point itself is an undercut rock. A very small rock is 100 yards outside of

Boswell Rock.

(188) To enter bring the 65-foot rock, brown in color and

near the S shore of the bay, just clear of the southernmost pinnacle inside the entrance, and steer on this

range until abreast of Boswell Rock. Then haul S a little

and anchor when the NE point of Hinchinbrook Island

is just shut in on the undercut rock. Flood and ebb velocities of 1.5 and 2 knots, respectively, have been observed in the narrow entrance.

(189) Hinchinbrook Island, SE coast.–A mountain ridge

parallels the SE coast of Hinchinbrook Island. The tree

line is about 1,000 feet high and the summits of the island are bare. The peaks are not prominent and from

offshore they are difficult to identify.

(190) The promontory between Point Steele and Hook

Point is 2 miles broad and is faced with 200-foot bluffs;

back of the bluffs is swampland. Lowland and sand

beaches are adjacent to the promontory on either side.

A boat can land in good weather on the NW side of Hook

Point and 0.5 mile N of Point Steele. Reefs extend 0.4

mile from the promontory.

(191) NE of Cape Hinchinbrook, the seaward face of Hinchinbrook Island is steep, with rocky bluffs at the water, for 12 miles to an open bight with a broad sand

beach on the W side of Hook Point.

(192) Hinchinbrook Entrance is described later.

Chart 16700

(193) Prince William Sound is an extensive body of water

with an area of about 2,500 square miles. It is very irregular in outline, with great arms spreading in all directions. The entrance, from Cape Hinchinbrook to

Cape Puget, is 58 miles across, but is almost closed off

by islands. The largest is Montague Island which extends well out into the ocean.

(194) Many of the islands and peninsulas in the sound are

low and tree covered but behind these rise eternal barriers of ice and snow. The Chugach Mountains stretch

NW from the St. Elias Range and enclose the sound

round through N and W. On the N shore glaciers come

down to the heads of the bays.

(195) Prince William Sound Shipping Safety Fairway,

extending SE from Hinchinbrook Entrance at the approaches to Prince William Sound, has separate inbound and outbound traffic lanes that merge in the NW

part. (See 166.100 through 166.110 and 166.400,

chapter 2, for limits and regulations.)

(196) There are three Safety Zones in Prince William

Sound: Valdez Marine Terminal, Ammunition Island,

and a Moving Safety Zone around explosive-carrying

142 ■ Chapter 4 ■ Volume 9
vessels. (See §165.1701, §165.1703, and §165.23,

chapter 2, for limits and regulations.)

(197) Traffic Separation Scheme (Prince William

Sound), wholly within U.S. Territorial waters, has inbound and outbound traffic lanes and separation zones,

and leads from the vicinity of Cape Hinchinbrook

through Prince William Sound and into Valdez Arm

(the entrance to Port Valdez). (See charts 531, 16013,

16700, 16709, and 16708. See also, Traffic Separation

Schemes (Traffic Lanes), indexed as such, chapter 1, for

additional information.) (See §167.1701, §167.1702,

and §167.1703, chapter 2, for limits and regulations.)

(198) Mariners approaching or departing Hinchinbrook

Entrance are advised to use caution, because of strong

currents, occasional severe weather, and fishing activity in the area. Hinchinbrook Entrance may be

transited E or W of Seal Rocks, at the vessel master’s

discretion.

Dangers

(199) The off-lying dangers in the approaches to Prince

William Sound are Middleton Island, Fountain Rock,

Wessels Reef, and Seal Rocks.

(200) The Hinchinbrook Entrance Safety Fairway has

been established to provide an unobstructed approach

for vessels from the SE to Hinchinbrook Entrance. Use

of this fairway provides safe clearance of Wessels Reef

and Seal Rocks, and terminates at Cape Hinchinbrook.

The Prince William Sound Vessel Traffic Service begins

about 3.5 miles after departing the designated safety

fairway. A RACON established at Seal Rocks and a radio

beacon at Cape Hinchinbrook provide aids to making

the approach.

(201) The March 1964 earthquake caused a bottom uplift of from 4 to 32 feet in Prince William Sound.

Some parts of the sound outside of the traffic separation scheme have not been surveyed since the earthquake. Until a complete survey is made of the area,

extreme caution is necessary because depths may be

considerably less than charted and mentioned in the

Coast Pilot.

(202) A Vessel Traffic Service (Prince William Sound

Vessel Traffic Service), operated by the U.S. Coast

Guard, has been established in Prince William Sound,

Valdez Arm, Valdez Narrows, and Port Valdez. The Service is designed to prevent collisions and groundings,

and to protect the navigable waters of the Vessel Traffic

Service area from environmental harm resulting from

such collisions and groundings.

(203) The Prince William Sound Vessel Traffic Service

comprises three major components: a Traffic Separation Scheme, a Vessel Movement Reporting System,

and radar surveillance. The Traffic Separation Scheme

comprises a network of one-way traffic lanes with a separation zone in between. The traffic lanes are each

1,500 yards wide from Hinchinbrook Entrance to the

vicinity of Bligh Reef at the SE end of Valdez Arm, then

gradually decrease in width to 1,000 yards and terminate at Rocky Point. The separation zone is 2,000 yards

wide between Hinchinbrook Entrance and the vicinity

of Bligh Reef, then gradually decreases in width to

1,000 yards and terminates at Rocky Point.

(204) The Vessel Movement Reporting System is controlled by the Vessel Traffic Center, call “Valdez Traffic,” which is operated continuously by the U.S. Coast

Guard. The center maintains radiotelephone communications with vessels in the Vessel Traffic Service Area

on VHF-FM channel 13. The center receives, assembles, and processes information from vessels through

mandatory and voluntary reports, and in turn disseminates marine safety information to vessels participating in the Service.

(205) Vessels of 20,000 DWT or more are required to

carry and operate an Automatic Identification System

Shipborne Equipment (AISSE) transponder within

the Prince William Sound regulated navigation area

(VTS Area). (See AISSE, indexed as such, chapter 1, and

§165.1704, chapter 2, for more information.)

(206) The radar surveillance system covers Valdez Arm,

Valdez Narrows, and Port Valdez from Coast Guard operated radar sites. One site is at Potato Point, on the W

side of Valdez Narrows, and the other is on Valdez Spit,

which borders the S and E sides of the small-boat basin

at Valdez. A continuous radar watch of these areas is

maintained by the Vessel Traffic Center.

(207) The mariner is cautioned that the reliability of information received by the Vessel Traffic Center may

vary depending on the method of receipt and source.

Additionally, the Coast Guard may not always have

first-hand knowledge of hazardous circumstances existing in the Vessel Traffic Service area, and unreported

hazards may confront the mariner at any time.

(208) The Vessel Traffic Service is shown on the appropriate nautical charts of the area.

(209) The rules governing vessels operating in the Vessel

Traffic Service area are given in §161.1 through

§161.23 and §161.60, chapter 2. In addition, detailed

operating procedures are contained in the Prince William Sound Vessel Traffic Service Operating Manual,

available from the Commanding Officer, Coast Guard

Vessel Traffic Service, Valdez, Alaska 99686.

(210) Every ladden oil tanker is escorted by an

ocean-going tug and a 210-foot Escort Response Vessel

(ERV) from Valdez Marine Terminal to Hinchinbrook

Entrance. ERV’s are equipped to tow or assist tankers

with power or maneuvering problems, to contain, recover and store oil, and carry spill response equipment.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 143
(211) In Prince William Sound, the narrow channel rule,

Inland Rule 9 Narrow Channel, applies when tank vessels, cruise ships, and tank barges are underway between their berths and the northern boundary of the

Traffic Separation Scheme in Valdez Arm. A vessel less

than 20 meters (66 feet) in length shall not impede the

passage of any vessel that can safely navigate only

within the narrow channel fairway. A vessel engaged in

fishing shall not impede the passage of any other vessel

navigating within a narrow channel or fairway. A vessel

shall not cross a narrow channel or fairway if the crossing will impede the passage of any vessel which can

safely navigate only within the narrow channel or fairway. All vessels shall avoid anchoring in a narrow channel, unless circumstances require a vessel to anchor to

avoid immediate danger. (See Navigation Rules, International-Inland).

Spill Response Resources

(212) Tank vessels carrying oil in bulk are required to

have an approved vessel response plan and spill response resources (owned or contracted) to enter US

Ports. (See Oil Pollution, indexed as such, chapter 1.)

In addition, all vessel spills are the responsibility of the

spiller to remove. Spill response resources are available

in Valdez, Cordova, Whittier, Port Etches, and Naked Island. Contact COTP in Valdez for further information.

(213) Middleton Island, about 50 miles off the entrance

to Prince William Sound, is comparatively low and

grass covered and difficult to pick up when making a

landfall. An aerolight is on the W side about 1.3 miles

from the S end of the island.

(214) From a few miles offshore the island appears flat.

The highest ground, on the S, has an elevation of 126

feet. A pinnacle rock at the extreme S end is conspicuous from E and W. The N end slopes to a sandspit.

(215) The E and S sides of the island are bold hard-clay

cliffs upon which great numbers of seafowl nest. The

steepest and highest section of the cliff, on the W side,

extends for 1 mile from the S end. There is also a short

section of cliff midway along the W shore.

(216) A sandbar, awash at low water, extends 1.3 miles

NW from the N tip of the island. The channel between

the extreme end of the bar and the main island, 0.5 mile

NW of the tip of the island, carries a depth of 3 fathoms,

but strong rips occur and it is dangerous to use.

(217) Middleton Island is inhabited by technicians that

operate the Federal Aviation Administration station.

The island is fringed by vast areas of reefs, rocks, and

kelp. Breakers occur at greater distances. Foul ground

extends 2 miles S of the island, terminating in breakers

except in very smooth weather. Seaward of these breakers, the bottom falls off rapidly into deepwater, except

that in 1967, a depth of 51⁄4 fathoms was found to exist

about 0.3 mile S of the foul ground in 59°22.3'N.,

146°23.1'W. Broken ground extends 3 miles to the E,

terminating in breakers which first begin to appear

when a moderate swell is running. This side of the island should be given a wide berth.

(218) The waters W of Middleton Island are clear of

off-lying dangers, giving an easy approach to an anchorage from this direction. The best anchorage is 1

mile S of the N tip and 2 miles W of the island in about

12 fathoms. Small vessels can anchor further E, 1 mile

W of the island, in about 7 to 8 fathoms. This area gives

protection from the NE and SE. Tidal currents, of about

2 knots, run approximately parallel to the island.

(219) There are two good landing places, depending on

the prevailing seas; one is on the NE side of the island

0.3 mile from the N tip; the other is on the W side of the

island, directly W of a quonset hut, 0.7 mile S of the N

tip of the island. These areas have steep beaches, and

landings can be made in moderate swells. The remains

of the S.S. COLDBROOK, which was wrecked in this vicinity in 1942, are above the high waterline.

(220) At the N and S ends of the island the current is irregular and sets in a NE-SW direction. Tide rips are visible several miles to the S of the island, and to the N in

the vicinity of Fountain Rock. Mariners are advised to

use extreme caution when navigating in shoal waters

in the vicinity of Middleton Island because of possible

additional shoaling as a result of the bottom uplift

caused by the earthquake of March 1964.

(221) Fountain Rock, 4 miles N of Middleton Island,

breaks in light seas. The rock, which uncovers 2 feet,

and the danger area, centered around the rock is about

0.5 mile square. Safe passage can be made midway between Fountain Rock and the N tip of Middleton Island

in 14 fathoms, but should be done so with caution.

(222) Wessels Reef, bare at low water and 2 miles long,

NNE-SSW, is about 19 miles N of Middleton Island.

Depths of 30 fathoms or more are close to the reef, and

with smooth seas it can hardly be detected. A buoy is on

the E side of the reef.

(223) Seal Rocks are discussed later with Hinchinbrook

Entrance.

Routes

(224) Vessels bound for ports on Prince William Sound

from E use Hinchinbrook Entrance, between

Montague and Hinchinbrook Islands. Vessels approaching from SW use Elrington Passage, it being the

best marked. Montague Strait, the widest and deepest

of the W entrances to Prince William Sound, Latouche

Passage, Prince of Wales Passage, and Bainbridge Passage are also available to vessels approaching from the

SW.

144 ■ Chapter 4 ■ Volume 9
Tides and currents

(225) In Prince William Sound high and low water occur

about the same time as at Cordova. The diurnal range

of tide is 12.5 feet at Cordova and 11.2 feet at Port

Etches at the entrance to the sound. (See the Tide Tables for daily predictions for Cordova.) It is reported

that the currents along the approach to Prince William

Sound set SW invariably, and occasionally with a velocity of 2.5 knots; accordingly, extreme caution is required in approaching Hinchinbrook Entrance in thick

weather.

Weather, Prince William Sound

(226) The waters of the sound are very deep and are

chilled by large amounts of ice from the surrounding

glaciers. The meeting of cold water and the colder air

from the mountains with the warmer waters and vapor-laden airs of the Gulf of Alaska causes changeable

weather; sudden wind squalls and thick fogs are common.

Ice

(227) Glacial ice is rarely found in the open waters of

Prince William Sound. Ice is discharged by the Columbia Glacier, N of Glacier Island, and is driven into the

sound by N winds; it may be expected, depending on the

winds, from Bligh Island to Bald Head Chris Island and

as far S as Storey Island. Large bergs may be found at

anytime along the N shore from Point Freemantle to

Fairmount Island.

(228) There are numerous discharging glaciers in Port

Wells, the NW arm of the sound, but ice rarely reaches

the entrance of the arm. There is a discharging glacier

at the head of Blackstone Bay, but the ice is confined to

the bay. Ice is discharged by Chenega Glacier on the SW

side of the sound, and occasionally drifts E as far as

Point Helen and the N entrance to Latouche Passage.

(229) During very cold weather ice sometimes forms in

the arms of the sound which reach well into the mountains, and is at times heavy enough to impede navigation.

(230) Montague Island, on the W side of Hinchinbrook

Entrance approach to Prince William Sound, is high,

mountainous, and wooded to about 1,000 feet. There

are no distinctive peaks, although Montague Peak, the

most N one of the range, can be distinguished from the

S. A striking characteristic of the E part of the N half of

the island is the regularity of the succession of spurs

reaching from the mountain range to the coast, where

the spurs terminate in dirt bluffs with comparatively

steep slopes.

(231) A constant SW current is reported along the E

coast of Montague Island. (See remarks on currents in

chapter 3.)

(232) Two logging camps are on the N side of Montague

Island. Brown bears are numerous on the island, and

visitors should exercise extreme caution.

(233) Montague Island was subjected to extensive upheaval during the March 1964 earthquake. Thirty-one

feet was measured at Macleod Harbor, 11 feet at Port

Chalmers, and 15 feet at Patton Bay. Mariners should

exercise extreme caution when navigating in depths

under 10 fathoms or areas of uneven bottom.

Chart 16701

S and E coast of Montague Island

(234) Cape Cleare, the SW extremity of Montague Island,

is gently rounding and consists of eroded bluffs with

rocky beaches. Back of the cliffs the cape is timbered

and undulating with the ground gradually rising to the

mountain masses nearby. A detached rock with a double head 25 feet high is about 75 yards off the SW extremity of the cape. Three pinnacle rocks, with least

depths of 2.4 fathoms, 2.9 fathoms and 3.8 fathoms are

S of the cape and located at:

(235) 59°44'40"N., 147°51'33"W.,

(236) 59°44'22"N., 147°51'38"W., and

(237) 59°44'15"N., 147°51'45"W., respectively. The cape

should be given a berth of at least 2.5 miles. Strong

tidal currents sweep around the cape and tide rips are

frequently encountered.

(238) Exposed anchorage can be had in the bight about 5

miles NE from Cape Cleare in 10 to 20 fathoms, sand

and gravel bottom. Cape Cleare was subjected to extensive upheaval during the March 1964 earthquake.

Shoaling and other scattered dangers exist in the area.

Mariners should exercise extreme caution when navigating in depths under 10 fathoms or areas of uneven

bottom.

(239) Neck Point, the first prominent point NE from

Cape Cleare, is a bold headland with eroded bluffs. A

prominent pinnacle rock 104 feet high is about 100

yards off the point and deep water extends close to

shore. The point is separated from the higher peaks

back of it by a neck of land somewhat lower than the

outside point. The headland and the 1,900-foot peak are

separated from the main ridge by a deep valley. When

viewed from a position SW of Cape Cleare the peak has

the appearance of a detached conical island.

(240) Jeanie Cove, a bight 10 miles NE from Cape Cleare,

is exposed to the S and affords no protected anchorage.

There are numerous reefs and rocky patches in this vicinity that should be avoided.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 145
(241) Rocks awash are 0.8 mile NE of the W entrance

point, and a reef, which uncovers, is 0.8 mile SW of

Jeanie Point, the E entrance point. A depth of 7 fathoms

is about 1.4 miles 212° from Jeanie Point.

(242) Jeanie Point is bold with rock cliffs. Back of the

cliffs the land is timbered and rolling. A prominent detached rock is a short distance off the point.

(243) Wooded Islands, on the SE side of Patton Bay, are

16 miles NE from Cape Cleare. The largest of the three

is wooded and flat topped, with a prominent

square-topped pinnacle rock about 175 yards off its W

end. Tanker Island, the middle islet about 0.4 mile E of

the largest island, has a small clump of trees near one

end that appear similar to the stack and wheelhouse of

a tanker. Fish Island, the easternmost islet, is small

with a few trees on the W summit. The area between the

islands is foul, and the small passage SW of the largest

island is shoal and foul. These islands should be given a

berth of at least 2 miles, and without local knowledge,

the shoal rocky passage SW of the islands should not be

used by small boats.

(244) A survey of the coast from Wooded Islands to Cape

Cleare disclosed no outlying dangers, but there are areas of broken bottom near the shore and vessels are advised to give the coast a berth of 3 miles.

(245) Patton Bay, 17 miles NE of Cape Cleare, is about

4.5 miles square with Box Point on the NE side and

Wooded Islands on the SE side. The deepwater entrance, about 3.5 miles wide, is between the rocky foul

ground extending E from Box Point and the irregular

rocky ground extending ENE from the Wooded Islands.

(246) Inside the bay, foul areas extend 0.3 mile S and 1.1

miles W of the S tip of Box Point. The E head of the bay

is foul over 1 mile offshore. There are foul areas from

the prominent pinnacle rock on the rocky point 2 miles

NW of the largest of the Wooded Islands: 0.7 mile NNW,

0.3 mile NE, and 0.8 mile SSE. Nellie Martin River, on

the S side of the bay, is blocked by a bar across its

mouth.

(247) There is good anchorage, except during NE to S

weather, for small boats in the bights at the NE, W, and

SW parts of the bay in 21⁄2 to 10 fathoms, sand bottom,

and for larger vessels in 15 fathoms or more, sand and

mud bottom.

(248) Box Point, 20 miles NE of Cape Cleare, is about 130

feet high and comparatively level, with steep bluffs, giving a rectangular appearance. Two box-shaped islets

are on foul ground extending about 2 miles E with a

41⁄4-fathom depth in 59o57'08"N., 147o18'10"W.

(249) Purple Bluff, 5 miles N of Box Point, has a purple

hue especially in the afternoon. South of Purple Bluff, a

conspicuous valley, drained by Beach River, trends far

inshore.

(250) From Purple Bluff to Zaikof Point, the outer coast

of Montague Island is unbroken and free from outlying

dangers except for Seal Rocks. About 3.5 miles S of Purple Bluff, a spit extends 0.5 mile offshore, terminating

in a group of rocks awash.

(251) The W and N coasts of Montague Island are described later.

Chart 16709

(252) Hinchinbrook Entrance, the main entrance to

Prince William Sound, is about 6 miles wide, and clear

with the exception of Seal Rocks. The entrance (1.5

miles SW of Cape Hinchinbrook Light) is 1,168 miles

from Seattle via Strait of Juan de Fuca and the outside

route, and 1,306 miles via the inside passages, Cross

Sound, and Cape Spencer.

(253) The S extremity of the Prince William Sound Traffic Separation Scheme leads through the middle of

Hinchinbrook Entrance. Additional information on

this scheme is given earlier in this chapter under

Prince William Sound.

(254) Seal Rocks, off the entrance, are 6 to 7 miles SW

from Cape Hinchinbrook and over 6 miles from

Montague Island. They are two bare rocks, 30 and 37

feet high, surrounded by low rocks. The westernmost

bare rock is marked by Seal Rocks Light (60°09'47"N.,

146°50'18"W.), 48 feet (14.6 m) above the water and

shown from a skeleton tower with a red and white diamond-shaped daymark. A radar beacon (Racon) is at

the light. Rocks, submerged and awash, extend 1 mile

NE and 0.4 mile SW from them. The entire reef within

the 10-fathom curve forms an obstruction nearly 2.9

miles long. A lighted whistle buoy marks the E end of

this obstruction.

Currents

(255) The tidal currents in the entrance set directly in or

out of the sound, except E of Seal Rocks where the currents usually run E to W regardless of the tide. There is

a strong set in the direction of Seal Rocks when the

wind is blowing from the E and the tide is ebbing. In

Hinchinbrook Entrance, Montague Strait, and

Latouche Passage, the velocity of the current is about 1

knot. The ebb current running out against a large swell

causes overfalls, especially in the deep water 2 or 3

miles E of Zaikof Point, which have been mistaken for

breakers. There are also tide rips on the broken ground

around Cape Hinchinbrook. The flood entering W of

Montague Island sets NE past Montague Point and

causes rips between it and Johnstone Point.

(256) Outside the entrance along the SE coast of Hinchinbrook Island the current sets SW almost constantly.

146 ■ Chapter 4 ■ Volume 9
(See remarks on current in chapter 3.) Current observations in Elrington Passage indicate a velocity of 1.5

knots.

(257) With a strong S gale and ebb tide, very heavy overfalls and tide rips occur in Hinchinbrook Entrance, and

are dangerous to small craft. Tremendous seas, steep

and breaking, are sometimes encountered just outside

the entrance. During heavy weather, tide rips and confused seas are in the vicinity of Wessels Reef. Many halibut schooners have foundered between Cape St. Elias

and Montague Island.

(258) Cape Hinchinbrook is on the E side of Hinchinbrook Entrance, the principal entrance to Prince William Sound from the E.

(259) A few rocky islets are close to the SE and SW sides

of the cape, and submerged reefs on which the sea

breaks in a moderate swell, are 0.4 mile SE and S from

the cape. The cape should be given a berth of at least 1

mile.

(260) Cape Hinchinbrook Light (60°14'15"N.,

146°38'48"W.), 235 feet (71.7 m) above the water, is

shown from a white square tower on the corner of a

building on the SW point of the cape.

(261) Zaikof Point, on the W side of Hinchinbrook Entrance, is one of three prominent points on the NE end

of Montague Island. Schooner Rock, marked by a light,

is a pinnacle 75 feet high about 0.3 mile off Zaikof

Point.

(262) Between the three prominent points are Zaikof and

Rocky Bays. Low depressions run through from the

heads of these bays to the W side of Montague Island.

(263) Zaikof Bay is clear, but exposed to NE winds. A

63⁄4-fathom shoal area is in the middle of the entrance

to the bay, 1.4 miles NW of Zaikof Point. An 81⁄2-fathom

shoal area is 3.6 miles from the head and in the middle

of the bay. A shoal area extending across the bay, with

depths of 103⁄4 fathoms and less, is about 2.3 miles from

the head of the bay. Anchorage can be selected with the

aid of the chart along the SE shore, from 2 miles inside

Schooner Rock to the head; also on a bar with 6 to 9

fathoms that extends across the bay 2.5 miles from the

head. A swell makes in during SE gales.

(264) A small vessel can anchor in the cove on the SE side

1.6 miles from the head, with shelter from NE winds.

Anchor close to the S side of the point, about 0.1 miles

from the short spit extending from it, in 8 to 10 fathoms. There is no swell, but the williwaws blow with

great force over the lower land inside the point. When

the wind hauls SE or S the williwaws come from all directions, and it is well to shift anchorage farther from

the spit. A small shallow lagoon is at the head of the

cove, and the bank is steep-to.

(265) Foul ground marked by kelp extends 0.6 mile N to

1.0 mile WNW off Middle Point, which separates Zaikof

and Rocky Bays.

(266) Rocky Bay is deep, and exposed to N and E winds. A

small vessel can anchor in good weather about 0.5 mile

from the head and 0.2 mile from the NW side, in 5 to 6.5

fathoms. Small craft can anchor all the way back in the

bay, about 0.2 mile from the head. The depth in this location is about 15 feet. When entering this area, care

should be taken to avoid a reef, 0.1 mile off the southern shore and a rock 0.15 mile SW of the reef.

(267) A reef that uncovers extends about 0.6 mile E from

Montague Point which forms the W side of Rocky Bay.

The S side of the bay has many dangerous off-lying

rocks and reefs that extend to 0.2 mile offshore. Mariners are advised to exercise extreme caution when navigating on this side of the bay.

(268) Port Etches, an inlet in the SW end of Hinchinbrook Island, has secure anchorage, the best in Hinchinbrook Entrance, and is easy of access. The

strongest gales are from the NE and are not steady, but

descend from the surrounding mountains in heavy

williwaws of varied direction, and at times blow hard in

Port Etches when comparatively light winds prevail

outside. The bay also serves as a mooring station for oil

spill response barges.

(269) The best anchorage for large vessels is abreast Garden Cove, in 11 to 14 fathoms, muddy bottom. A flat extends 1.5 miles from the head of the inlet, but can easily

be avoided. The swell is quite perceptible in heavy S

weather.

(270) Garden Cove, on the SE side 2 to 2.5 miles from the

head of Port Etches, is the best anchorage for small vessels. Garden Island, wooded and with a break through

it, is in the middle of the entrance; there is no safe passage NE of it. Point Horn, the SW point of the cove, is

the most prominent of the projecting points on the SE

shore of Port Etches.

(271) Anchor with Point Horn in line with the southernmost of the Porpoise Rocks, and about 250 yards SE of

Garden Island in 4 to 5 fathoms, sticky bottom. No

ocean swell reaches the anchorage, but, as elsewhere in

Port Etches, the williwaws are bad in E gales.

(272) English Bay, on the S side of the entrance to Port

Etches, is a bight about 0.4 mile wide. It can be used as

a temporary anchorage by small vessels, but is exposed

to the ocean swell in heavy weather and open to N and

W winds. E gales blow in williwaws from all directions

but do not raise much sea in the inner cove. The holding ground is good. A submerged rock is about 0.2 mile

N of the SW entrance point, in about 60°17.5'N.,

146°40.9'W.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 147
(273) The two bights on the SE shore of Port Etches, 1.2

and 3.5 miles NE of English Bay, are rocky and should

be avoided.

(274) Porpoise Rocks, on the NW side of the entrance to

Port Etches, are three principal rocks about 48 feet

high, with numerous small rocks among and E of

them. The westernmost and largest is flat on top and

grass covered, and has a rock covered at high water 200

yards W from it. Deep water is close to the rocks except

on their NE side where foul ground extends to Point

Barber at Nuchek, a distance of 1 mile, with no safe

channel between. Kelp surrounds Porpoise Rocks and

extends 0.4 mile SW of Point Barber.

(275) Nuchek is an abandoned Indian village at Point

Barber, the SE end of the shingle spit at the SW end of

Constantine Harbor. A hunting lodge is conspicuous.

(276) In good weather vessels have anchored off the shingle spit NW of Nuchek. It is an uncomfortable anchorage because of the swell. The best anchorage in about

10 fathoms, sandy bottom, is abreast the spit midway

between the village and the rocky wooded knob in the

middle of the spit, with the southeasternmost of the

three largest Porpoise Rocks in line with the end of

Hinchinbrook Island.

(277) Constantine Harbor, the lagoon on the NW side of

Port Etches, has its entrance at Phipps Point. It is suitable only for small craft because of the very narrow entrance channel, that is 50 to 100 yards wide with depths

of 3 to 15 feet. The tidal currents have considerable velocity in the entrance. The best time to enter is at high

water, preferably near slack. The harbor is mostly shallow, but has an area 0.5 mile long and 0.4 mile wide

with depths of 3 to 41⁄4 fathoms, sticky bottom, but exposed to williwaws. Numerous brown bears are reported to inhabit the area.

(278) On the NE side of the entrance are three small

rocky wooded islets with overhanging sides. Among

them are rocks awash, and 60 yards SSE from the W islet is a submerged rock, all marked by kelp at slack water. The channel is close to the W islet, between the foul

ground at the islets and a shoal of 9 to 10 feet extending

0.3 mile E from Phipps Point.

(279) Temporary anchorage in 10 to 12 fathoms, sticky

bottom, can be had about 0.6 mile SE of the rocky islets

in the entrance of Constantine Harbor; there is considerable swell in heavy weather.

(280) The diurnal range of tide in Port Etches is 11.2 feet.

(281) Bear Cape, steep and high, is the SW end of the NW

mountain ridge of Hinchinbrook Island. Deer Cove, 3

miles N of Bear Cape, has anchorage a little S of the

middle of the entrance in 3 to 6 fathoms, with shelter

from E and SE winds. A light is on the point at the S

side of the entrance to the cove.

(282) Shelter Bay, 5.5 miles NNE of Bear Cape, has a

shallow entrance with strong currents and is foul inside. It should not be used even by small craft. A shoal

with a rock that uncovers 3 feet extends 0.3 mile from

the shore of the bight at the entrance to Shelter Bay.

This bight should not be used without local knowledge.

(283) A vessel has anchored in 10 fathoms, about 0.3 mile

NW of The Seven Sisters, a group of rocks 2 miles N of

Shelter Bay, and found the williwaws less strong with

SE winds than at the anchorage in the cove 3 miles N of

Bear Cape.

(284) Temporary anchorage, with shelter from offshore

winds, can be had SW of the sharp point, with two rocks

about 30 feet high close-to, 0.4 mile SW of Johnstone

Point. The anchorage is about 0.5 mile off the sand

beach, in 10 fathoms, sandy bottom.

(285) Johnstone Point, the NW end of Hinchinbrook Island, is low and wooded with a small bluff at the water’s

edge. Johnstone Point Light (60°28'58"N.,

146°36'51"W.), 57 feet (17.4 m) above the water, is

shown from a skeleton tower with a red and white diamond-shaped daymark on a pillar rock off the point.

(286) Twin 100-foot communication towers, about 12

feet apart, and several buildings are about 1 mile E of

Johnstone Point.

(287) E of Johnstone Point the shore is low, and broken

by two shallow bays or lagoons. The E bay has secure

anchorage for small craft. The entrance, 4 miles E of

Johnstone Point, is W of a large island, and leads between two rocks. The one on the W side is bare at half

tide and is at the end of a sandspit extending from the

shore; it should be given a berth of about 40 yards. The

rock on the E side is bare at extreme low water. When

inside the rocks, head for the cove in the SW side of the

bay and anchor in about 3 fathoms, sticky bottom,

about 250 to 300 yards from shore and about halfway

between the sandspit mentioned above and the S shore

of the bay.

(288) Middle Ground Shoal, between Hinchinbrook and

Hawkins Islands, extends for 3 miles into Orca Bay. A

lighted bell buoy marks the NW end. The shoal consists

of sand and mud, and is subject to shifting. A narrow

unmarked channel with depths of about 2 feet leads

from the NW corner of the shoal SE into Hawkins Island Cutoff. Anchorage can be selected off the shore,

SW of Middle Ground Shoal, in 12 to 20 fathoms, soft

bottom, with shelter from S and E winds.

(289) Hawkins Island Cutoff, between Hinchinbrook

and Hawkins Islands, leads from Prince William Sound

into Orca Inlet and is navigable only for small craft with

local knowledge. It is full of shoals, and in its E end are

extensive flats which bare and are largely covered at

high water. Strong tidal currents are in its narrower

parts.

148 ■ Chapter 4 ■ Volume 9
(290) Orca Bay is the E arm of Prince William Sound, N

of Hinchinbrook and Hawkins Islands. From its entrance between Johnstone Point on the S and Knowles

Head of the N, Orca Bay extends about 30 miles in a

general E direction. The city of Cordova is on Orca Inlet

at the head of the bay. The S side of the bay is clear with

the exception of Middle Ground Shoal. The N side is indented by large bays of no commercial importance.

Anchorage

(291) An anchorage area with fair to good holding

ground and sand and mud bottom is on the N side of

Orca Bay and extends about 2.2 miles S of Knowles

Head. (See 110.1 and 110.233, chapter 2, for limits

and regulations.) Williwaws may cause vessels anchored in the E part of the anchorage to drag; caution is

advised.

(292) Knowles Head, the SW end of the mountainous

peninsula between Port Gravina and Port Fidalgo, is a

steep massive headland, with a prominent yellowish

landslide down its S face. There are numerous rocks

close to shore and, a rock, covered 33⁄4 fathoms and

marked by a lighted bell buoy about 0.5 mile SW of it, is

about 3 miles W of Knowles Head.

(293) Red Head, 4 miles ESE of Knowles Head, is a high

hill with a long, low, wooded neck behind it. It is the W

entrance point to Port Gravina and marked by a light.

(294) Gravina Point, on the N side of Orca Bay, is low and

wooded, and at its S end is a bare spit. Gravina Point

Light 3 (60°37'22"N., 146°15'13"W.), 27 feet (8.2 m)

above the water, is shown from a skeleton tower with a

green square daymark on the point.

(295) Gravina Island, low and wooded, is 1.5 miles NW of

the point and 0.6 mile offshore. Anchorage in about 10

fathoms, with shelter from NE winds, can be had about

0.5 mile offshore between the island and Gravina Point.

(296) Sheep Bay has its entrance between Gravina and

Sheep Points, and extends N about 7 miles. The bay has

not been completely surveyed, the bottom is exceedingly broken, and vessels should proceed with caution.

Foul ground extends 0.2 to 0.4 mile from the E shore

for 2 miles N of Sheep Point. A rock covered 2 fathoms

in 60°38'29"N., 146°01'10"W., is about 0.6 mile W of the

E shore of the bay. Indifferent anchorage in 18 to 20

fathoms can be selected in the middle about 3 miles

NNW of Sheep Point and 0.4 mile S of the NW point

where the bay narrows. Numerous dangerous submerged rocks are in the upper part of the bay and

across the channel. Vessels should proceed with care.

(297) Sheep Point is moderately low and wooded at the

end and backed by high land. A wooded islet 15 feet

high is 0.3 mile W of the point with bare rocks between;

foul ground extends 0.3 mile S and W from the islet.

(298) Hanks Island, small and wooded, is 0.8 mile ESE of

Sheep Point and 0.5 mile from shore. Gatherer Rock,

0.6 mile 124° from Hanks Island, is a pinnacle covered

13 feet with deep water close-to. Broken ground on

which the least depth found was 8 feet, extends 0.8 mile

SSW from Hanks Island, and is marked at its S end by a

light.

(299) Simpson Bay is just E of Sheep Bay. Bomb Point is

the E entrance point to Simpson Bay. The shores of the

bay are fringed with numerous rocks and islets. In navigating the N arm, avoid the rock awash at extreme low

water 400 yards SW of the E entrance point of the inner

part of the N arm. Anchorage can be had at the head of

the arm in about 15 fathoms.

(300) The E arm of Simpson Bay is clear except near the

shores. Good anchorage in 12 to 15 fathoms, can be had

on either side of the twin islands in the upper part of

the arm. The Coast Guard uses the E arm for wet-pool

storage of buoys. Occasionally, lanterns are attached to

the buoys, but at no time are they lighted. Mariners

should not confuse these buoys with navigational aids.

(301) Hawkins Island, about 20 miles long and mountainous, is divided by Canoe Passage about 8 miles

from its SW end; the passage is no longer navigable.

The NW shore W of Canoe Passage is low tundra with

patches of trees. NE of Canoe Passage the high land is

nearer the NW shore of the island; there are bluffs in

places, and it is more densely wooded.

(302) Anchorage can be selected in places along the NW

shore of Hawkins Island with shelter from E and S

winds. The best anchorage in 9 to 12 fathoms, soft bottom, is 0.2 to 0.4 mile off the spit at the S end of Cedar

Bay. A round, wooded islet is at the N end of this spit,

and a larger wooded one is 0.5 mile NE. Small craft, entering at high water and passing N of the awash and

covered rocks inside, can anchor E of the spit, where

there is a limited area with a depth of 7 feet.

(303) Windy Bay is a small inlet on the NW coast of

Hawkins Island about 5 miles NE from Canoe Passage.

Charts 16709, 16710

(304) Channel Islands, wooded and nearly 1 mile long,

are at the E end of Orca Bay, 1 mile W of Salmo Point on

the NE end of Hawkins Island, and 4.5 miles N of

Cordova. The channel at the islands, 0.5 mile wide, is

called The Narrows. A rock with 3 feet over it, 0.3 mile

SW of the SW end of Channel Islands, is marked by a

light. The light and a light opposite it on Hawkins Island mark the SW entrance to The Narrows.

(305) Orca Inlet extends SW from the head of Orca Bay to

Mummy Island. From North Island to Spike Island,

about 4.5 miles to the S, the W side of the inlet is shoal,

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 149
and S of Spike Island the inlet is largely blocked by

flats. N of North Island it has depths of 25 to 30 fathoms, and a flat extends 1 mile from the head of Nelson

Bay at its N end.

(306) Salmo Point, marked by a light, the N extremity of

Hawkins Island, is just E of Channel Islands. Deep Bay,

1.5 miles long and 0.5 mile wide, is between Salmo

Point and Knot Point, the N end of Hawkins Island. A

large shoal covered 7 to 17 feet is across the entrance of

the bay and extends 1 mile inside; however, there are

depths of 19 to 33 feet farther inside. Anchorage is possible for vessels able to cross the shoal.

(307) Observation Island, 0.8 mile long, high and wooded,

is 0.4 mile NE of Knot Point.

(308) North Island, 0.4 mile long, low and wooded, is 1

mile NE of Salmo Point.

(309) Shepard Point is a sandspit 1.5 miles ENE of North

Island and 6 miles N of Cordova. Ruins of a cannery,

wharf, and marine railway are on the point.

(310) The ruins of a cannery and wharf are on the SE

shore of Nelson Bay, about 1.5 miles NE of Shepard

Point.

(311) Orca is 2.5 miles NE of Cordova on the E shore of

Orca Inlet. Chugach Alaska Fisheries has a cannery and

a 200-foot-long wharf with depths of 12 to 22 feet

alongside its face, 11 feet off the NE end, and 5 to 8 feet

off the SW end. A submerged obstruction covered

about 10 feet is about 50 feet N of the SW corner of the

face of the wharf. Large vessels make portside-to landings; the dock heading is 224°. Docking on the flood is

difficult as the current tends to set off the wharf. In

1990, a fire destroyed a portion of the pier and cannery

leaving the end of the wharf detached from shore. A

small pier N of the wharf has reported depths of 7 feet at

MLLW at the end. To the S of the wharf is the ruins of a

marine railway.

(312) Cordova is on the E shore of Orca Inlet opposite

Spike Island, which is wooded and marked by a light at

its N end. Cordova is 1,221 miles from Seattle via the

ocean route and 1,363 miles via inside passages

through British Columbia and Southeast Alaska to

Cape Spencer. It is one of the most important towns in

Alaska and is the supply and distribution point for numerous outlying fishing localities.

Prominent features

(313) Mt. Eyak, 2,498 feet, and Mt. Eccles, 2,680 feet,

dominate the approach, with the town nesting at the

foot of Mt. Eyak.

150 ■ Chapter 4 ■ Volume 9
Traffic Separation Scheme

(314) Prince William Sound Traffic Separation Scheme

was discussed earlier in this chapter under Prince William Sound.

Routes to Cordova (see also chart 16709)

(315) From the S via the Prince William Sound Traffic

Separation Scheme (discussed earlier in this chapter

under Prince William Sound). Depart the scheme about

14 miles N of its southern entrance, thence via the

charted recommended track leading from about

60°28.0'N., 146°52.5'W., through Orca Bay, thence via

the marked channel through the E part of Orca Bay,

proceeding through The Narrows, S of Channel Islands, then N of North Island Rock Light, thence via

marked Orca Inlet to Cordova.

(316) From the W via Elrington Passage. Pass 1 mile E of

Point Helen Light, thence N to 1.5 miles W and 1.5

miles N of Seal Island, thence E across the Prince William Sound Traffic Separation Scheme to the charted

recommended track in about 60°35.0'N., 146°42.2'W.,

through Orca Bay, thence the same route to Cordova

from the S given in the previous paragraph. Caution:

Mariners are advised to adhere to the general principles

for navigation when entering, departing, or crossing a

traffic separation scheme. (See Traffic Separation

Schemes, chapter 1.)

(317) Fishing vessels sometime approach Cordova

through Western Channel and Odiak Channel, on the

W and S sides, respectively, of Observation Island. Both

channels are buoyed, but local knowledge is helpful.

This area of Orca Inlet is subject to shifting shoals.

Fishing boats also approach Cordova through Orca Inlet from the S. This route requires local knowledge and

was discussed earlier in this chapter.

Channels

(318) The deepest channel, and the one used by larger

vessels, leads N of North Island and then follows the E

shore S to Orca and Cordova. The channel, marked by

lights and a daybeacon, has a controlling depth of about

20 feet on the W side, but deeper water in midchannel

can be carried to Orca and Cordova.

Anchorages

(319) Good anchorage can be had in the channel NE of

Spike Island in 45 to 55 feet, 0.1 mile NW of Spike Island in 40 feet, and 0.5 mile NW of Spike Island in 26 to

30 feet, sand bottom. A cable area lies just W of this anchorage.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 151
Caution

(320) The area extending from North Island Rock,

marked by a light and 1.6 miles N of Observation Island, to over 2 miles S of the island has several visible

rocks and shoals with little water over them. The E

limit of the shoal area is marked by lights and a

daybeacon.

(321) A log booming area is on the N side of Channel Islands.

(322) A submerged wreck, covered 16 feet (4.9 m), is

about 90 yards W of Spike Island in about 60°32'58"N.,

145°46'29"W.

Tides

(323) The diurnal range of tide at Cordova and Orca is

12.5 and 12.4 feet respectively. (See the Tide Tables for

daily predictions.)

Currents

(324) The flood current enters the NE end of Orca Inlet

and sets SW past Orca and Cordova. Off Orca the velocity of the current is about 1 knot, but a flood of nearly

2.5 knots has been observed. The current sets parallel

with the face of the Municipal Wharf (Ocean Dock), and

the City Dock (Coast Guard Dock) on the flood and ebb.

In the channel between the City Dock and Spike Island

the swiftest water will be found along the E shore of

Spike Island sometimes attaining 2 knots.

(325) Off Cordova the velocity is 1.8 knots on the flood

and 1 knot on the ebb. (See the Tidal Current Tables for

daily predictions.)

(326) In the channel W of Big and Gravel Points, 6 miles

SW of Cordova (see chart 16709), velocities up to 2

knots have been observed setting along the channel. A

NE current can be expected at low water and a SW current at high water.

Weather, Cordova and vicinity

(327) Cordova, in eastern Prince William Sound, has a

mean annual temperature of 39°F (3.9°C). The average

high is 46°F (7.8°C) and the average low is 31°F

(-0.6°C). July is the warmest month with an average

high of 61°F (16.1°C) and an average minimum of 47°F

(8.3°C). January is the coolest month with an average

high of 31°F (-0.6°C) and an average minimum of 15°F

(-9.4°C). The highest temperature on record for

Cordova is 89°F (31.7°C) and the lowest temperature

on record is -30°F (-34.4°C). Every month has recorded

temperatures below freezing except July (extreme minimum of 33°F (0.6°C)) and each month, October

through April, has recorded temperatures below zero

(-17.8°C).

(328) The average annual precipitation for Cordova is

95.36 inches (2422 mm). September is the wettest

month averaging over 14 inches (356 mm) and April

the driest with 5.26 inches (134 mm). Precipitation

falls on about 260 days each year, averaging about 20

days each month. Snow falls on about 90 days each year

and averages about 124 inches (3150 mm) each year.

December through March each average greater than 20

inches (508 mm) with a slight maximum in December.

Seventeen inch-plus (432 mm) snowfalls in a 24-hour

period have occurred in each month, November

through March. Snow has fallen in every month except

June through September. Fog is present on average 141

days each year and is most likely in July and August

when greater than half the days each month report

foggy conditions.

(329) The prevailing wind direction in Cordova from an

easterly quadrant; mainly east from June through February and then east-southeast during March, April, and

May. Calm conditions can be expected about one-third

of the time. Gales are uncommon but do occur especially during December and January. (See Appendix B

for Cordova climatological table.) In 2002, it was reported that williwaw winds can plunge down the side of

the mountain just E of the Cordova City Dock.

Pilotage, Cordova

(330) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska. Pilots for Prince William Sound are

available from the Southwest Alaska Pilots Association.

(See Pilotage, General (indexed), chapter 3, for the pilot pickup station and other details.)

(331) The pilot boat can be contacted by calling

“CORDOVA PILOT BOAT” on VHF-FM channel 16 or on

a prearranged frequency between the pilot and

agent/vessel.

Quarantine, customs, immigration, and agricultural

quarantine

(332) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(333) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

Coast Guard

(334) A U.S. Coast Guard vessel is stationed at Cordova. A

SAR aircraft is stationed at the airport during the summer months.

Harbor Regulations

(335) The harbormaster administers the municipal

wharves and the small-boat harbor, and maintains an

office at the W end of the small-boat basin.

152 ■ Chapter 4 ■ Volume 9
Wharves

(336) The waterfront facilities at Cordova consist of three

wharfs for large vessels, a small-boat harbor with boat

ramp and tidal grid, and a few piers for fishing boats.

(337) Municipal Wharf (Ocean Dock): L-shaped pier 0.8

mile N of town; 408-foot (124 m) outer face with about

25 feet (7.6 m) alongside; deck height, 30 feet (9.1 m);

140-ton mobile crane; receipt and shipment of

containerized general cargo; receipt of petroleum

products; and handling supplies for fishing vessels;

owned by the City of Cordova. Alaska State Ferry Terminal is at the SW end of the pier.

(338) Cannery Row Wharf, just S of Municipal Wharf, is a

cannery with docking facilities for receipt of seafood;

handling supplies for fishing vessels; and icing fishing

vessels; deck height, 30 feet (9.1 m); 10 feet (3.1 m)

alongside; owned and operated by Cannery Row, Inc.

(339) North Fill Wharf (T-dock): T-shaped pier just S of

Cannery Row Wharf and adjacent to 17 acres of storage

area atop fill; 213-foot (65 m) outer face with 20 feet

(6.1 m) alongside; deck height, 30 feet (9.1 m); mooring

U.S. Coast Guard vessels.

(340) Old City Wharf: T-shaped pier across from Spike Island; 300-foot (91 m) face; 23 feet (7 m) alongside; deck

height, 25 feet (7.6 m); handling supplies for fishing

vessels; owned and operated by the city of Cordova.

(341) Ocean Beauty Seafoods and North Pacific Processors are just N of Old City Wharf. Both have unloading

facilities for fishing boats with depths of 10 feet (3.1 m)

alongside.

(342) Cordova Small-Boat Harbor, SE and inshore of

Municipal Dock, is protected by two breakwaters, the S

of which is lighted. It has about 852 berths, and transient moorage is available; the harbormaster assigns

berths. The harbormaster’s office monitors VHF-FM

channels 16 and 68. In May 2006, the controlling depth

in the entrance and access channel was 12.1 feet. The

controlling depth in the berthing area was 8.5 feet. Water, electricity, gasoline, and diesel fuel are available in

the basin. The basin is owned and operated by the city.

Supplies

(343) Gasoline, diesel fuel, and water are available at Municipal Wharf; gasoline, diesel fuel, and water, and telephone are available at the small-boat harbor. Most

provisions can be obtained in town.

Repairs

(344) Several fully-equipped marine repair facilities can

handle most repairs. A tidal grid, in the small-boat harbor, can handle craft up to 70 feet; a small boatyard is S

of town.

Ferries

(345) The Alaska State Ferry provides daily stops with

connections to Valdez and Whittier only in the summer, May through September. No service is provided in

the winter. See the Internet at: http://www.akms.com/

ferry

Communications

(346) Regular freight barge services to and from Seattle

use the Municipal Wharf. Telephone and cellular telephone service is available. Scheduled air service to Anchorage and Juneau is maintained. Charter air service,

boat service, and automobile rentals are available.

(347) AT&T Alascom maintains a public coastal radio station at Cordova and on nearby Johnstone Point, Hinchinbrook Island.

Charts 16708, 16707

(348) Port Gravina has its entrance between Gravina

Point and Red Head. A 21⁄4-fathom bank is near the middle of Port Gravina, between Gravina Rocks and St.

Matthews Bay, in about 60°41'19"N., 146°19'24"W.

(349) Gravina Rocks are about 0.7 mile offshore N of the

SE entrance point.

(350) Comfort Cove is a small inlet on the SE shore about

6 miles from Gravina Rocks. The entrance is narrow

and the cove is suitable for small craft only.

(351) Beartrap Bay is a narrow inlet near the head of Port

Gravina. There are rocks awash and areas of broken

bottom in midchannel just within the entrance. About

1.2 miles from the entrance, an island nearly blocks the

channel. The deep channel is on the N side of the island. Depths of 10 to 30 fathoms, mud bottom, will be

found in the upper basin.

(352) The upper end of Port Gravina is deep, and terminates in mudflats which extend for about 1.3 miles to

the head of the bay.

(353) Parshas Bay is a small bay on the N side of Port

Gravina. Depths of 50 to 30 fathoms extend nearly to

the head of the bay, but there is no suitable anchorage.

An extensive area of rocks, islets, and foul ground extends about 1.3 miles WSW from the W entrance point

to Parshas Bay.

(354) Olsen Bay, 1.5 miles W from Parshas Bay, shoals

gradually from 20 fathoms at the entrance to mudflats

at the head. In entering, the W shore should be followed at a distance of 0.5 mile or less to avoid the foul

ground extending SW from the W entrance point of

Parshas Bay.

(355) St. Matthews Bay indents the N shore of Port

Gravina 5.5 miles NE from Red Head. The only known

dangers are a reef extending 0.4 mile W off the E

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 153
entrance point and a rock awash 0.1 mile S of the prominent point on the W side of the bay, 1 mile within the

entrance. Good anchorage can be had near the head of

the bay in 14 fathoms, mud bottom.

(356) Between Red Head and St. Matthews Bay are a series of lagoons. Hells Hole is the northeasternmost

one. This shore should be given a berth of 0.8 mile or

more.

(357) Port Fidalgo, an E arm of Prince William Sound,

has its entrance between Goose and Bligh Islands and

extends E about 22 miles. There are abandoned mines

on the shores of Boulder and Landlocked Bays and on

the S shore of Port Fidalgo, between Irish Cove and

Whalen Bay.

(358) The waters of the main arm of Port Fidalgo are deep

and free from outlying dangers. Vessels can navigate

with safety as far as the SE arm at the head of the bay by

keeping over 0.4 mile offshore.

(359) Goose Island, on the S side of the entrance to Port

Fidalgo, is wooded and has two prominent knolls. Gull

Island, small and rocky, is midway between Goose Island and the shore. Strong tidal currents run between

Goose Island and Porcupine Point. The passages between the islands and the shore should be avoided

without local knowledge.

(360) Goose Island Light (60°42'47"N., 146°43'38"W.),

38 feet (11.6 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark on the SW side of the island, and marks the

entrance to Port Fidalgo.

(361) Porcupine Point is a round, high, wooded bluff,

with a low depression between it and Knowles Head. A

rock awash and marked by kelp, is 350 yards N of the

point. A ledge with a depth of 3 fathoms extends 600

yards N from Porcupine Point.

(362) Snug Corner Cove, on the NE side of Porcupine

Point, has good anchorage except with NW winds, but

the bottom is irregular and should be avoided by large

vessels. A rocky patch with a depth of 21⁄2 fathoms is in

the entrance 0.5 mile off the NE side of Porcupine

Point. A low divide is at the head of the cove and another is across Porcupine Point.

(363) To enter Snug Corner Cove, avoid the rock off Porcupine Point and follow the SW shore at a distance of

about 0.3 mile. Anchor about 0.3 mile off the bight in

the SW shore in 10 to 11 fathoms, soft bottom. Small

vessels can find better shelter from N winds in the basin

at the head of the cove, in a depth of 5 fathoms. Favor

the SW shore slightly when entering and anchoring.

The shore of the basin should be given a berth of over

0.2 mile.

(364) Two Moon Bay indents the SE shore of Port

Fidalgo. Low divides cut the peninsula from the heads

of its two arms. Good anchorage can be had in the bay

at the entrance to either arm, and vessels of moderate

size can anchor in the arms in about 10 to 15 fathoms,

bottom generally sticky. A midchannel course should

be followed in the arms. At the head of the SE arm is a

basin trending SW where small vessels can anchor in 4

to 7 fathoms. The channel is between the W point and a

reef bare at low water near the middle of the entrance.

A 4-fathom rocky ledge extends about 0.5 mile NNE of

the eastern entrance point of the basin and should be

avoided by medium to large vessels.

(365) Irish Cove, on the S shore of Port Fidalgo, is a narrow inlet about 1 mile long. Small craft can find secure

anchorage in the widest part near its head in 5 fathoms.

To enter, favor the E side of the narrows and then keep

in midchannel.

(366) In Whalen Bay, mudflats, bare at low water, extend

across the bay 0.8 mile from the head. Small vessels can

enter the bay on a midchannel course, and find anchorage in 7 to 10 fathoms 1 mile inside the entrance to the

bay.

(367) A group of islands is near the head of Port Fidalgo.

A single islet is about 900 yards SW of this group, the

passage to the bight to the N lying between the groups.

Its head is obstructed by mudflats, and it is reported

that strong williwaws are encountered. A winter anchorage with good holding ground, protected from

swells and N wind, is located on a 9-fathom mud shelf

along the NW shore, about 0.8 mile N of the

midchannel entrance to the bight.

(368) The entrance to the E arm at the head of Port

Fidalgo is 2 miles ESE of the group of islands. A dangerous foul area is 300 yards W of the NE entrance point in

about 60o50'58"N., 146o09'01"W. The head of the arm

ends in a narrow passage that opens into a circular lagoon. It is reported that this passage is foul and should

not be attempted.

(369) A well-sheltered anchorage is in midchannel 0.6

mile W from the above mentioned dangerous foul area

in 15 fathoms, mud bottom. Small vessels can find anchorage near the head of the SE arm in midchannel, 0.6

mile beyond the foul area, in 7 fathoms.

(370) Fish Bay, on the N shore of Port Fidalgo 9 miles

above Porcupine Point, is an indifferent anchorage and

should be avoided by large vessels. The williwaws are

very heavy with NE winds drawing through the bay

from the high mountains above its head. A small

wooded island is just inside the entrance and 0.3 mile

from the W side. The channel is E of the island and is

obstructed near the middle by a rock covered 23⁄4 fathoms. Rocks awash are 200 yards off the E point at the

entrance. Anchorage can be had in the middle of the

bay, 0.3 to 0.8 mile above the island, 8 to 13 fathoms,

with soft bottom in places.

154 ■ Chapter 4 ■ Volume 9
(371) Landlocked Bay is on the N shore of Port Fidalgo

between Bidarka Point and Graveyard Point. The bay is

approximately 1 mile wide at the mouth and narrows to

a tight channel with a right-angle turn into a small haven. The lower bay has depths of 50 to 60 fathoms (15 to

18 m) in the center with rocks and islets extending

from the E shore. Secure anchorage is afforded in the

widest part above the narrows, in 14 to 15 fathoms,

sticky bottom. The bay is easily entered during daylight, but the narrow entrance may be difficult to locate

at night, rendering it difficult for vessels not equipped

with searchlights.

(372) The islands on the E side below the narrows have

covering rocks near them. Near the middle of the narrows is a rock with 10 feet over it. The channel is NW of

the rock, but the NW shore abreast of it should be given

a berth of about 100 yards. There is a flat at the head of

the bay with an islet at its lower edge. A 2005 survey

found 14 fathoms through the narrows, but entry by

vessels other than small craft is not recommended

without local knowledge due to the shoals encroaching

from both N and S.

(373) There are no commercial enterprises in this bay.

The mines are abandoned and the wharves are in ruins.

(374) Bidarka Point is a high wooded hill with a lower

strip at its S end. A shoal extends 0.8 mile SW from the

point.

(375) Boulder Bay, between Bligh Island and Bidarka

Point, has several dangers, the depths are very irregular, and the anchorage is not desirable.

(376) In the approach to Boulder Bay, a reef bare at lowest tide is 0.6 mile E of the E side of Bligh Island. About

0.2 mile E of this reef is a 21⁄2-fathom spot and a depth of

61⁄2 fathoms about 0.7 mile to the SSE. A submerged

rock, nearly awash at low water, and a rock awash close

N, are 0.4 mile from a point on the E shore and 1.6

miles NW from Bidarka Point. A reef, partly bare at low

water, is 0.2 to 0.4 mile SE from the small wooded island in the middle near the head of Boulder Bay.

(377) Bligh Island, on the E shore of Prince William

Sound, is mountainous. The SW end of the island is a

high, steep, wooded head, with yellow landslides near

the water. On the NW side are islands with foul ground

between.

(378) Good anchorage from N winds for large vessels can

be found about 1 mile S of Bligh Island.

(379) Reef Island, off the W side of Bligh Island, is level

and wooded, and has a single knoll in the middle. A

rock awash is 0.3 mile 208° from the SW end of the island.

(380) Bligh Reef, about 2 miles long, has depths of 1⁄4

fathom to 9 fathoms and shoals to bare near the center.

The reef is marked by Bligh Reef Light (60°50'20"N.,

146°53'02"W.), 59 feet (18.0 m) above the water and

shown from a pile structure with a red and white diamond-shaped daymark. A racon is at the light. The

steamship OLYMPIA was lost on Bligh Reef in 1910 and

the oil tanker EXXON VALDEZ struck the reef on

March 24, 1989.

(381) Busby Island, off the NW end of Bligh Island, is

high, and partly wooded. Its W point is long, level, and

wooded, and is surrounded by a reef to a distance of

nearly 0.5 mile. The point is marked by Busby Island

Light (60°53'43"N., 146°49'01"W.), 48 feet (14.6 m)

above the water and shown from a skeleton tower with

a red and white diamond-shaped daymark.

Tides and currents

(382) The diurnal range of tide is 12 feet in Snug Corner

Cove in Port Fidalgo. At the entrance to Port Fidalgo, N

of Goose Island, the velocity of the current is about 0.5

knot.

(383) Tatitlek Narrows separates Busby and Bligh Islands

from the main shore, and offers a more direct route for

small craft between Port Valdez or Ellamar and points

on Port Fidalgo. The channel, marked with daybeacons,

has depths of about 4 fathoms, except for a dangerous

shoal with a least depth of 8 feet in midchannel about

400 yards SSE of Daybeacon 4, at 60°51'55"N.,

146°42'20"W. The channel is narrow with foul ground

on both sides; local knowledge is advisable.

(384) Tatitlek, a Native community on the N shore at the

SE end of the narrows, is home to about 16 families.

The village has a school, church, and a Community

Center, which includes museum, post office, health

clinic, Village Council Office, and minimal visitor accommodations. There is electricity and telephone.

There is a State-maintained pier with a 64-foot face and

an Alaska State Ferry Pier with service upon request to

Valdez and Cordova. There is also a 100- by 2,500-foot

gravel air strip. The Village Council Office can be

reached by phone at 907-325-2311.

(385) Virgin Bay is a shallow bight 0.5 to 0.8 mile long on

the NE shore of Tatitlek Narrows. There is little water

in the bay, and on the N side of the entrance is a long

reef bare at low water.

(386) Ellamar, a village on the NE side of Virgin Bay, has

a large wharf in ruins. Small craft find shelter S of the

ruins.

(387) Anchorage can be had 0.3 to 0.4 mile from the NE

shore of Tatitlek Narrows SE of Black Point, and 0.5 to

0.8 mile NW of Ellamar, in 12 to 16 fathoms, sticky bottom.

(388) Larger vessels can find anchorage between Busby

Island and Black Point, 1.4 miles NW of Ellamar, in

about 30 fathoms, fair holding ground.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 155
(389) Valdez Arm, the main N arm of Prince William

Sound, extends about 13 miles NE from Busby Island

and Point Freemantle to the N end of Valdez Narrows,

then turns E for 11 miles to the head of Port Valdez.

The water is very deep and there are no known outlying

dangers except for Middle Rock near the N end of the

narrows, which is described later in this chapter, and

two shoals, 2 fathoms and 7 fathoms, about 0.35 mile

apart, near the W edge of the arm about 3.5 miles NE of

Point Freemantle. The S side of the 7-fathom shoal is

marked by a lighted buoy. Anchorages are few because

of the great depths.

(390) The Prince William Sound Traffic Separation

Scheme, which is a component of the Prince William

Sound Vessel Traffic Service, leads through the middle of Valdez Arm. Additional information on the traffic

separation scheme and the vessel traffic service are

given earlier in this chapter under Prince William

Sound.

(391) Sawmill Bay, on the W shore of Valdez Arm 9 miles

NE of Point Freemantle, has depths of about 9 fathoms

in its 0.3-mile-wide entrance. Secure anchorage can be

had behind the W entrance point, in 5 to 9 fathoms,

sticky bottom. The S and W ends of the basin forming

the anchorage are shoal, and a flat fills the head of the

bay down to the narrows at the N end of the basin.

(392) Rocky Point is the W end of the peninsula between

Tatitlek Narrows and Galena Bay. A rocky grass-covered

islet is 0.2 mile N of the point. Rocky Point Light 10

(60°57'02"N., 146°46'06"W.), 38 feet (11.6 m) above the

water, is shown from a skeleton tower with a red triangular daymark on the SW point of an island W of Rocky

Point. The Valdez pilot station vessel, “EMERALD

ISLAND,” is semi-permanently moored in the narrow

bay that indents the southwest side of Rocky Point.

Tides and currents

(393) The diurnal range of tide at Rocky Point is 12.1 feet.

The currents in Valdez Arm are too weak or variable to

be predicted.

(394) Galena Bay is about 5 miles long in a general E direction. About 3 miles from the mouth, the bay is

constricted midway by a peninsula projecting approximately 0.5 mile from the southern shore. Entering

from Valdez Arm, a southeasterly course is steered toward a steep walled basin at the foot of Ellamar Mountain. The passage through The Narrows, to the inner

bay becomes visible only from well within the outer

bay. The outer bay has depths over 100 fathoms. The inner bay has depths less than 60 fathoms. There are extensive flats off the mouths of the two rivers emptying

156 ■ Chapter 4 ■ Volume 9
into the bay. In the vicinity of The Narrows, numerous

massive rock outcrops protrude abruptly to a minimum

depth of 41⁄2 fathoms (8.2 m). The only anchorage for

medium to large vessels is at the eastern extent of the

bay, about 0.2 mile S of the islets on the N side at the

head of the bay, in about 15 fathoms, bottom soft in

places. This anchorage is well protected.

(395) A group of rocky, grass-covered islets extends 0.5

mile NW off the N point at the entrance of Galena Bay.

Anchorage can be had in the middle of the cove NE of

the islets, in 10 to 12 fathoms, sticky bottom.

(396) Jack Bay, on the E shore S of Valdez Narrows, is 0.8

mile wide at the entrance and 0.2 to 0.4 mile wide in the

upper 3 miles. An island in the middle of the bay has a

bare islet about 200 yards N off the NW end and several

islets off the SE end. Numerous rocks surround the island and the islets to the SE. Two coves indent the S

shore, 0.7 mile and 1.8 miles inside the entrance. The

entrance to the first cove is foul; the second cove has

depths of 41⁄2 to 8 fathoms and is a suitable anchorage

for small vessels. Jack Bay has mudflats at the head and

numerous boulders along the shore. Anchorage for

large vessels can be had 1.2 miles inside the entrance

about 0.2 mile from the N shore, in 12 to 15 fathoms.

Other anchorages are also available in the entrance to

the cove about 1.5 miles ESE of Tongue Point, in 9 to

12 fathoms, and in the cove about 0.5 mile E of the island, in 9 to 14 fathoms. The diurnal range of tide is

12.1 feet in Jack Bay.

(397) Valdez Narrows is about 0.8 mile wide, with deep

water and bold shores. Middle Rock, near the middle of

the N end of the narrows and marked by a light, is a pinnacle barely covered at extreme high tides. A shoal, W

of the light, extends E from the mainland about 0.3

mile. The shoal consists of a rock covered 3 feet at the

inner end, a 21⁄2-fathom depth at the outer end, and a

wooded islet in between. The tidal currents in the narrows are too weak and variable to be predicted, however, it is reported that deep-draft tankers maneuvering

at the regulated low speed of 6 knots will be affected appreciably by the currents. Speed adjustments may be

necessary to lessen the effect of the currents on

deep-draft vessels.

(398) Entrance Point, 1 mile N of Jack Bay on the E side

of Valdez Narrows, and Potato Point, on the W side of

the narrows, are marked by lights. Entrance Island, 1.2

mile E of Middle Rock, is marked by a light.

(399) Port Valdez is the designation given the body of water extending from Valdez Narrows to the head of the

bay.

(400) Shoup Bay, at the northwest end of Port Valdez, is fed

by an inflow of water from Shoup Glacier. The entrance is

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 157
crossed by a sand bar that reaches a depth of about 21⁄2

fathoms in a narrow channel at the center. A 1-fathom

depth, in about 61°07'05"N., 146°35'55"W., is on the W

side of the channel. The bay occasionally has floating

ice, some of which escapes into Port Valdez when the

wind and tide are favorable.

(401) Jackson Point is a jutting point of land extending

from the mainland on the S side of Port Valdez. This

point of land was once an island.

(402) Valdez Marine Terminal is on the S side of Port

Valdez between Jackson Point and Saw Island, 0.8 mile

to the W. It is the terminus of the Trans-Alaska Pipeline

which carries crude oil S from Prudhoe Bay on the Arctic Ocean. The terminal and adjacent waters are within

a Safety Zone. (See 165.1 through 165.8, 165.20,

165.23, and 165.1701, chapter 2, for limits and regulations.)

Wharves

(403) The terminal, operated by Alyeska Pipeline Service

Co., has four deepwater berths for the shipment of

crude oil. Berth No. 1 is a floating pier with four

12-inch loading arms with a maximum loading rate of

20,000 barrels per hour each. Berth Nos. 3, 4, and 5 are

T-head piers each having four 16-inch loading arms

with a maximum loading rate of 27,500 barrels per

hour each arm.

(404) No bunker fuel or freshwater are available at the

terminal. The alongside depths for each facility are reported depths. For complete information on the latest

depths, terminal facilities, services, and regulations,

refer to the Trans-Alaska Pipeline Port Information

Manual, Valdez, Alaska, published by the operator. For a

complete description of the port facilities for all of Port

Valdez refer to Port Series No. 39, published and sold by

the U.S. Army Corps of Engineers. (See Appendix A for

address.)

(405) Berth No. 1: E end of Jackson Point; 1,200 feet with

dolphins, 99 feet alongside; deck height, 32 feet.

(406) Berth No. 3: W side of Jackson Point; 1,050 feet

with dolphins; 90 feet alongside; deck height, 38 feet.

(407) Berth No. 4: about 0.4 mile W of Jackson Point;

1,380 feet with dolphins; 90 feet alongside; deck height,

38 feet.

(408) Berth No. 5: about 0.7 mile W of Jackson Point;

1,385 feet with dolphins; 85 feet alongside; deck height,

38 feet.

(409) A rock that uncovers 10 feet is about 175 yards SW

of Saw Island.

158 ■ Chapter 4 ■ Volume 9
(410) About 0.5 mile E of Jackson Point, submerged piling of an abandoned cannery wharf may exist. Ruins of

the inactive Midas mine wharf are 2.3 miles E of Jackson Point.

(411) Valdez is on the N shore of Port Valdez about 2

miles from its head. It is at the S end of Richardson

Highway, which connects with Fairbanks 374 miles N,

Anchorage 308 miles W, and Seward 434 miles SW.

Open all year, the highway also links with the Alaska

Highway.

(412) The town of Valdez was formerly at the head of Port

Valdez, but was relocated to its present site due to the

extensive damage it suffered from the March 1964

earthquake. It is an important gateway to interior

Alaska and is the northern most ice-free port in the

Western Hemisphere. It serves as the southern terminus for the Trans-Alaska Pipeline, which provides 25%

of all U.S. oil. It also has a commercial fishing fleet, and

popular for tour and excursion boats.

(413) Valdez is 1,232 miles from Seattle via the outside

route through the Strait of Juan de Fuca and 1,374

miles via the inside route to Cape Spencer.

Prominent features

(414) The Coast Guard radar tower at Valdez; group of

grain silos in the NE; the white petroleum tanks at the

head of the bay in Old Valdez; and the Alyeska pipeline

terminal tank farm with a 642-foot stack with strobes

on the S shore.

Traffic Separation Scheme

(415) Prince William Sound Traffic Separation Scheme

was discussed earlier in this chapter under Prince William Sound.

Routes to Valdez (see also chart 16700)

(416) From the S via Prince William Sound Traffic Separation Scheme (described earlier in this chapter under Prince William Sound). Depart the scheme at its N

end in Valdez Arm, thence through Valdez Narrows and

Port Valdez to Valdez.

(417) From the W via Elrington Passage. Pass 1 mile E of

Point Helen Light, thence N to 1.5 miles W of Seal Island Light, thence N to 2 miles E of Smith Island,

thence E to enter the Prince William Sound Traffic

Separation Scheme and depart the scheme at its N end

in Valdez Arm, thence through Valdez Narrows and

Port Valdez to Valdez.

(418) Caution: Mariners are advised to adhere to the general principles for navigation when entering, departing, or crossing a traffic separation scheme. (See Traffic

Separation Schemes, chapter 1.)

Channels

(419) The approach to Valdez is deep and clear of dangers

once through Valdez Narrows.

Anchorage

(420) There are no safe anchorages at Valdez due to the

foul ground and high winds that prevail from the W

during the afternoons of the summer season. Convenient anchorages in the approaches to Valdez Arm and

Port Valdez have been described.

(421) For limits and regulations of Special Anchorage

Areas, see Orca Bay, earlier in this chapter and §110.1

and §110.233, chapter 2.

Tides

(422) The diurnal range of tide at Valdez is 12.1 feet. (See

Tide Tables for daily predictions.)

Currents

(423) The tidal currents are too weak and variable to be

predicted. In 1966, however, it was observed that noticeable currents from the Robe River discharging into

the SE end of Port Valdez are created at times of low

and high stages of the tide. This current affects the area

of the Old Valdez waterfront. The current sets 000°

with a maximum observed velocity of 2 to 3 knots flowing perpendicular to the ruins of the piers at Old

Valdez.

(424) In 1979, it was reported that the surface currents in

Port Valdez had a maximum velocity of 0.5 to 1.0 knot.

Pilotage, Valdez

(425) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska. Pilots for Prince William Sound are

available from the Southwest Alaska Pilots Association.

(See Pilotage, General (indexed), chapter 3, for the pilot pickup station and other details.)

(426) The Valdez pilot station is the “EMERALD

ISLAND”; 91 feet long with black hull, white house.

“EMERALD ISLAND” monitors VHF-FM channels 16

and 13, 24 hours daily. Contact the vessel directly. The

Valdez pilot boats include: the “COLUMBIA”, a 61-foot

aluminum boat; the “SILVER BULLET”, a 31-foot aluminum launch; and the “BARANOF II”, a 43-foot

trawler with a red hull and white house. All have the

word Pilot forward. Vessels picking up a pilot should

maintain a speed of about 8 to10 knots and have the pilot ladder 5 feet above the water. The pilot boat displays

the appropriate day and night signals when on duty.

Towage

(427) Three 5,750-hp tugs and two mooring launches are

available for docking and undocking.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 159
Quarantine, customs, immigration, and agricultural

quarantine

(428) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

Quarantine

(429) A U.S. Public Health Service Contract Physician is

located at the hospital in Valdez. (See appendix for additional information.)

Customs

(430) Valdez is a customs port of entry. See Customs

Ports of Entry and Stations in Appendix A.

Coast Guard

(431) A Coast Guard Sector Field Office and Vessel Traffic Service Center are in Valdez. (See Appendix A for address.)

Harbor Regulations

(432) The small-boat harbor is administered by the

Harbormaster. The office is located on N shore of the

small-boat basin, telephone 907-835-4981, FAX

907-835-4479. The rest of the Port is administered by

the Port Director, and that office is located at the head

of the ferry terminal dock, telephone 907-835-4981,

FAX 907-835-4479. The Valdez Marine Terminal is administered by the Alyeska Pipeline Service Company,

telephone 907-278-1611.

Wharves

(433) There are three deep-draft waterfront facilities in

Valdez. Longshoreman services are provided by North

Star Terminal and Stevedore Company. For a complete

description of the port facilities refer to Port Series No.

39, published and sold by the U.S. Army Corps of Engineers. (See Appendix A for address.)

(434) State of Alaska, Valdez Ferry Terminal: W side of

City Dock; 200 feet of berthing space; 20 feet alongside;

deck height, 22 feet; landing for passenger and vehicular ferry; owned and operate by the State.

(435) Valdez City Dock (61°07'27"N., 146°21'42"W.):

600-foot face with 26 feet alongside; deck height, 16

feet; receipt and shipment of fish; mooring of vessels;

fueling by truck; water, garbage, wastewater disposal

and telephone available; owned by the city and operated

by Nautilus, Inc.

(436) Petroleum Dock: 133 yards E of City Dock;

200-foot face; 275 feet of berthing space with dolphins;

30 to 36 feet alongside; deck height, 22 feet; shipment

160 ■ Chapter 4 ■ Volume 9
of petroleum products; mooring vessels; pipelines extend from wharf to storage tanks in rear, total capacity

176,225 barrels; owned and operated by Valdez Petroleum Terminal, Inc.

(437) When approaching this pier care must be taken to

avoid a 3-fathom shoal extending about 100 yards out

from the W breakwater of the small-boat harbor to E.

(438) Valdez Small-Boat Harbor, the small-boat harbor

to the E of the fuel pier, is entered between a breakwater to the W of the entrance and Valdez Spit to the E of

the entrance; both are marked by lights. Two seafood

plant piers are just inside on the S shore. In May 2006,

the controlling depths were 12 feet in the entrance

channel to the basin, except for lesser depths to 7 feet

along the edges of the channel, thence 10.4 to 12 feet in

the basin, except for severe shoaling in the SE corner at

the head of the project. The far E end of the basin is locally maintained and has depths of 10 to 12 feet. The

harbor can accommodate about 520 boats, and transient berths are also available. The harbormaster assigns berths, can be contacted on VHF-FM channel 16,

and uses channel 8 as a working frequency. Water, electricity, fuel, telephone, cable TV, boat-launching

ramps, and a 60-ton mobile vertical boat lift are available in the harbor. A tide grid is available for underwater repairs.

(439) Ship Escort Response Vessel System Dock

(SERVS Dock) is about 0.2 mile E of the small-boat

harbor entrance. The dock is a concrete floating wharf

with a 115- by 15-foot ramp from a pier. The wharf has

200-foot face, 590 feet total berthing space with dolphins; 90 feet reported alongside; two cranes are available; owned and operated by Alyeska Pipeline Service

Company.

(440) Port of Valdez, General Cargo and Container

Wharf: 1.5 miles E of the small-boat harbor at Ammunition Island; concrete, floating offshore wharf with

two 200- by 38-foot steel and concrete approach ramps

from landfill at rear. The wharf has 700-foot face, 1,200

feet berthing space; 50 feet reported alongside; deck

height, 15 feet; 21 acres of open storage; nine

522,000-bushel capacity grain silos; receipt and shipment of conventional and containerized general cargo

and mooring cruise ships; one 140-ton crane, one

100-ton crane and forklifts are available; owned by the

City of Valdez and operated by the City of Valdez and

North Star Terminal & Stevedore Co. The terminal and

adjacent waters are within a Safety Zone. (See

§165.1703, chapter 2, for limits and regulations.)

(441) At the head of the bay are mooring buoys used for

oil spill response barges.

Supplies

(442) Gasoline, diesel fuel, and water are available in the

small-boat basin. Provisions and some marine supplies

can be obtained in town.

Repairs

(443) Minor repairs can be made to small craft.

Ferries

(444) The Alaska State Ferry provides daily stops with

connections to Cordova, Whittier, Seward, Homer, Kodiak, and ports W on the Aleutian Chain only in the

summer, May through September. No service is provided in the winter. See the Internet at:

http://www.akms.com/ferry

Communications

(445) Valdez is connected by road with the Alaska Highway system. Scheduled air service to Anchorage is

maintained, and charter air service, bus and auto rentals are also available. Telephone and cellular telephone

service are available.

(446) Glacier Island is on the N side of Prince William

Sound, W of the entrance to Valdez Arm. It is mountainous and indented by a number of bays.

(447) Glacier Island Light (60°52'20"N., 147°05'31"W.),

38 feet (11.6 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark on the E side of the island.

(448) Chamberlain Bay, on the S side of Glacier Island, is

exposed to the S but affords anchorage for small vessels

about 0.4 mile from the head in about 16 fathoms,

muddy bottom. Rocks, which partly bare at low water,

extend 0.2 mile from the W side of the bay about 0.7

mile from the head.

(449) Jackson Cove, on the W side of Chamberlain Bay, is

a secure harbor for small craft. The entrance has a least

width of about 50 yards and a depth of about 1 foot; at

the narrowest part of the entrance, favor the N side.

The upper half of the cove has rocks on both sides, and a

careful midchannel course should be followed. Anchorage can be selected in the lower part of the cove in 10 to

15 fathoms, also about 350 yards from the head in

about 5 fathoms. A divide about 75 feet high extends

through to Jackson Hole. The diurnal range of tide is

11.9 feet in Jackson Cove.

(450) The passage N of Glacier Island in its E part is very

deep except near the shore. The N side of Glacier Island

is indented by Finski Bay, Growler Bay, Eagle Bay, and

Jackson Hole. On the N side of the passage, Columbia

Bay, Long Bay, and several other smaller inlets form an

irregular coast.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 161
(451) Finski Bay, situated on the NE side of Glacier Island shoals from about 5 fathoms at the entrance to

less than 1 fathom at the entrance to the inner cove.

(452) Growler Bay provides good anchorage near its head

for small craft. Several rocks bare at low tide, situated

along the S shore near the head of the bay, are the only

known offshore dangers once well inside the entrance.

The E side of the channel should be favored when approaching the bay with depths as little as 9 feet reported off the entrance in midchannel, and shoals

extend all along the E side of Growler Island (local

name), the island between Growler Bay and Elder

Point.

(453) Elder Bay (local name) E of Elder Point provides

two small-craft anchorages. As both entrance points

are foul, a midchannel course should be maintained

while entering and while passing on either side of a

wooded island near the W shore. Anchorage can be had

in about 50 feet SE of the island and in 40 feet S of the

island. The narrow passage which connects with

Growler Bay, with a least depth of about 3 feet, is suitable only for small boats. A private pier and summer

lodge are located in the E cove of the bay, S of a prominent W point on Growler Island.

(454) Eagle Bay provides secure anchorage at its head,

but shoals are situated in midchannel on the W side of

the bay SE of an unnamed island about 1 mile W of Elder Point. Rocks awash at low tide extend about 0.1

mile NE of the NE side of the unnamed island. Dangerous offshore rocks, nearly awash at low tide are situated

about 0.3 mile W of this island. Eagle Bay can be entered by maintaining a course about 200 yards off the W

shore S from Elder Point until the lowland opens between Eagle Bay and the next bay E, then steering directly SW for the head of the bay, where anchorage in 5

to 8 fathoms is available. Eagle Lagoon connects with

Eagle Bay by a very narrow passage which is fouled on

its S side by rocks exposed at low tide. Small craft entering at high water slack can find anchorage in depths

up to 13 fathoms inside the lagoon.

(455) Jackson Hole, about 1 mile W of Eagle Bay, appears

to be clear of offshore dangers and has depths ranging

from 31⁄4 fathoms in its narrow entrance to 16 fathoms

inside at midchannel.

(456) Campbell Bay, on the NW side of Glacier Island, has

depths of about 31⁄2 fathoms throughout, with a deeper

indentation to 15 fathoms on the NE part of the bay.

There is a rock about 0.2 mile SE of the S entrance and

0.1 mile from the S shore.

(457) Irish Cove, on the WNW side of Glacier Island, is

foul at the head of the bay. A shoal area with a rock is off

the point at the N entrance to the bay, extending 0.2

mile W of the point.

(458) Iceberg Point forms the W extremity of Glacier Island. A shoal to 21⁄2 fathoms extends 0.3 mile SW of the

point. A 1⁄2-fathom rock is 0.8 mile S of the point and

3⁄4-fathom is 1.0 mile SSW of the point.

(459) Between Point Freemantle and Columbia Bay the

coast is encumbered by dangerous rocks extending at

least 0.2 mile offshore. A shoal with a least known

depth of 43⁄4 fathoms is 0.5 mile S of Elf Point and a

41⁄2-fathom depth is 0.6 mile SE of the point.

(460) Columbia Bay, about 6 miles W of Valdez Arm, is

deep except near the shores. A moraine shoal, about 3

miles N of the entrance, completely crosses the bay NW

from the N end of Heather Island to the W shore of the

bay. Both E and W ends of this moraine dry at low water; elsewhere, the depths vary from about 2 to 12 fathoms. Crossing the moraine is best approached center

bay, staying at least 1⁄2 mile from shore. Glacier ice will

accumulate along the moraine, causing the upper bay

to fill with ice, until weather and tide conditions are

such that the ice is discharged into the lower bay and

on into Prince William Sound. In 2005, the face of the

glacier had receded to approximately 9 miles N of the

moraine. The upper bay has depths of 100 to 200 fathoms in the center; the shores are steep and strewn with

rocks. Between Heather Island and a small island to its

S is a narrow, rocky passage, called Lutris Pass, which

has a maximum depth of 10 feet; due to numerous reefs

S and W, this latter island should be given a berth of at

least 0.5 mile. Rocks extend 0.2 mile offshore along the

NW shore of Heather Island.

(461) Columbia Glacier closes the head of Columbia Bay

and in 2005 was about 9 miles NE of the moraine shoal

restricting the middle of the bay. Icebergs are constantly being discharged from the face of the glacier.

The upper bay, in front of the glacier, is usually filled

with ice preventing boats from approaching the face.

Mariners are urged to exercise extreme caution if

choosing to navigate within this area. Mariners are

warned to keep at least 0.5 mile away from the face, as

blocks of ice may be thrown great distances when falling seracs strike the water.

(462) Glacier Ice: At any time of the year, but especially

in summer and fall months, icebergs and brash ice discharged from the Columbia Glacier may completely fill

Columbia Bay and block the passage and coves north of

Glacier Island. Particularly dangerous to vessels are

low-lying icebergs (growlers) which scarcely show

above the water surface. Ice conditions change rapidly

and mariners are cautioned to be vigilant at all times.

At night and under conditions of low visibility, navigation of these and adjacent waters should not be attempted.

(463) Heather Bay, situated E of Heather Island, shoals

gradually NE from 50 fathoms to moraine reefs near its

162 ■ Chapter 4 ■ Volume 9
head and provides good protection from wind and

heavy glacier ice for moderate-sized vessels. The best

anchorage is situated in about 30 fathoms in

midchannel, where the bay trends N. The E side of the

bay is encumbered by dangerous rocks and shoals. A

moraine reef, with a maximum depth of 51⁄4 fathoms

about 0.3 mile off the NE point of Heather Island, and

with rocks awash at low tide further NE, encloses the

head of the bay. Shoals at the head of Heather Bay collect the ice from the glacier and only small icebergs

make it into the bay. Transiting the head of the bay is

not recommended.

(464) Emerald Cove, situated on the SE side of Heather

Bay 1 mile NE of Elf Point, provides the most secure

small-craft anchorage in the area. Depths of 85 feet,

muddy bottom, are found in midchannel, and a small

bight on its N side has midchannel depths of 33 feet;

sunken rocks are located on both the E and W entrance

points to the bight. A drying flat extends 0.1 mile off the

stream mouth at the E side of the bay. Another anchorage for small craft called Jade Harboris situated S of an

island about 2 miles NE of Emerald Cove. A

midchannel course should be followed when entering

due to rocks along both shores; once inside, good anchorage is available in 4 to 5 fathoms. A shoal extends

about 0.2 mile off a small river of good water which enters the head of the cove.

(465) The NE corner of Heather Bay is shoal, and even

small launches should not proceed N of a group of

small islands and rocks situated on the E shore. Fishermen occasionally anchor in good weather in the passages on either side of the largest of the islands while

visiting nearby lakes.

(466) Granite Cove, situated on the W side of Columbia

Bay, has maximum depths of about 1 fathom, rocky

bottom, in midchannel in the passage N of the entrance

island. Once inside, the cove has depths up to 4 fathoms. Due to the shallow entrance and frequency of glacier ice, this cove is little used as an anchorage.

(467) The coast between Granite Cove and Flent Point is

shoal. A reef with a least depth of about 1 foot is located

0.2 mile E of Flent Point and the beach S of the point is

also foul. Vessels are advised to maintain a distance of

at least 0.3 mile off these shores.

(468) Long Bay, 3.5 miles W of Columbia Bay, extends in

a N direction for about 6 miles and at its head divides

into two arms, each about 2 miles long. There are numerous islands and rocks that bare at various stages of

tide. The bottom is very broken. Secure anchorage with

good holding ground is found in 7 to 10 fathoms E of

the island located in the center of the W arm, about 1.4

miles NNW of Schrader Island. Passage to the anchorage is midchannel E of Schrader Island then N of two

small islets N of Schrader Island, avoiding the rock and

shoaling just N of each islet.

(469) Useless Cove, which indents the E shore of Long

Bay, is reported to be foul. One mile NW of Useless Cove

are numerous dangerous rocks which extend as much

as 0.4 mile offshore. Other rocks foul the E and W

shores of Long Bay, and a midchannel course is recommended. S, W, and N of Schrader Island, situated near

the center of Long Bay, foul ground is located between

a small wooded island and the mainland. The NE extremity of Long Bay appears to be deep in midchannel

until about 1 mile of the head, where the bottom rises

abruptly to a shoal with depths of less than 3 feet.

(470) Moderate-sized vessels find good anchorage in 8 to

12 fathoms, mud bottom, in Buyers Cove just W of

Slipper Point, situated off the W entrance point to

Long Bay. There are shoals from about 11⁄4 to 4 fathoms

in the entrance to Buyers Cove. The 11⁄4-fathom depth

is at 60°55'04.1"N., 147°16'21.5"W. Commercial fishermen use the cove as a transfer point. Just W of this cove

is Eickelberg Bay, about 2 miles long, with depths of 10

feet, possibly less, near the middle of the entrance.

Charts 16705, 16700, 16709

(471) The NW part of Prince William Sound has long inlets and fiords, most of which are very deep. The shores

are generally bold, wooded, and rise abruptly to lofty

peaks, especially near the heads of the fiords. Spectacular valley glaciers descend into the heads of the fiords

and discharge large quantities of icebergs which may

completely block the upper channels, especially in the

spring months.

(472) The bottom of the entire area is a bluish-gray glacial silt of very fine texture, and often quite sticky even

though the deposit is only a few inches thick over the

rock. In selecting an anchorage, care should be exercised to determine the true character of the bottom, for

it is often difficult to get an anchor to hold on the underlying rock, even though the sounding lead shows a

sticky bottom.

(473) Naked Island, Peak Island, and Storey Island, near

the center of Prince William Sound, form a group

about 8 miles long, N-S, and about 6 miles wide. They

are high and wooded to the summits.

(474) The bottom in the vicinity of the islands, including

the passages among them, is rocky and very broken. As

a measure of safety it is advisable for vessels, especially

large ones, to avoid areas with depths less than about

20 fathoms in the vicinity of the islands and to avoid the

passages between them.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 163
(475) It is safer for vessels to keep in the deeper part of

the passage between Naked Island and Smith Island,

preferably between the 50-fathom curves.

(476) The best anchorages are in the S part of McPherson

Bay on the N side of Naked Island in 20 to 30 fathoms

for large ships, and in the E bight of this bay in 10 to 20

fathoms for vessels up to 500 tons. The bottom is rock

and mud. The bay also serves as a mooring station for

oil spill response barges in the summer.

(477) Small craft can anchor in the small bight on the N

side of Naked Island and in the small bight on the SW

side of Peak Island. They may also anchor in the bay on

the N side of the E part of Storey Island with protection

from all winds except N. Anchorage in 6 to 10 fathoms

on the E side of Naked Island affords protection only

from the N and W.

(478) Bass Harbor, on the S side of Naked Island, offers

secure anchorage in 20 fathoms, mud bottom, about

0.4 mile W of the entrance to a small unnamed cove on

its E side. The anchorage is open to S winds, and a

slight swell makes in during heavy S weather.

(479) Outside Bay, on the SW side of Naked Island provides good anchorage, except in strong W winds, for

small vessels in the first bight SW of the head of the bay

in 3 to 10 fathoms, mud bottom. The bay also serves as

a mooring station for oil spill response barges in the

winter.

(480) Cabin Bay, on the W side of Naked Island, offers

some protection from E winds for vessels up to 500

tons, but the bottom is broken and not ideal holding

ground. Small vessels can find protection from W

winds in the head of the S arm in 5 to 7 fathoms, mud

bottom. A 3⁄4 fathom sounding is in the middle of the

entrance to the S arm.

(481) Fairmount Island, 7.5 miles N of Storey Island, is

high. Buildings of a former fox farm are on the gravel

beach on the SW side but they are not prominent. The

channel between the island and the mainland is about

0.6 mile wide at its narrowest part, but has numerous

rocks that bare at various stages of the tide; passage

should not be attempted without local knowledge. Foul

ground, which includes Outpost Island and Little

Fairmount Island, extends about 2 miles from SE

through SSW of the S shore of Fairmount Island. Use

extreme caution when navigating near these islands.

(482) Wells Bay (60°53.5'N., 147°28.5'W.) is a large bay

just E of Unakwik Inlet and separated from it by a narrow peninsula. The bay extends N about 8 miles to a

forked head, and is about 2 miles wide at the mouth and

narrows to 0.6 mile about 4 miles N of the entrance. In

1993, it was reported that the entrance to the bay was

impeded by two shoals. A 41⁄4-fathom shoal is located

about 0.7 mile E of the W shoreline in about

60°56'04"N., 147°28'29"W. A 2-fathom shoal was

reported to be in about 60°55'51"N., 147°29'31"W.

Small boats may anchor in the two small coves along

the E shore of the bay. Granite Bay, 1.3 miles from the

mouth, extends ENE about 2.0 miles and is about 0.3

mile wide at the entrance. A constricted passage about

100 yards wide is about 1 mile from its head with numerous rocks and shoals. Caution is advised. The sides

are usually bold. Cedar Bay, 2.5 miles from the mouth

of Wells Bay, extends NE about 3.5 miles and averages

0.5 mile in width; an island near its head almost closes

the upper part of the bay.

(483) A group of islands and bare rocks between Granite

and Cedar Bays extends W past the center of Wells Bay.

A prominent point juts out about 0.5 mile on the E side

of this bay 1.3 miles N of the entrance; an island is on

the SE side of the point. Temporary anchorage for moderate-sized vessels may be had about 0.2 mile N of the

point and 0.2 mile E of the W shore in 17 to 20 fathoms,

mud bottom. The entrance to the bay is deep. A

2-fathom shoal is in 60°55'51.5"N., 147°29'31.2"W.

(484) Unakwik Inlet has its entrance 6 miles W of the W

point of Glacier Island, 2 miles W of Wells Bay. The inlet

extends N about 18 miles and averages 1.5 miles in

width, narrowing to 0.5 mile at its N end at Meares Glacier, which discharges large quantities of small icebergs. Numerous rocks and islets are situated off the E

and W shores; in midchannel, excepting the dangerous

shoal off Jonah Bay described below, the inlet’s depth

gradually diminishes from over 170 fathoms at its S

end to 89 fathoms near the glacier.

(485) Olsen Island is situated on the W side of the entrance to Unakwik Inlet. A rock awash at low water is

0.6 mile E of the island and a group of rocks are situated

0.4 mile off its NW side; the passage between the island

and these rocks is foul. Many rocks foul the passage between Olsen and a small island SW; rocks and shoals extend a mile or more S of this latter island. The passage

between Olsen Island and the mainland is used by small

vessels. A course slightly W of midchannel is recommended, due to numerous rocks on both sides.

(486) Olsen Cove provides anchorage for small craft in

40 to 60 feet of water near the center of the basin.

Sunken rocks extend 300 feet from the N shore just

outside of the entrance narrows, which has a least

depth of 14 feet. Once inside the narrows, a course

slightly S of midchannel should be maintained to avoid

rocks situated about 400 feet offshore midway between

the two N points. A sunken rock is also located about

300 feet W of the S entrance point. The main basin appears to be clear of danger with the exception of shoals

and a drying rock which block the NW extremity of the

cove.

(487) Mueller Cove, 1 mile N of Olsen Cove, affords good

anchorage for small craft near its S shore just W of the

164 ■ Chapter 4 ■ Volume 9
two small wooded islets marking the S entrance point.

Depths shoal gradually from 25 to 8 fathoms, sand and

gravel bottom. This anchorage is exposed to the NE. In

1993, there was a 31⁄2-fathom shoal at the entrance at

about 60°53'18"N., 147°36'27"W. and the NW end of the

cove is foul ground.

(488) Siwash Bay, on the W side of Unakwik Inlet about 6

miles N of Olsen Island, affords excellent anchorage in

10 to 15 fathoms, mud bottom, about 0.2 mile W of the

entrance island. This bay is about 2 miles long, 0.5 mile

wide, and has a wooded island near the S shore at the

entrance. The deep channel is to the N of the island.

Entering on a midchannel course the depths shoal rapidly to 10 fathoms just N of the island, continuing at

that depth until well inside. Sheltered from all directions, the anchorage appears suitable for large vessels.

(489) Jonah Bay, on the W side 8 miles N of Olsen Island,

is crescent shaped and about 2.5 miles long. A glacial

stream discharges at its head. The entrance is narrow

and nearly blocked by a small island. The best water is S

of the island. Recommended passage is at high water. In

1993, depths ranged from 1⁄2-fathom in the entrance to

14 fathoms inside the bay.

(490) A dangerous moraine bar completely crosses

Unakwik Inlet just N of Jonah Bay. The shoal extends

from Jonah Point to the E shore of the inlet. A low,

grassy islet, difficult to observe in thick weather, is situated approximately one-third of the channel width

from the E shore to which it is connected by drying

rocks. The deepest channel crossing the moraine is

about 0.1 mile W of the islet and 0.8 mile E of Jonah

Point with a least depth of 53⁄4 fathoms. There are 11⁄2

fathom shoals located 0.4 mile and 0.7 mile ESE of Jonah Point. Shallow water extends about 0.5 mile ESE

from Jonah Point and well offshore W to the mouth of

Jonah Bay. The ruins of an abandoned cannery and

wharf are on the E shore just S of the bar in a small

cove. A mooring buoy is near the ruins. A rock, depth

unknown, lies at the entrance to the cove S of the cannery ruins. A fish hatchery and fish pens are also located in the cove.

(491) On the E side of Unakwik Inlet, about 10 miles N of

Olsen Island is a series of small coves known collectively as The Cow Pens. A small ragged island lies

about 0.5 mile offshore.

(492) Eaglek Bay, midway between Unakwik Inlet and

Esther Passage, is a large irregularly shaped bay extending N about 7 miles. The S half is about 2.5 miles

wide and the N half about 1 mile wide. Two coves are on

the W side, each extends W for about 1.5 miles. One

large and several small coves are on the E side. The

shores are extremely ragged and there are many

wooded islets, bare rocks, and rocks awash. The large

cove on the E side has numerous good anchorages for

small craft. Caution is advised when entering the bay,

to avoid the charted rock at midentrance and also because of the irregularity of the bottom. In entering, the

best water is 0.3 mile W of the small prominent wooded

islet 0.5 mile SW of Point Pellew.

(493) Axel Lind Island, 2.5 miles SSW of the entrance to

Eaglek Bay, is high. The buildings of a fox farm are

prominent on a stretch of gravel beach on the N side.

Passage to the N is deep, but there are several off-lying

dangers. In July 2002, a rock that uncovers at low tide

was reported to be at 60°48.7'N., 147°44.3'W. Fishing

craft use this passage and the one N of Bald Head Chris

Island when bound for Port Wells via Esther Passage. In

1993, the passage N of Bald Head Chris Island was 71

fathoms deep, 0.4 mile N of the island. There is shoaling to 21⁄4 fathoms about 0.3 mile off the SW shore.

(494) Squaw Bay, 1 mile E of Esther Passage and 1.5

miles N of Bald Head Chris Island, extends NNE 2 miles

and averages 0.5 mile in width. Its E side is irregular,

with numerous islands and rocks baring at various

stages of the tide. The W side has no visible dangers and

is unbroken except for small Papoose Cove about midway in. The cove affords excellent anchorage for small

craft in 8 to 10 fathoms, sticky mud bottom. Directly

opposite Papoose Cove is another cove, the middle of

three on the E side, that affords excellent anchorage

with good holding ground for small craft in 8 fathoms.

(495) Lone Island, about 3 miles E of Perry Island and 5.5

miles S of Axel Lind Island is wooded, comparatively

level, and high. Foul ground extends nearly 0.5 mile N.

Foul ground extends 1.3 miles S of the group to two

prominent rocks about 5 to 10 feet high. A 31⁄2-fathom

shoal 1.4 miles S of the island is marked by a lighted

bell buoy. A bank with a least depth of 31⁄2 fathoms is between the shoal and the island.

(496) Dutch Group consists of several wooded islands

and bare rocks 4.3 miles NNW of Lone Island, the largest having elevations up to 150 feet. Foul ground extends 1.3 miles S of the group to two prominent rocks

about 5 to 10 feet high. An abandoned white building

with a yellow roof is on the large N island of the Dutch

Group and is prominent from offshore.

(497) Fool Island, 3 miles W of the Dutch Group, is

wooded and about 50 feet high. A rock that uncovers is

0.3 mile S of Fool Island.

(498) Egg Rocks are prominent bare rocks 1.5 miles

WNW of Fool Island.

(499) Perry Island, in the NW corner of Prince William

Sound, is wooded to a height of about 1,000 feet. It is

prominently marked on its NE side by a round peak, the

summit of which is small, bare, and dome shaped. The

bays indenting the island are anchorages for small craft

only, because of the foul, rocky, and broken bottom.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 165
(500) Perry Island Light (60°39'17"N., 147°55'57"W.), 35

feet (10.7 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark

on the southernmost point of the island. A rock, 14 feet

high, is about 150 yards S of the light. A rock awash is

0.4 mile NW of the light.

(501) Foul ground extends 0.5 mile E from the E end of

Perry Island at Billings Point, and nearly 1 mile SE and

S from the SE point of the island.

(502) South Bay is on the E side of Perry Island Light.

Good anchorage is available for moderate-size vessels

in 10 to 24 fathoms, sand and mud bottom, in the cove

at the head of the bay. When entering, avoid the rocks

that extend almost 0.2 mile from the E side of the entrance to the cove. An oyster farm is near the head of

the cove.

(503) East Twin Bay, indenting the N side of Perry Island, has anchorage for small craft near the center of

the bay, about 0.8 mile from the head in 13 fathoms

with a soft bottom. A midchannel course should be followed until a prominent rock about 20 feet high, near

the center of the bay, bears S approximately 0.2 mile.

The portion of the bay beyond the rock is navigable in

spots, but should be avoided because the area is foul.

(504) West Twin Bay, on the NW side of Perry Island, is

entered mid-channel, avoiding the chain of islands and

foul ground extending for over a mile from the point of

land on the W side on the entrance. Small craft entering should favor the NE side until past the narrow area

about 1 mile from the head of the bay, and then favor

the SW side, passing W of a rock about 15 feet high,

near the middle of the bay 0.8 mile from the head. A

11⁄2-fathom shoal exists just N of the narrow section approximately 0.1 mile from the point of land protruding

NE from the W shore.

(505) From the point on the W side of entrance to West

Twin Bay, a chain of islets and foul ground extends N for

over 1 mile.

Anchorage

(506) Anchorage is available in the bay for mid-sized vessels in 5 to 15 fathoms of water, mud bottom, in a bight

about 0.7 mile S of the W point and about 0.1 mile N of

the gravel spit extending from the E shore, and E of the

rock in the middle of the bay. The area S of the gravel

spit is shallow and rocky.

(507) Perry Passage is between Perry Island and Culross

Island, 2.5 miles to the W. Wells Passage, between

Perry and Culross Islands on the S and Esther Island on

the N, is over 2 miles wide. The two passages have

depths of 100 to 250 fathoms. Caution should be exercised when approaching or departing the E end of Wells

Passage. Numerous islands, islets, rocks, and shoals extend E and SE for about 5 to 9 miles.

(508) Esther Island is mountainous, wooded to a height

of about 1,000 feet, and the summits are bare rocks.

The peak on the SE point of Esther Island, and the

sharp twin peaks on the SW point, are prominent.

Point Esther Light (60°47'08"N., 148°06'01"W.), 31

feet (9.5 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark

on the SW side of the island. Three bays are between the

light and Esther Passage. Esther Bay, the easternmost

is 3.5 miles E of the light on Point Esther and extends N

about 2 miles. The entrance, 0.7 mile wide, is partly

blocked by several wooded islets, bare rocks, and rocks

awash. The interior of the bay is dotted with islets and

rocks.

(509) Quillian Bay, the middle bay, 1.3 miles E of the

light, extends 1.7 miles NNE, and is about 0.2 mile

wide. The entrance is constricted to a width of 0.1 mile.

An islet is 0.7 mile above the entrance and two rocks

awash are toward the head of the bay. The shores are

steep-to.

(510) When transiting the bay from S, vessels are advised

to stay midchannel between the easternmost islet and

the E shore. Continuing N from the islets, the bay widens to 0.4 mile, average depth 12 fathoms. A foul area

extends approximately 0.1 mile off the E shore at the

widest part of the bay. About 0.45 mile N of the islets,

the bay narrows to 0.1 mile with numerous rocks extending W from the E shore. Vessels should stay within

50 yards of the W shore until the bay starts widening

again. Continuing N to the head of the bay, vessels

should favor for the W shore. Average depth in the area

is 31⁄2 to 51⁄4 fathoms. The entrance to the lagoon NW of

the head of the bay is blocked by a rock.

(511) Lake Bay, the westernmost bay, is 0.7 mile E of the

light, extends 1.2 miles NW, and is about 0.2 mile wide.

Fishing craft find indifferent anchorage near the E

shore SE of the narrowest part where the bay widens to

its maximum of 0.3 mile. Rocks awash extend about

110 yards SE of the point forming the NW extremity of

the anchorage bight. A submerged rock is 0.3 mile from

the head of the bay. In general, the shores are steep-to

and depths are too great for convenient anchorage.

About 0.5 mile from the head on the E side is a freshwater stream that discharges from Esther Lake. A fish

hatchery and fish pens are near the stream.

(512) Esther Passage separates Esther Island from the

mainland. The S entrance, 7.5 miles E of Point Esther

and 1.8 miles NW of Bald Head Chris Island, is about

1.5 miles wide. The entrance is flanked by two wood islets. A rock awash at about half tide is about 0.3 mile E

of the W islet. The bottom of the entrance is extremely

irregular, varying from 33⁄4 to 60 fathoms. Once inside,

166 ■ Chapter 4 ■ Volume 9
the water deepens rapidly to more than 130 fathoms for

2 miles or more. The passage trends NW for about 10

miles and connects with Port Wells about 8.5 miles N of

Point Esther and 3.5 miles S of Golden; it is sharply

constricted at its midpoint. The least depth in the constricted channel is 31⁄2 fathoms at 60°53'39.6"N.,

147°56'59.7"W. The S half is about 0.7 mile wide and

the N half, 400 to 250 yards wide. The passage is clear

except for the 31⁄2 fathom area previously mentioned

and a dangerous submerged rock 200 yards NE from

the S shore near the bend 1 mile E of the W entrance to

Esther Passage. The best way to avoid the submerged

rock is to hold well into the N half of the channel when

swinging on the turn. Fishing craft use the passage regularly.

(513) Esther Rock, 1 mile W of Point Esther, is 15 feet

high and sparsely covered with grass.

(514) A reef, bare at lowest tide, is reported to extend

about 1 mile off the S point of Granite Bay, on the W

side of Esther Island.

(515) Culross Island is mountainous and wooded to a

height of about 1,000 feet. Culross Island Light

(60°44'50"N., 148°06'49"W.), 40 feet (12.2 m) above the

water, is shown from a skeleton tower with a red and

white diamond-shaped daymark on the NE point of the

island.

(516) Culross Bay, on the N side of Culross Island, has

good anchorage in 30 fathoms with limited swinging

room about 1 mile inside the entrance just SW of a

prominent point on its NW side. The center at the head

of the bay shoals to 33⁄4 fathoms 0.6 mile SW of the

prominent point and 0.1 mile W of a ledge containing

two islets and several rocks extending 0.1 mile N from

the S shore. The bay is open to NE winds, but no swell

makes in, and it is not subject to williwaws.

(517) Hidden Bay is on the E side of Culross Island, 3.0

mile S of Pt. Culross. The NW arm of the bay is bounded

by three small islands to the N and one large island to

the S. The entrance to the NW arm has average depths

of 8 to 13 fathoms shoaling to 4 fathoms 100 yards S of

the center N island. Depths at the head of the NW arm

range from 16 to 22 fathoms.

(518) The long W arm should only be entered by small

craft at high tide and slack water. Enter the W arm just

S of the largest island, between the largest island and

the nearest island S. A faded white cross on the large island marks the entrance. Stay midchannel in 21⁄2 feet of

water as ledges extend off both islands. Continuing W,

pass S of the midchannel islet, staying close to the S

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 167
shore. A large ledge surrounds this islet and extends 75

yards W of the islet. Once past the large island, favor the

N shore leaving a group of islands that extend 150 yards

N from the S shore to the S. The center of the head of

the bay has depths from 27 to 33 fathoms, mud bottom.

(519) Culross Passage, between Culross Island and the

mainland to the W, is used occasionally by fishing craft

and cannery tenders. It is narrow and congested and

should be used only with local knowledge. Anchorage is

available in midchannel about 1 mile S of the N entrance in about 35 fathoms, mud bottom. No swell

makes in, and the area offers protection from all but N

weather. The small bay on the E side 1 mile from the N

entrance affords good anchorage in 3 to 8 fathoms,

mud bottom.

(520) Goose Bay, on the E side of Culross Passage 3.5

miles S of the N entrance, is narrow and extends NE

about 1 mile. The entrance narrows to about 100 yards

and has a least depth of 3 feet; Goose Bay is recommended for very small boats only. The narrow entrance

opens out into a bay with two arms; extensive flats and

shoal water are reported in both arms. The cove 0.7

mile S of Goose Bay offers good anchorage for larger

vessels in 15 fathoms of water, clay, and gravel bottom.

(521) Long Bay, on the W side of Culross Passage across

from Goose Bay, is narrow and extends SW about 2

miles. The bay appears clear on the S side of the channel, with depths of about 10 fathoms; however, it shoals

rapidly in the vicinity of the small islets at the SW end

of the bay.

(522) It is further reported that anchorage for small vessels can be had in the vicinity of the small islets in 7 to

10 fathoms, fair holding ground. E winds funnel into

Long Bay blowing from the NE with considerable force

and gusts; vessels should guard against dragging onto

the shoals at the head of the bay.

Routes

(523) When entering the narrowest part of Culross Passage from the N, small vessels are advised to pass between the westernmost small islet just off the W shore

about 2 miles inside the entrance and the W shore.

Continue S between the larger island in midchannel

and the W shore. A 23⁄4-fathom shoal is midchannel,

160 yards S of the large island, then shift to midchannel

to avoid a shoal extending off the point on the W shore.

One mile farther S and off Goose Bay, are numerous islands. The channel, with a least depth of 41⁄4 fathoms,

passes to the E of the island.

(524) In entering the passage from the southward, give a

wide berth to the many dangerous rock ledges and

rocks that extend off the S shore of Applegate Island on

the E side of the entrance. Considerable current has

been observed through this area.

Charts 16700, 16705, 16711

(525) Port Wells extends N from Wells Passage along the

W side of Esther Island for 13 miles to Point Pakenham

where it divides into Barry Arm to the W and College

Fiord to the E. Except for the two submerged terminal

moraines extending SW and SE from Point Pakenham

across the entrances to Barry Arm and College Fiord,

Port Wells is deep throughout with 100 to 200 fathoms

except near the shores.

(526) Pigot Bay, on the W side of Port Wells just N of Passage Canal, has a rocky shore except at its head where

sand and mudflats extend offshore about 0.4 mile and

bare at low water. The bottom in Pigot Bay is grey clay

with good holding qualities. Depths near the entrance

to Pigot Bay are too great for anchoring, but good anchorage is available for vessels near the head of the bay

in 16 to 30 fathoms. A small area about 1.1 miles from

the head of the bay affords good anchorage in 13 fathoms, but is difficult to find because of its limited extent.

A similar area 0.7 mile from the head of the bay affords

excellent anchorage for small vessels in 13 fathoms.

Good anchorage is available for small boats in the NE

corner of the bay and in Ziegler Cove, on the N side of

the bay immediately inside the entrance.

(527) The ruins of an abandoned logging camp are at the

head of Pigot Bay, and an abandoned mine is a short

distance up the river which empties into the bay. A Forest Service cabin is at the W head of the bay.

(528) Pirate Cove, on the W side of Port Wells, 3.5 miles

N of Wells Passage, is exposed to NE winds. There is a

2-fathom rock shoal about 350 yards NE of the S entrance point. A rock, in the N part of the bay with a

23⁄4-fathom shoal just to the S, is about 350 yards offshore and 550 yards NW of the S entrance point.

(529) Hummer Bay, about 1 mile N of Pirate Cove, with

depths of 22 fathoms, offers protected anchorage but

has numerous islands, islets, submerged reefs and

rocks. Entering the bay requires caution and local

knowledge.

(530) Bettles Bay, on the W side of Port Wells, about 2.5

miles N of Hummer Bay, is free from dangers in

midchannel. A 3-fathom shoal extending 0.2 mile N

from the S entrance is in 60°55'06"N., 148°16'00"W.

Good anchorage is available in 25 fathoms, mud bottom, in mid-bay 1 mile above the entrance, and in 22

fathoms, mud bottom, in the NE corner of the bay. A

stream and an extensive delta from a glacier are at the

head of the bay. Vessels should approach with caution

because depths rise abruptly from 20 fathoms to 1

fathom. An abandoned mine building is on the hillside

NW of the stream.

(531) Hobo Bay, on the W side of Port Wells just N of

Bettles Bay, is crossed at the entrance by a bar that is

168 ■ Chapter 4 ■ Volume 9
covered about 21⁄2 fathoms at each end, over 5 fathoms

midchannel. Vessels entering should stay midchannel

on a NW course. Several rocks, bare at low water, are

along the S shore of the bay. A grassy rock is close offshore near the head of the bay.

(532) About 1.5 miles NE of Hobo Bay is a prominent

wooded point connected to shore by a bare gravel bar;

from a distance, this point appears as a lone wooded islet.

(533) Harrison Lagoon, a small shallow lagoon, is about

2 miles N of Hobo Bay, at the W entrance point to Barry

Arm. A Forest Service cabin is located at the lagoon.

(534) Golden, 3.5 miles SE of Point Pakenham, is an

abandoned mining camp on the E shore of Port Wells

and forms the SE entrance point to College Fiord. Vessels can anchor 200 to 300 yards S of the little island off

Golden in about 20 fathoms, rocky bottom. It is regarded as a poor anchorage and it is probable that the

anchor will not hold with strong winds drawing down

Port Wells. The area between the island and the shore

uncovers.

(535) The NW entrance to Esther Passage, 4.5 miles S of

Point Pakenham, connects Port Wells with Wells Passage and is described earlier.

(536) Granite Bay, 2.5 miles SW of Esther Passage, provides good anchorages for small craft; do not enter

without the aid of a detailed chart. Rocks awash, 500

yards offshore, are 0.5 mile SW of the islet forming the

S entrance point of the S arm.

(537) Barry Arm, at the head of Port Wells is the W of two

arms extending N. A submerged moraine completely

crosses the S entrance from Harrison Lagoon to Point

Pakenham with dangers extending off both ends. A low

spit extending well off the W shore has depths of less

than 2 feet, 3⁄4 mile from shore. From the E shore, a

41⁄2-fathom rock shoal is 1.5 miles SSW and another

31⁄2-fathom rock shoal is 1.2 miles SSW of Point

Pakenham. Mariners should stay midchannel, 1.5

miles from the W shore in 13 to 18 fathoms. Barry Arm

is deep and free of dangers N to Point Doran, about 4.5

miles NW of Point Pakenham.

(538) Harriman Fiord, 5 miles above the entrance to

Barry Arm, extends SW about 10 miles, and is deep and

free of dangers except at the entrance, and a submerged

moraine around Surprise Inlet. The fiord is usually

laden with small bits of glacial ice.

(539) Submerged gravel bars with least depths of between 1 and 9 fathoms extend from Point Doran across

both Barry Arm and Doran Strait, the entrance to

Harriman Fiord. Extreme caution should be used in

this area when navigating. Gravel bars which uncover

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 169
extend over 300 yards offshore at the NW entrance to

Harriman Fiord. The preferred channel up Barry Arm,

N to Cascade, Barry, and Coxe Glaciers, is slightly E of

midchannel, 0.6 mile E of Point Doran. The preferred

channel from the glaciers to Harriman Fiord is slightly

S of midchannel, avoiding a 1-fathom sounding 0.7

mile NW of Point Doran. The preferred channel from

Harriman Fiord to S Barry Arm is 150 yards off Point

Doran in about 4 fathoms, avoiding a 10-foot sounding

500 yards NE of Point Doran.

(540) Serpentine Cove on the N shore of Harriman Fiord,

3 miles W of Doran Strait is shallow and almost completely blocked at the entrance by gravel bars.

(541) Surprise Inlet on the N shore, 5 miles W of Doran

Strait, is about 0.8 miles long leading to Surprise Glacier. Shoaling extends out about 0.3 mile along the N

shore. Midchannel is recommended. A submerged flat

with depths of 10 feet and less extend E from the S entrance point of the inlet.

(542) Harriman Glacieris at the head of Harriman Fiord.

(543) College Fiord, at the head of Port Wells, is the E of

two arms extending NE 16 miles to College Point

where it divides into Harvard Arm to the W and Yale

Arm to the E. Caution should be exercised when entering the fiord due to a dangerous reef with rocks awash

extending 1.3 miles SSE from Point Pakenham and

shoal water with rocks awash extending as much as 0.8

mile off the SE shore from Golden N to Coghill Point.

Icebergs are common to Coghill Point, but rarely extend to Port Wells.

(544) Coghill Point on the E shore of College Fiord is

about 5.5 miles NE of Point Pakenham. Anchorage with

good holding is 0.2 mile E of the point in about 10 fathoms. The bottom rises quickly from 30 to 3 fathoms.

From the head of the bay, a trail leads ENE along

Coghill River 3.5 miles to a Forest Service cabin.

(545) Harvard Glacier closes Harvard Arm about 4 miles

NE of College Point. Over a half dozen glaciers line the

NW shore of the arm and upper College Fiord, with 5 of

the glaciers being tidal.

(546) Yale Glacier closes Yale Arm about 3 miles E of College Point.

Charts 16700, 16705

(547) Point Pigot is the SE end of the peninsula between

Pigot Bay and Passage Canal. Low valleys extend across

the peninsula from Entry Cove and Logging Camp Bay.

The S end of Point Pigot is a wooded, rocky headland

220 feet high. This headland is joined to the mainland

by a sandy neck 6 feet high. Point Pigot Light

(60°48'03"N., 148°21'25"W.), 25 feet (10.7 m) above the

water, is shown from a skeleton tower with a red and

white diamond-shaped daymark on the S tip of the

point. A rock that bares at lowest tides is 0.8 mile ENE

of the light. A similar rock is 200 yards WNW of the

light.

(548) Entry Cove, immediately W of Point Pigot, affords

good anchorage in 13 fathoms, soft bottom, with

swinging room for one vessel up to 200 feet long.

(549) Cochrane Bay empties into the S end of Port Wells

opposite Point Pigot. The middle of the bay has depths

of 100 to 200 fathoms and the shores are steep-to.

Anchorage

(550) Anchorage is available in a cove near the head SE

Cochran Bay. Small vessels should stay approximately

100 yards S of a small islet in the center of the cove to

avoid a reef that extends 260 yards N from the S shore.

Vessels are advised to stay midchannel, least depth 2

fathoms, at the entrance to the cove. Small vessels can

anchor at the junction of the fingers at the head in 5 to

7 fathoms of water, mud bottom, or in the E finger in 2

to 4 fathoms of water, mud bottom. The cove is open to

winds from the E, and local knowledge reported the

cove freezes in winter.

(551) Surprise Cove is on the W side of Cochrane Bay 0.5

mile SW of Point Cochrane. The SW arm of the cove appears clear of dangers with 33 fathoms in the middle

decreasing towards the head, near which indifferent

anchorage is available in 12 to 15 fathoms mud and

pebble bottom. The thin layer of glacial silt over the

rocky bottom is poor holding ground. The W arm of

Surprise Cove has a restricted entrance and can be entered only by small craft. Small craft are advised to enter the W arm of the cove S of the largest island staying

midchannel in 6 to 8 fathoms of water. Continuing W

past the large island, the W arm widens to 0.4 mile with

average depths of 16 to 21 fathoms in the center, mud

and pebble bottom.

(552) Blackstone Bay empties into the S side of Passage

Canal SW of Point Pigot. The middle of the bay has

depths of 100 to 200 fathoms to Willard Island, a large

island about 489 feet high near the head of the bay. A

rock, bare at low water, is 0.1 mile N of the island. A

73⁄4-fathom shoal is 0.4 mile NNE of the N end of the island. An islet and nearby rocks awash are on the E side

of the bay about 3.7 miles inside the entrance at

60°45.8'N., 148°31.7'W. The area between Willard Island and the E side of the bay is constricted by rocky

moraine shoal extending from both shores. A narrow

channel, with depths of 21⁄2 and 31⁄4 fathoms, is midway

between the shoals. A shoal with two rocks awash at the

end extends from the E side of the bay to about

60°42.2'N., 148°36.5'W.; extreme caution is advised.

170 ■ Chapter 4 ■ Volume 9
There are no known anchorages in the bay, and ice is

rarely seen in the bay.

(553) Depths along the W side of Willard Island range

from 41⁄4 fathoms off the S side to 66 fathoms off the N

side. Glacial moraines, with little water over them at

low water, extend from both shores of Blackstone Bay

to Willard Island midway of the island’s length; depths

are 21⁄2 to 31⁄2 fathoms in a channel about 0.2 mile from

the W shore. Strong localized W winds can occur over

the moraine creating standing waves of 2 to 4 feet.

Blackstone Glacier, and Beloit Glacier in the SE arm,

are active and there are generally numerous small icebergs in the head of the bay.

(554) Passage Canal has its entrance at the SW end of

Port Wells between Point Pigot and Blackstone Point,

the N extremity of the peninsula separating Cochrane

and Blackstone Bays. The canal trends NW for 4 miles,

then W and SW about 7 miles.

(555) The principal approaches to Passage Canal and the

canal itself offer little difficulty for navigation with the

aid of the chart. These waters are characterized by

rocky and exceedingly broken bottom. Differences of

50 fathoms between adjacent soundings are not uncommon. As a measure of safety, vessels should avoid

areas where abrupt changes are indicated by the chart

to depths less than 50 fathoms.

(556) Passage Canal is 1 to 1.5 miles wide, has great

depth and is clear except in a very few places near the

shores. The shores rise abruptly and are wooded to

about 1,000 feet. The higher peaks are bare or snowcovered rock.

Chart 16706

(557) Decision Point, on the S side of Passage Canal

about 3 miles W of Point Pigot, is marked on the N end

by Decision Point Light (60°48'22"N., 148°27'20"W.),

35 feet (10.7 m) above the water and shown from a skeleton tower with a red and white diamond-shaped

daymark.

(558) Shotgun Cove, on the S side of Passage Canal 2.5

miles W of Decision Point, has depths through the middle of 21 to 32 fathoms, muddy bottom. The cove rapidly shoals at the narrow parts at the head; approaching

slowly, a small vessel can select anchorage just above

the head of the bay in 15 to 20 fathoms. Several mooring buoys are in the cove used by tug and barges.

(559) The bight on the SE side of Shotgun Cove is obstructed near the middle by a rock covered 1⁄2 fathom.

Anchorage with a clear width of 0.3 mile can be had in

the NE part of this bight in 15 to 20 fathoms, mud bottom.

(560) Trinity Point is on the S side of Passage Canal 3

miles W of Decision Point. Tiny Emerald Island is 0.4

mile W of Trinity Point. A light, 39 feet above water, is

shown from a skeleton tower with a red and white

daymark on the outer end of the narrow point between

Trinity Point and Emerald Island. Small Emerald Bay

extends SW from the island. Small craft can anchor just

outside the bay in 21⁄2 to 33⁄4 fathoms of water with mud

bottom.

(561) Anchorage in 12 to 18 fathoms, sticky bottom, can

be had on Bush Banks which extend 0.3 mile from the

S side of Passage Canal at a point 0.7 mile WSW from

Emerald Island and 3 miles from the head. The least

depth is 41⁄2 fathoms at the SW end of the banks.

(562) Small craft can anchor at the NW end of the head of

the canal in 6 to 12 fathoms.

(563) Whittier is on the S side of Passage Canal, 1.5 miles

from the head. The town is the terminus for the Alaska

Railroad and has a fish processing plant and a U.S.

Army fuel depot. The waterfront was greatly destroyed

during the 1964 earthquake and the dock facilities were

rebuilt in the 1970’s. The port handles large numbers

of railroad cars, the Alaska State Ferry handles autos

and passengers, and cruise ships and tour boats bring

tourists during the summer.

Prominent features

(564) In the approach to Whittier, the army tank farm at

the head of Passage Canal and the buildings in town are

most prominent. The three large buildings in town

were built by the army during World War II. The largest

is 14 stories high and almost all of the living quarters

and most business activities in town are within this

building.

Routes to Whittier (see also chart 16700)

(565) From the S via Prince William Sound Traffic Separation Scheme (described earlier in this chapter under Prince William Sound). Depart the scheme N of

Hinchinbrook Entrance and set courses to pass 1.5

miles NE of Smith Island, 1.5 miles N of Point Eleanor

Light, 1.5 miles SW of Perry Island Light, 1 mile NE of

Culross Island Light, 0.5 mile S of Point Pigot Light,

0.5 mile N of Decision Point Light, 0.5 mile N of Trinity

Point Light, and thence to Whittier, clearing the S

shore by 0.5 mile until up to the waterfront. Caution:

Mariners are advised to adhere to the general principles

for navigation when entering, departing, or crossing a

traffic separation scheme. (See Traffic Separation

Schemes, chapter 1.)

(566) From the W via Elrington Passage. Clear the E

side of Evans Island by 1 mile, thence 0.5 mile E of

Pleiades Light, thence 2 miles E of Crafton Island

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 171
Light, thence 1.5 miles SW of Perry Island Light,

thence the same as from the S to Whittier.

(567) Vessels from Valdez usually use Perry Passage

when going to Whittier.

Anchorages

(568) Large vessels sometimes anchor clear of the

41⁄2-fathom shoal on Bush Banks about 2 miles NE of

Whittier or in Pigot Bay.

Tides

(569) The diurnal range of tide at Whittier is 12.3 feet.

Currents

(570) The currents have little velocity in Passage Canal.

Weather, Whittier and vicinity

(571) Whittier is a town located at the SW end of Passage

Canal. It is surrounded by snow-capped mountains and

glaciers. Its location in the fjord accounts for weather

that is common to both the coastal mountains and the

open coast. Portage pass is a natural venturi, which accelerates natural wind passing through. In January,

mean temperature ranges from 19°F (-7.2°C) to 30°F

(-1.1°C) with 14.3 inches of precipitation, less than half

of which is snow. In July, the mean temperature is 49°F

(9.4°C) to 62°F (16.7°C) with about 12.5 inches of rain.

(572) The annual snowfall is estimated at about 500

inches (12.7 m) in Whittier with accumulations of 12

feet (3.7 m) during February and March. Avalanches

are known to cause major problems in the port by damaging railway equipment and port facilities. Also, a portion of the S shore of Passage Canal is exposed to surge

waves generated by avalanches occurring on the N

shore.

(573) Generally, winds in Whittier flow from Portage

Pass out Passage Canal (SSW) or the opposite direction

(NNE). The wind vector with the greatest impact on

Whittier is the S wind which blows off the Whittier Glacier. Such a wind may blow in the 30 to 40 m.p.h. range

for considerably long periods.

Ice

(574) Whittier is a year round ice-free port.

Pilotage, Whittier

(575) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska. Pilots for Prince William Sound are

available from the Southwest Alaska Pilots Association.

172 ■ Chapter 4 ■ Volume 9
(See Pilotage, General (indexed), chapter 3, for the pilot pickup station and other details.)

(576) Vessels en route Whittier or Valdez can contact the

pilot boat by calling “EMERALD ISLAND” on VHF-FM

channels 13 and 16, 24 hours daily.

Towage

(577) There is one 600 hp tug in Whittier. In the winter

months, October to May, a second 2,000 hp tug is available. Arrangements for their services are usually made

through shipping agents.

Quarantine, customs, immigration, and agricultural

quarantine

(578) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(579) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

Harbormaster

(580) The Port Director enforces harbor regulations. The

office is located at S shore of the small-boat harbor,

monitors VHF-FM channel 16, telephone 907-472-2330,

FAX 907-472-2472.

Wharves

(581) There are two deep-draft facilities; a railroad-car

barge facility, a ferry dock, a passenger loading dock.

Whittier also has a small-boat harbor. Cargo handling

equipment arrangements are made with the Alaska

Railroad. For a complete description of the port facilities refer to Port Series No. 39, published and sold by

the U.S. Army Corps of Engineers, see Appendix A for

address. The Alaska Railroad can be reached by telephone at 907-265-2617 or 907-265-2670.

(582) DeLong Pier: at the E end of Whittier; 675 feet of

berthing space; 45 feet reported alongside; deck height,

22 feet; receipt of seafood; mooring cruise ships and

fishing vessels; 40-ton mobile crane; owned and operated by Alaska Railroad Corp. and the City of Whittier.

(583) Alaska Railroad Wharf: In 2002, it was reported

that the wharf was in ruin and no longer in use by

ships. The railroad car barge facility at the NE end of

the wharf is still in use. The wharf is owned by the

Alaska Railroad.

(584) Prince William Sound Cruises & Tours Float: Seasonal floating pier for tour boats, located just SW of the

Alaska Railroad Wharf with 20 to 30 feet alongside. The

facility is owned by Ciri Alaska Tourism and operated by

Prince William Sound Cruises and Tours.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 173
(585) Alaska State Ferry Terminal: between Ocean Dock

and the cruise float; 200-foot face; 18 feet alongside,

deck height, 22 feet. The ferry terminal is owned and

operated by the State.

(586) Ocean Dock, just W of ferry terminal; 125-foot

face; 200 feet berthing space; 27 to 30 feet reported

alongside; deck height, 15 feet; mooring excursion vessels. The dock is owned by the State and operated by the

City of Whittier.

(587) Whittier Small-Boat Harbor, 0.25 mile W of the

ferry terminal, is used mostly by pleasure craft and

some fishing vessels. The harbor has about 334 slips;

the harbormaster assigns berths. The harbormaster’s

office monitors VHF-FM channel 16.

(588) A floating breakwater, marked by a light on its W

end, restricts the entrance to less than 80 feet. A rock

awash is near the center of the entrance, closer to the

SW side. In 2003, 15 feet was available alongside the

piers.

(589) Whittier Passenger Loading Dock is just W of the

entrance to Whittier Small-boat Harbor and is used by

small tour boats and fishing vessels. The dock is

marked by private lights. Caution: significant shoaling

occurs at the W end of dock from Whittier Creek, 40

yards W.

(590) A floating dock, just W of the mouth of Whittier

Creek, is available for docking cruise ships. A

small-boat harbor is between the dock and the shore.

Supplies and repairs

(591) Gasoline, diesel fuel, water, electricity, dry storage,

launching ramps, tidal grid, and a 30-ton boatlift are

available. The harbor is owned by the State and operated by the city. Restaurants and two small groceries

are in town. Repair services and machine shop are

available.

Ferries

(592) The Alaska State Ferry provides daily stops year

round with connections to Valdez and Cordova.

Communications

(593) The Auton Anderson Memorial Tunnel makes

Whittier accessible by automobile and railroad. The

Alaska Railroad transports automobiles to the

Seward-Anchorage Highway and has passenger service

to Anchorage daily in the summer and biweekly in the

winter. Charter air service is available in the summer.

174 ■ Chapter 4 ■ Volume 9
Charts 16705, 16709

(594) Port Nellie Juan extends 23 miles SW from its entrance between Culross Island and the mainland to the

S. Applegate Island, on the NW side of the entrance, is

low, flat, and wooded. Port Nellie Juan Light

(60°35'52"N., 148°06'07"W.), 23 feet (7.0 m) above the

water, is shown from a skeleton tower with a red and

white diamond-shaped daymark on the N end of the

point on the SE side of the entrance.

(595) Port Nellie Juan is divided into three right-angled

reaches into which many glaciers discharge. The innermost reach is Kings Bay. Midchannel depths of more

than 100 fathoms are available to near the head. In general, the reaches are deep close to the shores, which are

indented by numerous bays and small inlets.

(596) Areas in front of the glaciers should be approached

with caution. The moraines are often very large, and

the water over them shoals rapidly to 1 fathom or less.

This is particularly true at the head of Kings Bay where

the water is shoal 0.2 to 0.5 mile from shore, then deepens rapidly to more than 50 fathoms.

(597) McClure Bay, the first of two bays which indent the

SE shore of the first reach, is deep and narrow and extends S for about 5 miles. It is from 80 to 100 fathoms

deep, free from hidden dangers, and has bold shores.

The upper part of the E arm at the head of the bay is

foul. Vessels requiring little swinging room may anchor at the entrance of this arm in 18 fathoms, mud

bottom. The W arm is clear in midchannel and affords

shelter for small vessels.

(598) Ruins of a cannery and wharf are on N side of a cove

on the E side of McClure Bay near the entrance. A rock,

with little water over it, is on the N side of the cove

close S of the wharf ruins. A submerged rock is close off

the S shore of the cove just inside the entrance. The

cove accommodates only small craft.

(599) Blue Fiord, the second bay, is at the head of the

first reach and extends S about 4 miles to the moraine

of Ultramarine Glacier. The shores of the fiord are

steep-to and depths in midchannel are 33 to 100 fathoms.

(600) Derickson Bay, Deep Water Bay, and Greystone

Bay, are three prominent bays along the S shore of the

middle reach of Port Nellie Juan. Along the N shore of

this reach are long and narrow East Finger and West

Finger Inlets, with Shady Cove midway between them.

(601) Nellie Juan Glacier, at the head of Derickson Bay, is

the most active glacier in the area and the bay is often

filled with small icebergs.

Anchorage

(602) Because of the great depths, there are few anchorages in Port Nellie Juan. Indifferent anchorage for large

vessels can be found in the bight just inside the point

on the SE side of the entrance. The S of the two coves in

this bight has a wide, even, gravel shore that is excellent for beaching a small vessel.

(603) Another indifferent anchorage is available for vessels up to 250 tons 0.7 mile SW of Division Point between Blue Fiord and Derickson Bay. Depths of 18

fathoms can be found 300 yards off the entrance to a

small indentation. The thin layer of mud over rocky

bottom is only fair holding ground.

(604) Small craft can find indifferent anchorage in some

of the bights on the NW side of the first reach. The best

of these is in the area W of Mink Island where the depth

is about 15 fathoms, mud bottom. Good anchorage is

available for vessels up to 300 tons in the upper end of

West Finger Inlet in 15 fathoms, and in Shady Cove, 14

fathoms in the middle and 8 fathoms near the head,

mud bottom.

(605) Main Bay, 4 miles SE of Port Nellie Juan, is deep

and generally clear away from the shores, but affords

no anchorage. Foul ground extends both entrance

points. A fish hatchery is at the head of the bay.

(606) Falls Bay, 2 miles SE of Main Bay, has a small cannery in the northern extension, where small boats and

floats were anchored in 1996. The remainder of the bay

affords no anchorage and is open to the prevailing NE

weather. The main part of the bay is clear and deep, but

the entrance is restricted by rocks which protrude into

the mouth allowing a narrow 0.2 mile width, in which

the least found depth is 12 fathoms.

(607) Crafton Island is 1 mile long and wooded. At its N

end are rocky bluffs about 100 feet high, while its S part

is lower and has sandy beaches in places. Two low islets

with sandy beaches are off its S end. Crafton Island

Light (60°30'42"N., 147°56'04"W.), 70 feet (21.3 m)

above the water, is shown from a skeleton tower with a

red and white diamond-shaped daymark at the NE end

of the island.

(608) Crafton Island is surrounded by foul ground to a

distance of about 0.5 mile on its E and S sides, where no

sounding has been done. An exceedingly broken area

extends over 2 miles SE from the island. Rocks, bare at

about half tide, are 1 mile SE from the S end of the islets. Vessels should avoid all broken areas in this vicinity where depths less than about 50 fathoms have been

found.

(609) The passage W of Crafton Island is foul along the

shore of the islets, and three rocks which uncover are

in the middle of the S entrance. This passage should be

used only by small craft, proceeding with care and preferably at low water. The channel favors the W shore

from the S entrance until abreast the middle of Crafton

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 175
Island. A 4-fathom shoal is 0.1 mile E of the W shore

point opposite Crafton Island.

(610) The clearer channel to Eshamy Bay follows the

shore N from Point Nowell and is about 0.8 mile wide.

Differences of 50 fathoms between adjacent soundings

are not uncommon in this locality. Foul ground extends 350 yards N, and rocky broken ground of 14 to 9

fathoms, or less, extends 0.6 mile N from the S point at

the entrance of Eshamy Bay.

(611) Eshamy Bay, between Point Nowell and Crafton Island, affords anchorage only for small craft in 8 to 11

fathoms, in the small cove back of the islands and rocks

in the SE corner of the bay. The better entrance is

through the middle of the deep narrow channel between the small islands and the E shore. Eshamy Lagoon extends W from Eshamy Bay, but its foul entrance

with strong currents makes it inaccessible for strangers.

(612) Point Nowell, 4.5 miles S from Crafton Island

Light, is a small wooded hook, about 50 feet high, back

of which the land rises abruptly. The cove, formed by

the hook, is about 300 yards in diameter and apparently

clear, and affords anchorage for small craft in about 8

fathoms.

(613) Knight Island (see also chart 16700), on the W side

of Prince William Sound, is 22 miles long and very rugged, the peaks rising to 3,261 feet. It is wooded to about

1,000 feet, and above this is grass covered. Disk, Ingot,

and Eleanor Islands are mountainous and sparsely

wooded islands that extend 6 miles N from Knight Island to Point Eleanor, the N end of the group.

(614) Eleanor Island has bluff, rugged shores. Broken

ground extends 0.4 mile N and NW from Point Eleanor

the N point of the island. Point Eleanor Light

(60°34'51"N., 147°33'47"W.), 45 feet (13.7 m) above the

water, is shown from a skeleton tower with a red and

white diamond-shaped daymark on the point. Northwest Bay, on the NW side of Eleanor Island, is deep and

clear. Anchorage for small vessels is available in the SW

arm of the bay, about 0.4 mile from the head in about 20

fathoms.

(615) Near the E point of Eleanor Island, 1.8 miles S of

Point Eleanor, is a rocky islet with a few trees and with

foul ground on its shore side. A bare rock 0.2 mile S of

the islet should be given a berth of 0.3 mile. A group of

three prominent bare rocks, close together and about

12 feet high, is 3 miles SSE of Point Eleanor in

60°31'57"N., 147°32'30"W. Between them and Eleanor

Island is broken ground with depths of 31⁄2 to 7 fathoms.

A bare rock about 5 feet high is 0.6 mile SW of the

group; it should be given a berth of over 0.4 mile from

the SE.

(616) Upper Passage, separating Eleanor and Ingot Islands, is generally deep and suitable for small craft. One

mile SE of N entrance is a 21⁄2-fathom depth, position

approximate, about 150 yards from a point on Ingot Island. Block Island, 1 mile long with its N end joined at

low water to Eleanor Island, narrows the S part of the

passage to about 400 yards. On the NW point of Block

Island is an underwater rock, position approximate, reported in 1990. About 600 yards SE of Block Island is a

ledge with 5 fathoms over it, possibly less.

(617) Entrance Island, high and wooded, is 0.3 mile S of

Eleanor Island and on the N side of the S approach to

Upper Passage. It is surrounded by deep water. A submerged rock, reported in 1990, is 0.3 mile S of Entrance Island. Foul ground extends 0.4 mile NE of

Entrance Island.

(618) Sphinx Island, on the S side of the S approach to

Upper Passage and 0.4 mile E of Ingot Island, is high

and wooded, and surrounded by deep water. About 0.9

mile SE of Sphinx Island is a rocky area with a least

known depth of 18 fathoms.

(619) Ingot Island is between Upper and Lower Passages.

A prominent high wooded island is 0.2 mile off the NW

end of Ingot Island. Two small bare rocks, close together and nearly awash at high water, are 0.5 mile SE

from the S point of Ingot Island. Broken ground extends 0.5 mile SE from the rock to a ledge covered 33⁄4

fathoms.

(620) Disk Island is separated from Ingot Island on the E

by Foul Pass, a narrow passage blocked by reefs. A

landlocked bay with two narrow entrances makes into

the W side of the island. An excellent anchorage for

small craft can be found in the bay in 5 to 13 fathoms,

mud bottom, with good shelter from all winds. Enter

through the S entrance which is reported to be about

80 feet wide and has a least depth of 3 fathoms. It is reported that the N side of the S entrance should be favored to avoid a ledge which is submerged at high

water and extends about 10 to 15 feet into the channel.

The best anchorage is reported to be in a bight on the E

side of the bay. In 1998, a rock awash was reported 0.1

mile W of Disk Island in about 60°29'30"N., 147°40'21"W.

(621) Lower Passage, between Ingot Island and the N end

of Knight Island, is a deep navigable channel suitable

for small vessels. Broken ground, on which the least

known depth is 61⁄2 fathoms, extends into the passage

0.2 mile from the W entrance point of Louis Bay. A rock

that uncovers at half tide, is 350 yards from the W

shore, 0.8 mile inside the NW end of the passage. Foul

ground extends from this rock to the head of the cove,

0.5 mile SW.

(622) A rock covered 1 fathom, is about 0.4 mile NW from

the N end of Disk Island, and a 6-fathom area, position

approximate, is 0.3 mile further N. These rocks are well

out of the usual track of vessels going through Lower

Passage.

176 ■ Chapter 4 ■ Volume 9
(623) Louis Bay indents the NE side of Knight Island

about halfway through Lower Passage, about 2.2 miles

S of Passage Point. The bay affords anchorage for small

vessels 250 to 300 yards from the head of either of its

two arms, in about 15 fathoms. The W arm is clear so

far as is known.

(624) The E arm of Louis Bay has a very broken bottom,

and small vessels entering should proceed with caution.

A rock covered 5 feet is 175 yards from the E shore and

350 yards N from the entrance of the E arm. The arm is

0.1 to 0.2 mile wide; a ledge extends about 30 yards

from the wooded islet on the W side of the entrance.

When inside the entrance, favor the W side to avoid

three rocks which bare at lowest tides.

(625) Herring Bay, at the NW end of Knight Island, has

no desirable anchorage and is characterized by much

foul ground and very broken bottom, with deep water

close to the shores and dangers. Vessels should proceed

with caution, especially in the vicinity of broken areas

with depths less than about 20 fathoms, and preferably

at low water. The entrance is clear except along the E

shore, which is foul. A prominent rock about 4 feet

high is near the center of the bay; the best channel to

the upper part of the bay is E of the rock.

(626) Herring Point, the N end of a narrow ridge about

1,000 feet high, forms the W side of Herring Bay.

(627) Smith Island, near the center of Prince William

Sound, is high and wooded, and lowest at its SW end.

Broken rocky bottom extends 3 miles NE from Smith

Island. A lighted bell buoy is 0.3 mile S of a 5-fathom

patch, 1 mile E of the island.

(628) Little Smith Island, close W of Smith Island, is

bluff, high, and wooded. Rocky patches of 43⁄4 to 16 fathoms are about 1.5 miles N of the island. A rocky area of

9 to 10 fathoms extends 1 mile S from the island.

(629) Seal Island, 5.5 miles S of Smith Island, is wooded,

high, and round. Seal Island Light (60°25'47"N.,

147°24'56"W.), 45 feet (13.7 m) above the water, is

shown from a skeleton tower with a red and white diamond-shaped daymark on the NW side of the island.

Close to the E end of the island are two bare rocky islets, and about 0.1 mile off the W end is a small rock

which uncovers 8 feet.

(630) Rocky, broken areas extend 1 mile E, NE and N

from Seal and Smith Island. Pennsylvania Rock, 1 mile

N of the island and marked by a buoy, is covered 21⁄4 fathoms. About 0.8 mile SW of the island is a 41⁄2-fathom

rocky area.

(631) Vessels generally use the channel between Seal and

Smith Islands rather than the channels to the SE.

Chart 16700

(632) The W entrance of Prince William Sound between

Cape Cleare and Cape Puget is divided into a number of

passages between the islands. They are described in the

following order: Montague Strait, Latouche Passage,

Elrington Passage, Prince of Wales Passage, Bainbridge

passage, and Knight Island Passage.

Charts 16701, 16709

(633) Montague Strait, between Montague Island on the

E and Latouche and Knight Islands on the W, is the

broadest of the passages W of Montague Island leading

from the sea to Prince William Sound. The strait affords an unrestricted channel 4.5 miles wide. Below the

N end of Latouche Island the strait is seldom used as

vessels generally proceed via Elrington Passage. Above

that point the regular steamer route to the E part of

Prince William Sound is via the passage W of The Needle, Green Island, and Seal Island, thence through the

passage between Seal and Smith Islands. (See also

chart 16705.)

(634) The March 1964 earthquake caused bottom uplift

throughout Montague Strait. Shoaling and other scattered dangers exist in the area, requiring mariners to

navigate with caution. Full bottom coverage surveys

of Montague Strait were completed by the NOAA Ship

Rainier in 2000. Mariners are advised to consult the

U.S. Coast Guard Local Notice to Mariners for the location of dangers.

(635) The W side of Montague Island is heavily wooded to

about 900 feet. Generally rugged with many deep,

steep-walled recesses near its high levels, it retains numerous patches of snow and ice throughout the summer.

(636) San Juan Bay, an open bight just N of Cape Cleare,

has a sand beach at its head that is backed by a large

tidal swamp that drains through a small stream. Landings in the bay are usually difficult because of the surf.

(637) Stair Mountain, just N of San Juan Bay, is a prominent conical-shaped 1,595-foot peak which shows unmistakably from the S and SW. The summit is bare and

the slopes have a scattering growth of trees.

(638) Point Bryant is a rounding point of high eroded

bluffs, about 3 miles N of San Juan Bay. The rocky shore

is fringed with heavy kelp.

(639) Macleod Harbor, on the E side of Montague Strait,

6.5 miles N from Cape Cleare, is an excellent anchorage

protected from all directions except the SW. Point

Woodcock, on the N side of the entrance, is a rocky

bluff about 50 feet high and wooded on top. The point is

fringed by a rocky, kelp-covered reef. The S entrance

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 177
point is gently rounding. The head of the harbor is

marked by extensive mudflats.

(640) Large vessels entering Macleod Harbor favor the N

shore and anchor in 12 to 14 fathoms, muddy bottom,

about 0.3 mile off the shingle beach 1 mile from the

head of the bay. In making this anchorage, care should

be taken to avoid the mudflats which rise very sharply.

Severe williwaws draw down through the harbor, but

the holding ground is good and the anchorage is safe.

Small craft find anchorage farther in close to the N

shore and to the head of the bay in 4 to 10 fathoms, mud

bottom. Small-craft mooring piles at the head of the

harbor, are now dry at low water because of the upheaval caused by the March 1964 earthquake. Drastic

changes have occurred, and the overall size of the bay is

greatly reduced.

(641) Hanning Bay, indenting the W side of Montague Island 13 miles N of Cape Cleare, is a good anchorage

with E winds. Shoals to 2 fathoms extend about 0.5

mile from the S shore into the entrance to the bay and

shoals to 41⁄2 fathoms extend about 0.5 mile from the N

shore into the entrance of the bay. A dangerous submerged wreck (59°57'54"N., 147°42'11"W.) with a least

depth of 2 fathoms is in the center of the bay. The best

anchorage in S winds is about 1.0 mile from the S shore

of the bay, with Danger Island bearing, 256° and Point

Bazil, the N entrance point, bearing approximately N,

in about 14 fathoms. Care should be taken to avoid the

dangerous submerged wreck.

(642) The Needle is a flat-topped, steep-sided rock, about

45 feet high, in Montague Strait 3.8 miles from the

nearest point of Montague Island and 5.5 miles SE from

Point Helen, the S extremity of Knight Island. Rocks

that uncover are close NNE and SSW of The Needle. A

shoal with a depth of 5.2 fathoms at the S end and 5.0

fathoms at the N end extends NE about 2 miles from a

point 0.5 mile S of The Needle and extends W about 0.3

mile. A depth of 1.5 fathoms is about 0.6 mile NE of The

Needle. A shoal spot with a depth of 3.7 fathoms is

about 0.9 mile NNE of The Needle.

(643) Little Green Island, heavily wooded and about 100

feet high, is 6 miles NNE of The Needle. A fringe of

rocks surrounds the island and a kelp-marked reef, baring at various stages of the tide, extends 1.1 miles SW

off the S end of the island. A rock, covered 31⁄2 fathoms,

is 1.8 miles SW of the island, and two rocks with little

kelp that uncover about 1.6 miles E of the island and

close to the 50-fathom curve. A shoal area with depths

of 33⁄4 to 9 fathoms is about 2 miles NE of the island.

(644) Green Island, between Knight Island and the N

part of Montague Island, is wooded. The highest elevations are near the E side of the island, and slope gradually to the N and S ends. Very foul ground surrounds

the island. A wooded islet, 100 feet high, several small

islets, and numerous rock and shoal spots are along the

NW shore of Green Island. A prominent outlying rock,

26 feet high, is 1.2 miles NW of Putnam Point. The W

side of Green Island is cluttered with rocks and shoal

areas. A rock, 15 feet high, at 60°14'55"N., 147°32'26"W.,

marks the westernmost danger in this area.

(645) Gibbon Anchorage is a secure harbor for craft up to

500 tons in the cove about the middle of the NW side of

Green Island. Pass 0.3 mile S of the outlying prominent

26-foot-high rock; avoid a 1⁄2 fathom shoal about 0.6

mile SW of the rock in 60°16'53"N., 147°28'49"W. Steer

SE for Putnam Point,the prominent wooded point with

a small bluff on the SW side of the cove. A 9-foot high

rock in 60°16'55"N., 147°27'10"W, is 0.6 mile SE from

the 26-foot-high rock. When about 0.2 mile from shore,

steer more E and pass midway between Putnam Point

and the islet, 0.2 mile N of the point. Anchor in the cove

SE of the islet in about 3 fathoms. A 11⁄2 fathom shoal is

in the center of the cove in 60°16'29"N., 147°26'04"W.

Passage between Green and Montague Islands

(646) The middle of the E side of Green Island is characterized by a prominent sand and gravel point, sparsely

wooded. A group of five rocky islets is 1 mile off this

point. Channel Island, 62 feet high and the highest of

the group, is tree covered. A sandspit, terminating in

low rocks, extends 0.4 mile NE from this group.

(647) The bottom is very irregular between Channel Island and Montague Island. Shoal depths ranging from

3⁄4 fathom to 10 fathoms were found in this area. The

best water apparently is about 0.2 mile SE of Channel

Island.

(648) Caution: The area between Green Island and

Montague Island has many rocks and shallow reefs. The

area is foul and should be avoided with great care.

(649) Port Chalmers, on Montague Island 5 miles S of

Graveyard Point, is S of Gilmour Point and extends NE

about 1.2 miles. At its NE end are two small lagoons,

the outer one having about 31⁄2 feet of water along its S

shore.

(650) A small wooded island, 165 feet high, is 1 mile SW

of Gilmore Point. An islet, 10 feet high, is 0.16 mile SE

of the island. Also, a kelp marked reef that uncovers 9

feet and other dangerous rocks and shoal areas extend

almost a mile N of the island.

(651) The approach to Port Chalmers is hazardous and

great care should be taken due to the changes caused by

the March 1964 earthquake. A kelp-covered reef that

uncovers approximately 8 feet at low water, is 0.4 mile

E of the wooded island directly in line with the port.

This reef is left southward upon entering. Care should

also be taken to avoid the reef which covers at extreme

high tide and is located about 0.7 mile SE of Gilmore

Point.

178 ■ Chapter 4 ■ Volume 9
(652) Anchorage for small craft can be had in all weather

at the head of Port Chalmers, between the reef and the

lagoon entrance. There is excellent holding bottom of

mud in 6 to 10 fathoms. On the upper half of the tide

small craft drawing not more than 5 feet enter

midchannel into the lagoon at the head of the port;

they can lay in the lagoon at all times in any weather,

except during extreme ranges of tide. A range (astern)

of Channel Island off Green Island with Horn Mountain

on Knight Island, can be used to pass 400 yards N of the

165-foot-high island and avoid the dangers in the approach. The reef 0.4 mile NE of Wilby Island, uncovers

approximately 4.5 feet. Another reef, which uncovers 4

feet, is 0.9 mile WSW of Wilby Island. Mariners should

exercise caution navigating these waters. Numerous

shoals and rocks bare at minus tides because of an uplift of about 11 feet caused by the March 1964 earthquake.

(653) Small cannery tenders frequently anchor in 10 to

12 fathoms about 0.2 mile inside the 95-foot-high island SW of the 165-foot-high island. To enter this area

pass midway between the two islands. Several dangers

exist in this area. The chart is the best guide.

(654) The small bay just N of Gilmour Point offers good

protection and anchorage in 2 to 8 fathoms, mud bottom. The entrance is clear of dangers on a midchannel

course.

(655) Stockdale Harbor, just S of Graveyard Point, has

three small tree-covered islets in the S part of the harbor that connects to one another and to Montague Island at low tide. The N half is clear except for a

kelp-marked 3⁄4-fathom reef which is 0.4 mile SW of the

N entrance point in 60°19'18"N., 147°13'12"W. Anchorage is available in 15 to 20 fathoms along the N side of

the harbor providing sufficient protection for small

vessels against NE winds. The S end of the harbor is

fouled with rocks and shoals and should be avoided.

(656) A 3⁄4-fathom submerged reef marked by kelp, is 1.4

miles SW of Graveyard Point.

(657) Montague Point is the large rounded N end of the

W side of Montague Island. The shoreline is foul from

Graveyard Point to Montague Point. A 1 fathom spot

depth (60°22'42"N., 147°04'38"W.) is about 0.4 mile NE

of Montague Point.

(658) Applegate Rock is actually a reef that bares approximately 10 feet for a distance of 0.4 mile at high water.

The reef is marked by Applegate Shoal Light

(60°21'19"N., 147°23'34"W.), 24 feet (7.3 m) above the

water and shown from a skeleton tower with a red and

white diamond-shaped daymark. A second reef 0.25

mile NE of Applegate Shoal Light, extends 0.3 mile and

bares about 3 feet at high water. Numerous rocks are in

the vicinity of the reef. Foul ground extends to about

2.8 miles SW of the light.

(659) The passage between Seal Island and Applegate

Rock reef area has ample depth for a width of about 2

miles. The broken bottom within 1.5 miles of Seal Island and that adjacent to the reef area should be

avoided.

(660) The passage between the reef area and Green Island

has ample depth for a width of about 0.7 mile. A

6.2-fathom shoal at 60°19'39"N., 147°22'33"W. and the

area within 0.7 mile of Applegate Shoal Light should be

avoided. The 25-foot-high rock 1.2 miles NNW of

Putnam Point is a good leading mark in entering this

passage from the N.

(661) Latouche Island, on the W side of Montague Strait,

is wooded to about 500 feet, and above this is covered

with moss and bushes, except the highest peaks, which

are bare. The E shore is precipitous and the 100-fathom

curve is less than 0.3 mile off in places.

(662) Danger Island, 1.4 miles S of Latouche Island, is

low and wooded. The entire island is surrounded by

reefs and rocks extending to 0.1 mile along the south

side, to 0.7 mile to the southwest and to 0.5 mile to the

northwest. A kelp bed extends from Latouche Island to

Danger Island. Passage between the two islands should

not be attempted.

(663) Point Helen, the SE extremity of Knight Island, is

marked by Point Helen Light (60°09'11"N.,

147°45'59"W.), 35 feet (10.7 m) above the water and

shown from a skeleton tower with a red and white diamond-shaped daymark.

(664) Hogan Bay, on the E side of Knight Island, 2.5

miles N of Point Helen, has anchorage in the middle,

0.6 mile inside the entrance, in 16 to 20 fathoms. The

bottom is rocky and uneven, and the anchorage is exposed E. A rock covered 3⁄4-fathom is about 0.1 mile off

the N shore of the bay and about 0.5 mile inside the entrance. Small craft can pass through the narrow channel at the head of the bay and find secure anchorage in

the inner cove in 13 fathoms or less, having a coarse

pebble bottom. There is a ledge on the E side of the inner cove that extends outward about 109 yards which

should be avoided. Favor the steep sloping spit on the

W side of the channel when entering the inner cove.

(665) Snug Harbor is on the E side of Knight Island, 6.7

miles N of Point Helen. Its W arm is 0.3 mile wide and

clear near midchannel, except for a 6.7-fathom shoal

ENE of its entrance in about 60°15'19"N., 147°44'09"W.

Secure anchorage is available at its head in 9 to 17 fathoms. Anchorage, exposed to N and NE winds, can be

had in the broad cove on the S side of the harbor in 12

to 15 fathoms, rocky bottom. Discovery Point, the S

entrance point to Snug Harbor, is bold and high.

(666) A 14-fathom pinnacle is 1.5 miles NE, position approximate, and a 51⁄2-fathom rock area is 2.0 miles NNE

from Discovery Point.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 179
(667) Marsha Bay, 5 miles N of Discovery Point, has a

crooked narrow entrance and is suitable only for small

craft. The depths are great except at its N end, where

anchorage can be selected in 9 fathoms or less. The best

entrance is N of the island that chokes the mouth of the

bay. The N passage is deeper and wider than the S passage. Extreme caution is advised because rocks and

shoal areas abound.

(668) Manning Rocks, about 1.5 miles off the entrance to

Bay of Isles, are three pinnacles which, because of the

1964 earthquake uplift, are now bare at low water. Surrounded by deep water, they are the worst dangers on

the E side of Knight Island. Between Manning Rocks

and the foul ground in the entrance to Bay of Isles the

bottom is very irregular, although the least depth

found is 2 fathoms. This area should be avoided.

(669) Bay of Isles, on the E side of Knight Island, has numerous islets and pinnacle rocks, submerged and

awash, and is suitable only for small vessels proceeding

with caution and preferably at low water.

(670) Foul ground extends 0.5 mile SE from the N point

of the entrance to Bay of Isles. At the end of the foul

ground is a rock covered 13⁄4 fathoms, 0.9 mile ENE

from an island near the N shore.

(671) To enter Bay of Isles, pass in midchannel N of the

islets in the middle of the bay. Continue 0.5 mile past

the islets, and pass in midchannel W of the islands near

the S shore. Then keep about 150 yards off the N shore

in entering West Arm. Anchor in the middle of the

broad part of the arm in 9 to 11 fathoms.

Chart 16702

(672) Latouche Passage has its seaward entrance between Danger Island and Erlington Island. The entrance bar, with depths of 3.3 to 9.0 fathoms, has

sometimes been crossed by large vessels proceeding W

from Latouche. The recommended route, however is by

way of Erlington Passage and the N part of Latouche

Passage. Numerous submerged rocks and shoals with

depths from 3.0 to 4.4 fathoms are about 1 mile N of

Danger Island in 59°56'39"N., 148°05'25"W. to about 2

miles S of Point Erlington in 59°54'10"N., 148°14'22"W.

(673) Occasionally with W winds large pieces of glacial

ice drift into Latouche Passage from Knight Island Passage.

(674) Latouche Passage, E of Elrington Island, is 7 miles

long and 0.7 to 1.3 miles wide with depths under 30

fathoms in most places. Anchorage can be selected

nearly anywhere in this channel in suitable depths, but

it should be avoided in strong S winds. Avoid the E part

of the passage in the vicinity of Izmaylov Island, the

crescent-shaped islet 2.2 miles SW of Chicken Island.

Rocks and kelp are in the passage between Izmaylov Island and Latouche Island.

(675) A rocky ledge extends 220 yards from the W shore

of Latouche Island and lies directly E of Izmaylov Island. A rock lies 120 yards from the NW tip of Izmaylov

in about 60°00'42"N., 147°59'25"W.

(676) From Point Grace, the N point of Latouche Island,

to the N end of Elrington Island, a distance of 5 miles,

Latouche Passage is about 1.8 miles wide, with deep

water. A ledge extends about 200 yards off the E shore of

Latouche Island 0.3 mile SE of Point Grace, and a dangerous rocky reef, awash at low tide, lies about 300

yards off the W shore of Latouche Island 0.8 mile SW of

Point Grace in 60°04'20"N., 147°52'27"W.

(677) The SE shore of the E end of Evans Island between

Johnson Cove and Bishop Rock is foul with pinnacle

rocks. A dangerous rock, awash at minus tide levels,

lies 1.9 miles SW of Bishop Rock, in about 60°04'46"N.,

147°55'58"W., about 0.1 mile off Evans Island. An unnamed wooded island, is near the E end of Evans Island,

0.8 mile N of Bishop Rock. The island is connected to

the shore by a gravel bar at low tide.

(678) Latouche, on the W side of Latouche Island 2.3

miles S of Point Grace, is the site of the abandoned copper mine of the Kennecott Copper Corp. The buildings

are in ruins. Girwood, 0.3 mile N of Latouche, is the site

of a homestead. There are piles on the beach in this vicinity.

(679) The cove immediately E of Powder Point is shoal,

and a reef extends 100 yards from the point. Anchorage

can be had about 600 yards N of Powder Point in 10 to

15 fathoms.

(680) Two rocks lie about 300 yards W of Powder Point at

60°03'00"N., 147°54'37"W. Another rock lies about 500

yards SW of Powder Point at 60°02'56"N., 147°54'43"W.

(681) Chicken Island, 3.5 miles SW of Point Grace, is

separated from Latouche Island by a pass 200 yards

wide with a depths less than 31⁄2 feet. A rocky ledge extends about 130 yards W of Latounche Island towards

the SE and of Chicken Island. Only small craft should

attempt the passage between Chicken Island and

Latouche Island, and then only at high water. A reef,

200 yards in length, runs NE to SW and lies in the middle of Wilson Bay, just E of the N end of Chicken Island.

(682) Horseshoe Bay is on the W side of Latouche Island,

4.5 miles SW of Point Grace. Its S half is shoal with

depths of 1/3 fathom. Small craft should enter near the

N shore of the bay where they can anchor in about 3

fathoms. A mooring pile is in the N part of the bay. Vessels can also anchor about 0.3 mile off the entrance in

16 fathoms.

(683) Elrington Passage, W of Elrington Island, is generally used by vessels proceeding between Prince William

Sound and points to the W. It is 8 miles long, 0.5 to 1

180 ■ Chapter 4 ■ Volume 9
mile wide, deep and clear. Anchorage is not easily found

because of the great depths. The passage is well

marked.

Currents

(684) The flood current sets NE and the ebb SW with a velocity of about 1.5 knots.

(685) Elrington Island, high and mountainous, is between Latouche Passage and Elrington Passage. The

SW end of the island has three prominent points between which are South Twin Bay and North Twin Bay.

(686) Point Elrington, the SW end of the island, is a

small hill, high and wooded, with cliffs at the water, and

is joined to the island by a sand and gravel neck just

above high water. A hill, 1,060 feet high, 1.4 miles E of

the point, has a low divide about 100 feet high at the E

end, separating it from the main island.

(687) Point Elrington Light (59°56'11"N., 148°15'01"W.),

30 feet (9.1 m) above the water and shown from a skeleton tower with a red and white diamond-shaped

daymark, marks the extremity of the point.

(688) South Twin Bay is free from dangers and affords

convenient anchorage in 14 to 17 fathoms, hard bottom with patches of sand and gravel. It is exposed to W

and SW winds.

(689) North Twin Bay is free from dangers except for a

rock covered 1.9 fathoms in 59°57'40"N., 148°12'36"W.

and about 300 yards off the S shore. Anchorage can be

found in the center of the bay in 13 to 17 fathoms. Of

the twin bays, the best shelter is usually found in the S

one.

(690) The N point at the SW end of Elrington Island is a

high hill, connected with the island at its SE end by a

long, low, wooded neck. Lonetree Point, the most N extremity of the point, is marked by a prominent lone tree

and Lonetree Point Light (59°58'56"N., 148°12'00"W.),

30 feet (9.1 m) above the water, shown from a skeleton

tower with a red and white diamond-shaped daymark.

(691) On the SE end of Evans Island is Evans Island

Light (59°59'07"N., 148°07'28"W.), 20 feet (6.1 m)

above the water, shown from a skeleton tower with a

red and white diamond-shaped daymark.

(692) A high island is in the bend at the S end of the passage close to Elrington Island, from which its SE point

is separated by a narrow pass dry at low water. Anchorage in about 34 fathoms with mud bottom and limited

swinging room is reported S of the high island in what

is locally called Fox Farm Bay. This anchorage offers

good protection in most weather.

(693) A pyramidal pinnacle rock, about 8 feet high with

grass on top, is about 250 yards off the N point at the

SW entrance to Elrington Passage, about 1.4 miles NE

of Lonetree Point Light. A grass-covered rock, 32 feet

high with some brush on its summit, is near the angular mountain point on the E side of the passage, 3.2

miles E of Lonetree Point Light. In the SE angle of the

passage, 1.4 miles SW of the grass-covered rock, anchorage can be had in 5 to 20 fathoms, muddy bottom,

depending on the swinging room required.

(694) The N end of Elrington Passage is marked by

Elrington Passage Light (60°02'46"N., 148°00'42"W.),

25 feet (7.6 m) above the water and shown from a skeleton tower with a red and white diamond-shaped

daymark, on the S extremity of the island W of Bettles

Island.

(695) Sawmill Bay indents the E side of Evans Island

near the N entrance to Elrington Passage. The end of

the long peninsula on the SE side of the inner part of

the bay is marked by Sawmill Bay Light 3 (60°03'13"N.,

148°02'13"W.), 14 feet (4.3 m) above the water, shown

from a skeleton tower with a green square daymark,

and visible through the entrance N of Bettles Island.

The entrance from Elrington Passage is 700 yards W of

Elrington Passage Light between two islands W of

Bettles Island; a daybeacon marks a reef about 0.5 mile

NW of Elrington Passage Light which uncovers 3 feet.

(696) There is a 2.2-fathom shoal at the E approach to

Sawmill Bay, approximately 800 yards S of Johnson

Cove at 60°03'25"N., 147°58'34"W. A rocky 8-fathom

patch is about 900 yards N of the peak of Bettles Island.

A shoal of 71⁄2 fathoms lies 850 yards E of the daybeacon

NW of Elrington Passage Light at 60°03'10"N.,

148°00'37"W. There are two sets of oil deflection booms

deployed at the entrance to Sawmill Bay. The first set of

buoys runs about 2,200 yards SW from the W point of

the mouth to Johnson Cove. The second set of buoys

runs from Port Benney (60°03'48"N., 148°00'54"W.), in

a SW direction to Sawmill Bay Light 3. In the event of

an oil spill, containment booms will be extended along

the buoys.

(697) Local magnetic disturbance was reported in Sawmill Bay and in the waters between Elrington and

Bettles Islands in 1974. Extent of the disturbance is not

known.

(698) Johnson Cove, on the NE side of Sawmill Bay entrance, has an abandoned saltery at its head. The cove is

foul with 4 feet in the basin near its head.

(699) Bettles Island, the largest of the high wooded islands at the entrance to Sawmill Bay, has foul ground

along its N and S shores.

(700) Crab Bay is a small indentation on the N shore of

Sawmill Bay. A saltery just inside the W entrance point

has a wharf in ruins. A small boat harbor with a floating

pier available for seaplanes and small craft is on the W

side of the bay and marked by a daybeacon. A reef covered 1 fathom is about 300 yards SE of the daybeacon in

about 60°03'48"N., 148°00'18"W. Two steel pilings are

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 181
reported to lie across from the small boat harbor in

about 60°04'02"N., 148°00'29"W.

(701) Chenega Bay, a Native community on the W entrance point to Crab Bay, is home to about 21 families.

The village has a school, church, and a Community

Center, which includes a post office, health clinic, and

Village Council Office; electricity and telephone; an

Alaska State Ferry pier with ferry service to Seward and

Valdez (weekly service in summer and monthly service

in winter); a small boat harbor with 15 slips, diesel fuel,

gasoline, water and a 3,000-foot gravel air strip. The

Village Council Office can be reached by phone at

907-573-5172. Chenega Bay was established in 1984 after Chenega, on the S end of Chenega Island 13 miles

N, was abandoned after the 1964 earthquake.

(702) Port Benney (abandoned) was formerly the site of a

saltery just W of Crab Bay. There is a small floating pier

in the protected cove at the port.

(703) Port Ashton, on the NW shore of Sawmill Bay, has

been destroyed by fire and a series of pilings and dolphins mark the extent of the pier ruins. A group of

rocks, awash at extreme low water, are about 115 yards

offshore and about 260 yards NE from the wharf ruins.

(704) Port San Juan is at the SW end of Sawmill Bay and

is the site of a fish hatchery. A wharf with a 200-foot

face had a reported least depth alongside of about 22

feet in October 2000. A waterfall is behind the fish

hatchery. A fish pen lies 90 yards E of the hatchery pier

and is marked by orange buoys on each corner. A

daybeacon lies about 500 yards E of the pen. A rock covered 1⁄2-fathom, is about 150 yards S of the daybeacon.

Another rock, covered 11⁄4 fathoms, is about 325 yards

NE of the wharf. In the approach to the wharf, there are

spots with less than 4.5 fathoms over them. A small

boat pier is opposite of Port San Juan about 0.3 mile SW

of Sawmill Bay Light 3.

(705) Careful maneuvering is required for a large vessel

to get away from this wharf safely. The practice is to

swing the stern out and back toward the island before

turning.

Anchorage

(706) Sawmill Bay has no good anchorage for larger vessels and the holding ground is poor. Smaller craft may

find suitable anchorage in some coves throughout

Sawmill Bay.

(707) Sawmill Bay can be entered by either the NE or the

SW entrance. The former is recommended because of

its greater width. In proceeding toward the SW end of

the bay, vessels can pass on either side of the small

oval-shaped island in the middle of the bay. If passing

on the N side, the island should be favored to avoid the

rocks off Port Ashton. When entering through the SW

entrance, care should be taken to avoid a reef on the E

side of the entrance in about 60°02'54"N., 148°01'03"W.

Tides and currents

(708) The diurnal range of tide in Sawmill Bay is 11.3

feet. Little or no current exists in the bay.

(709) Prince of Wales Passage, between Evans Island

and Bainbridge Island, is about 11 miles long and from

0.5 to 2 miles wide. It offers a direct route from Knight

Island Passage for vessels bound SW along the coast;

otherwise Elrington Passage is more direct and is generally used.

(710) Prince of Wales Passage has several dangers. The

principal channel at the N entrance is E of Flemming

and Ship Islands, and the 21⁄4-fathom shoal in

60°08'19"N., 148°02'07"W., about 0.5 mile S of

Flemming Island, then W of Iktua Rocks. A shoal area

with a depth of 8 fathoms in about 60°06'15"N.,

148°04'48"W., is about 500 yards offshore and about 0.4

mile SE of a prominent point on the E side of Bainbridge Island. A shoal area with a least depth of 8 fathoms extends about 375 yards offshore to about

60°05'17"N., 148°05'56"W. Several wooded islands are

on the E side of the passage from 3.2 to 5 miles S of

Flemming Island. The area between them and Evans Island is foul and the tidal currents have a velocity of 2 to

3 knots. Near midchannel W of the middle island is an

area of broken ground on which the least depth is 4

fathoms and extends over 0.7 mile SW from

60°05'09"N., 148°05'27"W. A shoal area with a least

depth of 21⁄2 fathoms in about 60°03'54"N.,

148°07'28"W., extends about 500 yards off Bainbridge

Island and lies about 1.2 miles NE of Amerk Point, a

prominent low sand point with a fringe of trees on

Bainbridge Island. These areas should be avoided by

vessels.

(711) The channel W of Flemming Island has considerable foul ground and should be avoided without local

knowledge, except possibly small craft proceeding with

caution and preferably at low water. Good anchorage in

4 to 16 fathoms, mud bottom, is W of the S end of

Flemming Island at Panhat Point on Bainbridge Island. To enter the anchorage area from the S, pass 300

yards off the point on the N course until 500 yards N of

the point, head W and then S to the anchorage.

(712) Gage Island, wooded and with a group of partly

bare rocks off its S side, is 0.5 mile N of Flemming Island and is a good mark for the N entrance of Prince of

Wales Passage.

(713) Ship Island, with a few trees, is the S of two on the

E side of Flemming Island. A reef bare at low water extends 225 yards SE.

182 ■ Chapter 4 ■ Volume 9
(714) Iktua Bay, in the NW shore of Evans Island, opens

to the N on the E side of the passage about 1.5 miles S of

Flemming Island. The bay, 1.5 miles long, is about 0.6

mile wide at the entrance and narrows to about 0.4 mile

midway of its length. The E shore of the bay has several

off-lying dangers and may be followed 300 to 350 yards

offshore to the head of the bay and anchorage in 3 to 14

fathoms, mud bottom. The W shore of the bay may be

followed about 200 yards off for 0.7 mile until abeam of

the S of two small islets. Good anchorage for small craft

in 2 to 10 fathoms, mud bottom, is E of these islets.

(715) Iktua Rocks, a group of bare rocks, highest about 3

feet, are 0.4 to 0.5 mile off Evans Island and 1.5 miles S

of Flemming Island.

(716) Guguak Bay is on the E side of the passage about

1.3 miles S of Iktua Rocks. A rock that bares at half tide

marks the W side of the narrow entrance. Rocks, that

uncover, are across a narrow portion of the bay, about

0.2 mile S of the entrance. There is anchorage in 33⁄4 to

7 fathoms outside the bay entrance.

(717) The only good anchorage in Prince of Wales Passage is in circular Squirrel Bay, at the SW point of Evans Island. Anchorage can be found near the center of

the bay in 12 to 22 fathoms, sand and mud bottom of

fair holding qualities.

Ice

(718) Glacial ice is sometimes discharged through

Prince of Wales Passage.

Currents

(719) Off Amerk Point at the narrowest part of the passage, the flood sets N at a velocity of 0.8 knot and ebbs

SW at a velocity of 2.5 knots. Between Flemming and

Evans Islands at the N end of the passage the velocity is

from 1.5 to 2 knots.

(720) Bainbridge Passage, between Bainbridge Island

and the mainland, extends NE for 10 miles from Port

Bainbridge to Knight Island Passage. A 6.7-fathom

(12.3 m) shoal in 60°06'33"N., 148°17'22"W., is in the

middle of the W entrance to the passage.

(721) Point Waters is the NW point of the SW entrance to

Bainbridge Passage. A ledge with rocks awash is 250

yards offshore.

(722) Two outlying dangers, submerged at high water,

are in the passage. A ledge that uncovers 3 feet is about

200 yards off the point about 3 miles S of Point Countess, the NW point of the NE entrance to Bainbridge

Passage. Another ledge that uncovers 4 feet is about

250 yards off the N shore, 1.8 miles E of Point Waters,

the NW point at the W entrance to the passage. Although there is deep water between both these ledges

and the N shore, vessels should pass SE of them.

(723) A recommended anchorage in the passage is in the

small bay about 2.2 miles SW of Point Countess. Care

should be taken, however, to avoid the rock that uncovers 6 feet in the middle of the bay and the ledge that extends off the NE entrance point. A 2-fathom (3.6 m)

shoal in 60°10'39"N., 148°07'05"W., is about 0.3 mile

SE of the entrance to the bay.

Currents

(724) The tidal current in Bainbridge Passage floods NE

at a velocity of 3.1 knots and ebbs SW at 2.4 knots.

Chart 16700

(725) Knight Island Passage, on the W and S sides of

Knight Island, is used by vessels calling at bays on the

W side of Knight Island. With E winds it offers a

smoother channel from Latouche Passage to the N end

of the Naked Island group than the generally used

route E of Knight Island.

(726) From its N entrance between Herring Point and

Crafton Island, where it is 5 miles wide, the passage extends S for about 16 miles to Pleiades Islands, with a

least width of 2 miles at the SE end of Chenega Island.

The channel leads E of the Pleiades, where it is 1.2

miles wide between them and Point of Rocks. From

these islands the passage has a SE trend for 10 miles,

with widths of 3 to 4 miles, to Montague Strait between

Point Helen and the N end of Latouche Island.

(727) The waters of both shorelines of the Knight Passage are characterized by rocky and exceedingly broken

bottom. Differences of 50 fathoms between adjacent

soundings are not uncommon. As a measure of safety,

deep-draft vessels should avoid areas where abrupt

changes are indicated by the chart to depths less than

50 fathoms. The depths in the passage range from 40 to

400 fathoms. The W side is generally bold, except for

the bight between Crafton Island and Point Nowell.

From Lower Herring Bay to Pleiades Islands, the E

shore is foul for 0.8 mile off, with islands, rocks, and

reefs. The bays on the W side of Knight Island are not

good anchorages. Small craft can anchor in nearly all

the arms of the bays, but the bottom is generally rocky.

(728) Pleiades Islands, in the middle of the bend in

Knight Island Passage, are a chain of seven wooded islands 1 mile long. The southernmost and largest is

about 90 feet high. One hundred yards NW of the

northernmost island is a bare rock islet and S of the

southernmost wooded island is a long, low lying reef

that extends 300 yards. A rock, about 400 yards W of the

middle of the chain, bares at low water. Two large rocks,

covered 3 feet, are on the 9-fathom bank about 200

yards E of the N end of the southernmost island.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 183
Pleiades Light (60°14'23"N., 148°00'38"W.), 30 feet (9.1

m) above the water, is shown from a skeleton tower

with a red and white diamond-shaped daymark on the

N end of the northernmost island of the group.

Currents

(729) The tidal currents in Knight Island Passage have a

velocity of 1 to 2 knots.

Ice

(730) Considerable glacial ice has been seen in the passage S of Pleiades Islands. It comes E between Point

Countess and Chenega Island, and drifts as far as

Latouche Passage with the ebb.

Chart 16702

(731) Little Bay, on the S side of Knight Island, 1.8 miles

NW of Point Helen, has no known dangers except for

the rocks awash close to the head. The depths are 13 to

18 fathoms, rocky bottom, and it is a fair anchorage except with S winds.

(732) Mummy Bay, in the S end of Knight Island, is deep

and clear, but rocks extend 0.3 mile from the head.

Small vessels can anchor 0.5 mile from the head in 15

to 20 fathoms. Northeast Arm is an anchorage for small

craft. Caution should be used when anchoring to avoid

the shoal which extends 200 yards from the E side of

the small tree covered island at the entrance to the

arm.

(733) Thumb Bay is a small inlet opening into the S part

of Mummy Bay. The bay affords anchorage for small

vessels in 12 to 22 fathoms with limited swinging room

and rocky bottom. No swell makes in the anchorage

and the holding ground is good. The anchorage is protected from winds from all directions except NW.

(734) Lucky Bay and Italian Bay are unimportant inlets

on the S shore of Knight Island between Long Channel

and Mummy Bay.

Chart 16704

(735) Squire Island and Mummy Island, two large islands on the E side of Knight Island Passage, are separated from Knight Island by Long Channel. Squire

Island, the S one, is the higher of the two. A drying

ledge is 0.3 mile SW from Squire Point, the S end of the

island. Two small islands are 0.3 mile off the W side of

Squire Island, and from these islands a large reef extends 0.4 mile W to Point of Rocks, the latter awash at

high water. The channel between Mummy and Squire

Islands leading into Long Channel has rocky, broken

bottom, and should be used with caution.

(736) Long Channel is an inside passage, 4.5 miles long,

for small craft from Drier Bay to the S part of Knight Island Passage. The channel narrows to 80 yards abreast

Mummy Island. Numerous shoals to 1 fathom and a

rock that uncovers at low water are between Mummy

Island and the middle of the passage. Vessels should favor the E side and keep within 100 yards of Knight Island to avoid the dangers. A rock, covered at high water,

is in the N entrance 0.3 mile E from the N end of

Mummy Island. The tidal currents have little velocity.

(737) Copper Bay, on the E side of Long Channel, is

abreast the N end of Squire Island. Its entrance is very

narrow and foul, and suitable only for small craft with

local knowledge. The tidal currents have considerable

velocity in the entrance.

(738) Mummy Island, on the S side of the entrance to

Drier Bay, is high and wooded; on the S half of the island are patches of grass. Reefs extend 0.3 mile SW

from the N end of the island, and wooded islets with

reefs around them extend 0.6 mile W from the middle

of the island.

(739) New Year Islands are on the N side of the approach

to Drier Bay. They are wooded, and the largest is 200

feet high. New Year Islands Light (60°18'46"N.,

147°55'04"W.), 23 feet (7.0 m) above the water and

shown from a skeleton tower with a red and white diamond-shaped daymark, is on the SW side of the island S

of the largest island. Bare reefs extend 300 yards SW

from the light. Rocks that uncover, about 500 yards

NNE from the N island in 60°19'24"N., 147°54'39"W.,

are a serious danger in the channel between New Year

Islands and the islands to the N.

(740) Drier Bay has its main approach between New Year

Islands and Mummy Island. The SE shore of the bay is

indented by a number of smaller bays and coves. Drier

Bay has been examined from the 50-fathom curve at

the entrance to the head of the N arm and found to be

clear of dangers except those charted.

(741) Local knowledge may be required in recognizing

the entrance to Drier Bay, as there are several groups of

islands on the E side of Knight Island Passage, both N

and S of the entrance. Approaching from N, the island

in the mouth of Johnson Bay is a good mark. The chart

is the guide.

(742) Clam Islands, two in number, low and wooded, are

between New Year Islands and Rocky Point, the N point

of Drier Bay. A 3.1-fathom rocky patch is 0.3 mile S

from Clam Islands, about in the middle of the entrance.

(743) Range Isle, small and wooded, is close to the N side

of Drier Bay and 2 miles E of New Year Islands. The line

of Range Isle just clear of the N shore E of it, leads

about midway between Mummy Island and New Year

Islands, and is sometimes used as a range for entering

the bay.

184 ■ Chapter 4 ■ Volume 9
(744) Cathead Bay is on the S side of Drier Bay, 2 miles

from Mummy Island. Two Islands are in the upper part

of the bay. In the entrance of the bay, 0.1 mile from the

W side, is a 0.6-fathom shoal. A depth of 1.9 fathoms is

midway between the two islands and depths to 1.2 fathoms are 150 yards E of the S island. A large foul area extends 175 yards S of the S island almost to shore.

(745) Cathead Shoal, with a least known depth of 31⁄2

fathoms, is about 500 yards NE from Cat Head, the

point on the W side of Cathead Bay entrance. Entering

Cathead Bay, favor the E side to avoid Cathead Shoal

and the 0.6-fathom shoal, then proceed with caution on

either side of the islands at its head.

(746) Mallard Bay, on the S side 2.5 miles inside Mummy

Island, is foul for a distance of 0.2 mile from its head.

Approaching with care, anchorage can be made 0.4 to

0.7 mile from the head in 17 to 26 fathoms. No swell

makes into the anchorage, but williwaws are possible

during heavy SE weather.

(747) Barnes Cove is obstructed by ledges at its entrance,

and shoals extend from the shores. Small craft entering

with care can find good anchorage in 6 fathoms. Vessels

can anchor 300 to 500 yards off the entrance in 18 fathoms.

(748) The point on the NE side of Barnes Cove is prominent and high, with bare rocky slides. A reef extends

150 yards off the NW side of this point.

(749) Chase Island, small and wooded, is 700 yards from

the NW side of Drier Bay and 1.8 miles E of Range Isle.

A ledge awash and numerous rocks, covered and awash,

extend 200 yards SW to 200 yards SE of Chase Island.

(750) A ledge awash at half tide is 0.4 mile NE of Chase Island. A rock that uncovers at lowest tide is 275 yards

NNW of the half-tide ledge.

(751) Northeast Cove, at the head of Drier Bay, is small

and has shoals at its entrance and also inside for 0.1

mile from its head. Small craft entering with care can

find good anchorage in 2 to 3 fathoms. Vessels can anchor 300 to 500 yards off the entrance in 17 to 19 fathoms. A 2.5-fathom shoal in 60°19'33"N., 147°45'43"W.,

is about 200 yards offshore and 0.4 mile W from the entrance. Anchorage can be selected about 0.3 mile from

shore in the NE end of Drier Bay, in about 20 fathoms.

(752) Port Audrey is the N arm of Drier Bay. A rock covered 1.2 fathoms in 60°20'26"N., 147°46'04"W., is about

500 yards S of the entrance to the lagoon at the head of

the arm. The lagoon has a depth of 0.5 fathom in the

entrance and good anchorage inside for small craft in 4

to 5 fathoms. A flat extends 250 yards from the head of

the lagoon. Violent winds blow in and out of Port Audrey.

(753) Squirrel Island, 1 mile N of New Year Islands and

0.5 mile from the E shore, is the northernmost of the

islands extending 1.5 miles N of the entrance to Drier

Bay. It is high and wooded.

(754) Johnson Bay is suitable only for small craft; mariners without local knowledge should enter at low water

only, and proceed with caution in the vicinity of all broken ground. A wooded island is in the mouth of the bay.

The entrance, N of the island, is about 125 yards wide

between reefs that bare. The axis of the channel is about

125 yards from the N shore. From Knight Island Passage, a course for the N point at the entrance in range

with a pyramidal peak of black rock, 2,090 feet high,

above the head of the bay, will lead between the outlying dangers to the entrance.

(755) A covered rock, dangerous for small craft, is 0.1

mile S of Aguliak Island and a 21⁄2-fathom shoal is

about 0.4 mile SW of the island. In October 1999, there

was a 5 fathom shoal about 0.47 mile S of Aguliak Island in about 60°21.2'N., 147°53.3'W, and about 0.93

mile SW of Aguliak Island, there was a 4 fathom shoal

in about 60°20.9'N., 147°53.9'W.

Charts 16701, 16705

(756) Channel Rock, a prominent, bare, black rock about

6 feet high, is about 1 mile off the entrance of Lower

Herring Bay, and is a good mark for Knight Island Passage. A rock that uncovers is 1.4 miles NNE from Channel Rock and 0.6 mile from the shore of Knight Island.

From this rock S, the E side of Knight Island Passage is

very broken and foul, with deep water extending close

to the dangers.

(757) Lower Herring Bay is suitable only for small craft.

The best entrance is E of Channel Rock. The principal

danger in the bay is a rock that uncovers 9 feet, which is

in the middle, 600 yards from the E end of the bay. The

passage between this rock and the point N, between the

two arms, should be used with caution. A midchannel

course should be followed in the arms. Small craft can

anchor in the cove on the S side 1.2 miles inside the entrance of the bay, in not less than about 10 fathoms.

(758) A narrow deep passage, suitable for small craft, follows the shore inside the islands between Lower Herring and Johnson Bays. Mariners without local

knowledge should take it at low water and exercise

care. In 1968, a reef was reported at the entrance to

Lower Herring Bay in 60°22.8'N., 147°52.3'W., and, in

1974, a 11⁄4-fathom spot was found about 0.4 mile SW of

the reef in 60°22.7'N., 147°52.8'W.

(759) Chenega Island, on the W side of Knight Island

Passage, has a bold but fairly regular shore bordering

on Knight Island Passage. Its highest summit is near

the center. The S shore of Chenega Island is indented

by several small bays where small vessels can find anchorage and shelter from the prevailing NE storms.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 185
(760) The March 1964 earthquake caused a bottom uplift of 4.9 feet at Chenega Island. Shoaling and new

dangers may exist requiring extreme caution until a

complete survey is made of the area.

(761) Chenega, an abandoned village, is at the head of a

cove indenting the S end of the island, which is marked

by three small wooded islets. A rock bares 4 feet 150

yards N of the northernmost islet. A school in the village is in ruins. There is a prominent landslide back of

the abandoned village. The residents of Chenega relocated to Chenega Bay in Sawmill Bay at Evans Island,

13 miles to the S.

(762) Small vessels can anchor in the cove fronting

Chenega, in 5 to 15 fathoms, soft bottom. The anchorage is only partly protected from the S by the entrance

islets and is not recommended in S weather. To enter,

pass 300 yards W of the entrance islets on a 000° course

until within 300 yards of the shore, then swing sharply

to the right and head for the school in ruins. Anchor in

a suitable depth.

(763) Whale Bay indents the mainland 4 miles SW of

Chenega. A low portage at the head of the W arm connects with the head of Port Bainbridge. The bay is deep,

but small craft can find anchorage along the E shore of

the S arm, and in 6 to 10 fathoms, mud bottom, in the

small bight in the N side of the W arm; the latter is a

very good anchorage and is directly off a bare cliff that

is visible for some distance. Ice from Icy Bay often obstructs the entrance to Whale Bay.

(764) Dangerous Passage separates Chenega Island from

the mainland. The N entrance of the passage is obstructed for a distance of about 0.6 mile off the N end of

Chenega Island by a group of islets and rocks, including

Junction Island, which is high and wooded. The northernmost obstruction of the group is a 43⁄4-fathom shoal

0.5 mile NNW of the island. It is difficult to pick up the

N entrance at night.

(765) About 5.5 miles from the N entrance, Dangerous

Passage is restricted by an island and a group of islets.

Delenia Island, in the middle of the passage, is wooded.

A small grassy islet is 275 yards N of Delenia Island; a

13⁄4-fathom shoal is 425 yards N of the grassy islet. The

deepest and straightest channel is between this shoal

and the nearby W shore of Dangerous Passage, and is

300 yards wide. The channel to the E and S of Delenia

Island is wider, but a rock, bare only at lowest tides, is

225 yards E of the grassy islet. There are numerous

shoals between the island and the E shore. Deeper draft

vessels should pass to the W of Delenia Island, maintaining a distance of not more than 200 yards off the W

shore of Dangerous Passage in the vicinity of the

13⁄4-fathom shoal.

(766) The best anchorage in Dangerous Passage is in the

vicinity of Delenia Island. There is good holding ground

about 0.3 mile SW of the Island in 15 to 20 fathoms.

(767) Granite Bay, on the N side of the N entrance to

Dangerous Passage, has irregular depths and is not recommended for anchorage.

(768) Paddy Bay is about 3 miles SW of Granite Bay. Vessels entering should favor the E side to avoid a

21⁄2-fathom submerged ridge located 0.3 mile W of

Paddy Point. To avoid dangers, a distance of 200 yards

should be maintained from the shore throughout the

bay. The small embayment found N of the islets in the

lower bay contains numerous shoals and rocks and

should be avoided by those without local knowledge. A

rock exposes 6 feet at low water, 300 yards W of the S

end of the islet near the head of the bay, and near the

middle of the entrance to the NW arm. The bay affords

anchorage for moderate-sized vessels in either of the

two arms at the head.

(769) Masked Bay indents the Chenega Island shore of

Dangerous Passage opposite Paddy Bay. The wooded islets in the entrance leave a channel only 100 yards

wide. Small vessels will find excellent anchorage in the

bay, but local knowledge is required to anchor.

(770) Ewan Bay indents the N shore of Dangerous Passage about 5 miles from the N entrance. Many rocks

and shoals extend from the head and both shores of the

bay, but midchannel is deep and clear except near the

head. The entrance to the lagoon at the head of the bay

is obstructed by rocks and rapids. Avoiding the shoal

areas extending from the shores, small vessels can anchor near the head of the bay, however, it is rather deep.

(771) Jackpot Bay is about 3 miles SW of Ewan Bay. Jackpot Island, wooded, is near the middle of the entrance.

The narrows, 1.5 miles above the entrance, have a

width of 250 yards. At the upper end of the narrows, a

midchannel rock uncovers 8 feet. This rock is on range

with the E tangent of the narrows and the highest point

of Jackpot Island. Depths in the bay are generally too

deep to anchor. Small craft can find good all-weather

anchorage in either of the two basins in the N part of

the bay; the entrances are narrow but free of dangers.

Charts 16700, 16701

(772) Icy Bay, at the SW extremity of Dangerous Passage,

is separated from Port Bainbridge by a narrow neck of

land of moderate height. Verdant Island, a precipitous,

high, wooded island is off the E entrance point. Active

glaciers in Nassau Fiord and at the head of Icy Bay keep

the bay filled with ice most of the time, and make it

dangerous for small boats to enter. Anchorage and good

shelter from ice can be found in Gaamaak Cove on the

186 ■ Chapter 4 ■ Volume 9
W shore of Icy Bay, 0.8 mile N of the entrance to Nassau

Fiord.

Ice

(773) All the bays in this vicinity are likely to freeze over

in cold weather. The ice floes from Icy Bay at times

make navigation difficult W of the Pleiades Islands and

extend N into Dangerous Passage. The discharge is

continuous but irregular in volume, and is mainly SE.

When heavy it blocks the entrance to Whale Bay and

passes S of the Pleiades Islands. Isolated bergs of considerable size frequently drift E as far as Latouche and

are a menace to navigation. Ice floes have been known

to pass S through Bainbridge Passage and then N into

Prince of Wales Passage. No ice has been observed E of

Delenia Island.

Chart 16683

(774) Procession Rocks, 4.3 miles N of Point Elrington

Light, are a group of small islets and jagged rocks, the

highest rising to about 70 feet. There are twelve principal islets, with a number of smaller rocks and reefs surrounding them. Deep water extends close up to the

rocks.

(775) Port Bainbridge is a deep body of water that extends about 12 miles N from a line joining Cape Puget

and Procession Rocks. Depths of over 100 fathoms are

found nearly to the head of the bay. A 7.2-fathom (13.1

m) shoal in 60°07'38"N., 148°20'51"W., and on the W

side of the bay is about 1.5 miles NW of Point Waters.

(776) Point Pyke, the E entrance point to Port Bainbridge, is a prominent headland that rises almost vertically.

(777) At the head of Port Bainbridge, the W arm extends

about 1.5 miles to the N. The water in this arm is deep,

but the entrance is blocked by a gravel bar with a least

depth of about 11⁄2 fathoms. The best water is close to

the E entrance point.

(778) Bainbridge Glacier, about 1 mile wide, discharges

into Port Bainbridge opposite Bainbridge Passage.

(779) Auk Bay, on the W side of Port Bainbridge, opposite

Point Pyke, is small but affords good anchorage in 20

fathoms, muddy bottom. A rock that uncovers is about

150 yards off the N shore, 1 mile inside the entrance.

The S entrance point is marked by a prominent pinnacle rock.

(780) A prominent brown rock about 10 feet high is 0.3

mile offshore, 2.5 miles N of Cape Puget.

Chart 16702

(781) Swanson Bay, a long narrow bay just N of Point

Pyke and extending 3.5 miles to the E, is deep, but no

good anchorages are available. Indifferent anchorage

can be found near the head of the bay in 28 to 30 fathoms, mud bottom.

(782) Hogg Bay, about 2 miles N from Point Pyke, is the

largest bay in Port Bainbridge. It is free from dangers

except for a rock that uncovers 3 feet, 0.2 mile off the N

shore about 1 mile inside the entrance, and a rock

awash at low water 180 yards off the S shore, 1.7 miles

from Swanson Point.

(783) Fair anchorage can be had near the head of the bay

at the entrance of the N arm, in 25 fathoms, hard bottom, with patches of sand and gravel. Small craft can

find excellent shelter at the head of the N arm. A beach

suitable for beaching small craft is behind the N island

near the entrance to the N arm.

(784) Bainbridge Passage was discussed earlier in this

chapter.

Chart 16683

(785) The coast between Cape Puget and Cape Resurrection is high and rugged, with numerous glaciers showing in the valleys. No shelter is available except in Day

Harbor, where the anchorage is very good. The coast is

clear except for a few rocks extending not more than

0.3 mile offshore. The first range of mountains varies

from about 2,000 to 3,500 feet in height, while the back

range is about 5,000 feet high. Much of the hinterland

is covered by an ice cap.

(786) A constant current sets SW along the Kenai Peninsula. (See remarks on currents in chapter 3.)

Caution

(787) A danger zone of an air-to-air gunnery practice area

is in Blying Sound. (See 334.1300, chapter 2, for limits and regulations.)

(788) Cape Puget is a prominent headland with an

eroded bluff. At the foot of the slope is a conical rock

that is prominent from the E or W. Several bare rocks

are off the cape, the farthest being about 0.2 mile.

(789) Puget Bay, the first indentation W of Cape Puget, is

funnel shaped and extends N for about 6 miles. The bay

is deep throughout and free from dangers except for

rocks and reefs close inshore.

(790) Goat Harbor is an inlet on the E side of the bay

about 4 miles from Cape Puget. It affords good anchorage in 12 to 14 fathoms, sticky mud bottom, but is exposed to the swell from the SW. A gravel and shingle bar

with a least known depth of 51⁄2 fathoms extends across

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 187
the entrance. A rock awash is 0.2 mile W of the small islet off the N entrance point.

(791) Near the head of Puget Bay, and on the E side, is a

small cove that affords shelter for small craft. A rock

awash is about 100 yards off the S entrance point.

(792) Cape Junken is a bold, rounding headland with

eroded bluffs and landslides. At the foot of Cape Junken

are two steps that show up prominently from offshore.

In thick weather this feature is valuable in identifying

the cape. In December 1998, a rock awash was reported

about 0.4 mile south of Cape Junken in about

59°54.7'N., 148°38.15'W.

(793) Johnstone Bay is a large open bight W of Cape

Junken. A black sand beach is across the head of the

bay. Deep water extends close with 50 fathoms 0.5 mile

of the beach. Excelsior Glacierterminates 0.5 mile N of

Johnstone Bay and drains through a stream at the E

end of the sand beach. An unnamed cove with a shingle

beach is at the E entrance to the bay, just NW of Cape

Junken. It is wide open to the SW and affords little shelter. A black rock, 35 feet high, marks the W entrance,

and there is a low rock nearly awash at the E entrance.

(794) Cape Fairfield is a bold, rounding cape with eroded

bluffs and many rockslides. A large pinnacle rock, 126

feet high, is off the SE pitch of the cape.

(795) Whidbey Bay, a large open bight just W of Cape

Fairfield, has a black sand beach at the head. Up the valley is a prominent hanging glacier.

(796) Depths shoal to 12 fathoms about 1 mile from the

sand beach, and anchorage can be had in black sand

and glacial silt. Both sides of the bay are foul, with numerous rocks and reefs extending 100 to 200 yards off

the rocky beaches. A stream enters at the W end of the

sand beach.

(797) Cape Mansfield is bold, with high eroded bluffs and

rockslides. A small pinnacle rock awash at high water is

about 0.3 mile off the cape. Deep water is close to this

rock.

(798) Just W of Cape Mansfield is Horsehead Bay, approximately 1 mile wide at the entrance, with rocks awash

extending 0.3 mile SE at the W entrance point. It is exposed to the S and has a sand beach at its head. Both

sides of the bay are foul with numerous rocks and reefs.

Except for this sand beach, the shore between Cape

Mansfield and Day Harbor is rugged, with high bluffs

and rockslides. Numerous rocks are at the foot of the

bluffs and close offshore.

(799) Day Harbor, a spacious body of water just E of Resurrection Bay, is free from dangers except close inshore. Deep water extends to the head of the bay, which

is formed by the moraine of Ellsworth Glacier. This

glacier shows up prominently when entering the bay.

(800) Fault Point, the E entrance point to Day Harbor,

terminates in a narrow point showing several remarkable faults in the rock formation.

(801) Anchor Cove, about 2 miles N from Fault Point, is a

small cove affording excellent shelter for small craft. A

short distance off the E shore of the cove near its head

is a reef awash at high water. The shores are heavily

wooded.

(802) Bowen Anchorage, 4 miles N of Fault Point, affords

the best anchorage in Day Harbor. It is about 500 yards

wide at the entrance and narrows gradually to the head

of the cove. Anchorage can be had in the center in 14

fathoms, sticky mud bottom. In the entrance is a small

reef cleared to 251⁄2 feet. Bowen Anchorage is suitable

for a vessel up to about 400 feet long.

(803) Deep water extends close up to the head of Day Harbor, and the 50-fathom curve is about 350 yards offshore. A flat in the NW corner of the bay, NW of Bowen

Anchorage, affords anchorage 0.4 mile offshore in 15 to

18 fathoms.

(804) Talus Bay is a small cove on the W shore of Day

Harbor, affording anchorage in 10 to 15 fathoms, but it

is exposed to the SE. A rock bare at low water is about

100 yards off the E entrance point.

(805) Safety Cove is a small deep cove about 1 mile S of

Talus Bay. Anchorage can be had in the center of the

cove in 25 to 30 fathoms.

(806) Killer Bay, a small cove about 2 miles S of Safety

Cove, is too deep for convenient anchorage, with 32 to

39 fathoms in the middle of the bay. A rock, 15 feet

high, is about 100 yards off the S entrance point.

(807) Driftwood Bay is about 3 miles N from Cape Resurrection. It is about 0.5 mile wide at the entrance and is

free from dangers. Anchorage can be had in the middle

of the bay in 25 to 30 fathoms, hard bottom. Small craft

will find excellent shelter in a bight in the S shore of

the bay.

Chart 16682

(808) Cape Resurrection (59°52.1'N., 149°17.0'W.), at the

E entrance to Resurrection Bay, is a precipitous headland of solid rock, with little vegetation except some

trees on the lower slopes. From the E two dome-shaped

peaks, the N one the higher, show at the end of the cape,

and a low saddleback of the peaks rises to higher mountains farther N. These are the only dome-shaped peaks

in the vicinity, which assures easy recognition of the

cape.

(809) Barwell Island, 0.4 mile S from Cape Resurrection,

is small, bare, rounded, precipitous, and high.

(810) The passage between Barwell Island and Cape Resurrection is deep and clear, midchannel depths ranging

188 ■ Chapter 4 ■ Volume 9
from 43 to 48 fathoms. This passage is reported to be

dangerous for small craft in E weather because of tide

rips, confused seas, and seas bouncing back off the cliffs

of Cape Resurrection.

(811) Resurrection Bay extends about 16 miles inland N

from Cape Resurrection. The depths are great throughout, and there are no dangers in the usual track of vessels. A flat extends 0.5 to 0.6 mile from the entire N

shore at the head of the bay. The shores and islands are

steep and high, with precipitous slopes in many places.

The valleys are wooded up to about 1,000 feet. Anchorages, few and indifferent because of the great depths,

are subject to strong williwaws.

(812) Harding Gateway, the S entrance to Resurrection

Bay, is between Cheval and Rugged Islands.

(813) Seal Rocks, the southernmost land feature in the

W approach to the bay, are a group of four small, rocky

islets. The northernmost and largest is 278 feet high

and has an arch through the middle. Seal Rocks Light

(59°31'12"N., 149°37'48"W.), 285 feet (86.9 m) above

the water, is shown from a skeleton tower with a diamond-shaped red and white daymark on the summit of

the largest islet.

(814) Lone Rock stands well SW of Chiswell Islands and

is a good mark. It is a round rock, 154 feet high, and has

a rock covered at high water, about 0.1 mile N of it. The

passage between Seal Rocks and Lone Rock is clear and

is frequently used by vessels between Resurrection Bay

and the coast SW.

(815) Chiswell Islands, a group of high precipitous,

rocky islands, on the W side of the approach to Resurrection Bay, are sparsely wooded, most have off-lying

rocks, and there are strong tidal currents between

them.

(816) Pilot Rock, 9.5 miles SW of Cape Resurrection, is a

bare, rounded, rocky islet about 100 feet high. Pilot

Rock Light (59°44'31"N., 149°28'12"W.), 100 feet (30.5

m) above the water, is shown from a skeleton tower

with a diamond-shaped red and white daymark on the

highest part of the rock.

(817) Agnes Cove, just W of Cheval Island, is sheltered

from the SE, but is too deep for convenient anchorage.

However, it is reported that during E gales small vessels

can find good anchorage in the E part of the cove.

(818) Porcupine Cove, about 4 miles S from Bear Glacier,

offers a good anchorage for small craft in all except SE

weather. Two shoals are in the entrance to the cove. A

depth of 1.6 fathoms is on the W side of the entrance in

59°50'42"N., 149°35'04"W. and 2.3 fathoms is on the E

side of the entrance in 59°50'52"N., 149°34'27"W. Two

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 189
islets are in the cove about 200 yards off the W shore in

59°50'58"N., 149°35'17"W. At the head of the cove is a

gray sand beach with stumps below the high-water line

which indicates that there has been a subsidence of the

beach. A depth of 7 fathoms is available about 400 yards

from the head of the cove.

(819) Bulldog Cove, the first cove S from Bear Glacier, affords a good anchorage for small craft in SW weather.

In N weather it is exposed to winds sweeping off the glacier. The best anchorage is in the S bight in about 10

fathoms, sticky mud bottom.

(820) Bear Glacier, large and prominent, is on the W

shore W of Cape Resurrection. It is inactive and has an

earthy appearance.

(821) Toward the E shore in the entrance of Resurrection

Bay are three large, high, rugged islands, named in order from S, Rugged, Hive, and Fox. The passages between the islands are deep. Their shores are generally

bold, but two rocks bare at low water are about 200

yards off the SE end of Fox Island.

(822) Marys Bay, a large cove indenting the S shore of

Rugged Island, affords fair anchorage in E weather.

Anchor in the E part with Pilot Rock about on range

with the S entrance point. An Army pier, in poor repair,

is on the S shore of the cove. Rugged Island Light

(59°50'18"N., 149°22'26"W.), 438 feet (133.5 m) above

the water, is shown from a square frame with a diamond-shaped red and white daymark on the SE end of

the island.

(823) Sunny Cove, the S bight on the W side of Fox Island, is the best anchorage in Resurrection Bay. No

ocean swell makes into the cove, and it is sheltered

from all but W winds. The williwaws are bad with E

winds. The cove, wide and clear, has anchorage in the

middle, 300 to 800 yards from its head, in 15 to 25 fathoms, muddy bottom.

(824) Small craft can also anchor in the SE arm of

Humpy Cove, the two-arm bay on the E shore 1.7 miles

NNE of Fox Island. In the winter this bay affords better

protection than Sunny Cove, which is bad for small

craft in NW weather. The anchorage is in 7 to 8 fathoms, sandy bottom. The narrow bight extending E is

filled with a sandflat which bares at low water.

(825) Thumb Cove, on the E shore NE from Caines Head,

is 0.8 mile wide. The cove is subject to strong williwaws

in E weather. In N weather, good protection is reported

close to the bluff just W of Likes Creek, at the N end of

the cove. Anchorage can be selected 0.4 to 0.5 mile

from its head in 25 to 30 fathoms, soft bottom. A flat

makes out 200 to 300 yards from the N shore for a distance of 0.4 mile from its head. The point on the N side

of the entrance is marked by a light. Caines Head is

marked by a light.

(826) Seward is on the W side of the N end of Resurrection Bay. The town is the S terminus of the Government-owned Alaska Railroad. Seward is 1,234 miles

from Seattle via the outside route from Strait of Juan

de Fuca, and 1,398 miles via the inside passage to Cape

Spencer.

Prominent features

(827) Cape Resurrection, Bear Glacier, and the mountains that rise precipitously from the shores of the bay

are conspicuous in the approaches.

Channel

(828) The approach to Seward is in depths of over 50 fathoms and is clear of obstructions.

Anchorages

(829) Suitable anchorage in 30 fathoms is available for

deep-draft vessels at the head of the bay in 60°06.5'N.,

149°22.1'W. and in 60°06.5'N., 149°25.3'W.

Dangers

(830) The bay is clear but care should be taken when approaching the head of the bay to avoid the flats that extend 0.6 mile from the head.

(831) Submerged ruins and obstructions may exist in an

area about 550 yards channelward of the high water

line at Seward.

Routes

(832) Eastward: From the entrance point, 0.6 mile SSW

of Barwell Island, set courses to pass 0.6 mile W of the

SW part of Fox Island, 0.5 mile E of Caines Head Light,

and thence to the waterfront at Seward.

(833) Westward: From the entrance point, 1 mile E of Pilot Rock, set courses to pass 2.5 miles W of the S extremity of Rugged Island, 0.5 mile E of Caines Head

Light, and thence to Seward.

Tides

(834) The diurnal range of the tide is 10.6 feet at Seward.

Weather, Seward and vicinity

(835) Winter gales strike suddenly and considerable sea

makes into the bay with south winds. At Seward the

prevailing wind is from the south from April to September and north during the remainder of the year.

The high mountain ranges give some protection, but

the region is subject to violent williwaws. The annual

snowfall averages 78 inches (1981 mm).

Pilotage, Seward

(836) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

190 ■ Chapter 4 ■ Volume 9
State of Alaska. (See Pilotage, General (indexed), chapter 3, for the pilot pickup station and other details.)

(837) Vessels en route Seward can contact the pilot boat

by calling “SEWARD PILOT BOAT” on VHF-FM channel 16 or on a prearranged frequency between pilot and

agent/vessel.

Towage

(838) Tug services are available 24 hours a day at Seward

and can be obtained through ships’ agents.

Quarantine

(839) A U.S. Public Health Service Contract Physician is

located at the hospital in Seward. (See Appendix A for

additional information.)

(840) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) There is a hospital in

Seward.

Coast Guard

(841) A Coast Guard cutter is stationed at Seward in the

small-boat harbor.

Wharves

(842) Seward has a deep-draft terminal, coal terminal,

ferry terminal, small-boat harbor, and many shallow-draft wharves. For a complete description of the

port facilities refer to Port Series No. 39, published and

sold by the U.S. Army Corps of Engineers. (See Appendix A for address.)

(843) Alaska Railroad Cargo Dock: NW corner of Resurrection Bay; W side of breakwater; 500-foot (152 m)

face; 570 feet (173 m) berthing space with dolphins; 35

feet (10.7 m) alongside; deck height, 24 feet (7.3 m); receipt and shipment of conventional and containerized

general cargo; landing for passenger-and-vehicular

ferry, and mooring vessels; railroad connections;

owned by Alaska Railroad Corp and operated by Alaska

Railroad Corp and various operators.

(844) Alaska Railroad Cruise Dock: 400 feet (122 m) W of

Cargo Dock; 200-foot (61 m) face; 38 feet (11.6 m)

alongside; 735 feet (224 m) each side; 33 to 35 feet (10.1

to 10.7 m) alongside; deck height, 24 feet (7.3 m); receipt and shipment of conventional and containerized

general cargo; occasional receipt of petroleum products; mooring cruise ships; landing for passenger-and-vehicular ferry, and fueling vessels; railroad

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 191
connections; owned by Alaska Railroad Corp and operated by Alaska Railroad Corp and various operators.

(845) Coal Dock: 500 feet (152 m) W of Cruise Dock;

1,763 feet (537 m) of berthing space with dolphins; 52

feet (15.9 m) alongside; shipment of coal; owned by

Hyundai Merchant Marine America, Inc. and operated

by Seward Terminal, Inc.

(846) Seward Small-Boat Harbor, adjacent W of Coal

Dock, is protected by breakwaters. The entrance and

breakwaters are marked by lights. The harbor has 12

feet (3.7 m) alongside the docks for mooring commercial vessels, recreational craft, excursion vessels, U.S.

Coast Guard vessels, and tugs

(847) The basin has about 550 berths with 2,500 feet of

transient moorage available. The harbormaster assigns

berths. Vessels over 150 feet long are requested to contact the harbormaster on VHF-FM channel 17 before

entering the small boat harbor. Water, electricity, limited pump-out facilities, gasoline, and diesel fuel are

available. Two launching ramps and a 50-ton boatlift

are in the basin. The basin is owned and operated by the

City of Seward.

(848) The City “T” Dock and Seward Fisheries Wharf

are at the N end of the small-boat harbor with depths

alongside of 13 feet and deck heights of 18 feet. These

facilities are used mostly by fishing vessels and are

owned by the City of Seward.

(849) University of Alaska Institute of Marine Science

Wharf: S side of the City of Seward; 150 feet of berthing

space; 40 feet alongside; deck height, 18 feet; water,

electricity and a 20-ton mobile crane are available for

the research vessels using the wharf; owned and operated by the University of Alaska Institute of Marine Science.

(850) Note: A section of sheet metal, submerged 3 feet,

extends 10 feet SW of the SW end of the wharf. Also, a

deepwater intake pipe extends 900 feet seaward from

the wharf. Mariners are advised to seek local knowledge

before approaching the wharf.

(851) Smoky Seafoods Wharf: 300 yards SSW of the University of Alaska Wharf; 250-foot (76 m) face; 14 feet

(4.3 m) alongside; deck height, 181⁄2 feet (5.6 m); receipt of seafood and icing fishing vessels; owned and

operated by Smoky Seafoods, Inc.

Supplies

(852) Some marine supplies are available and there are

stores in town. Fuel is available from numerous

wharves in Seward and on the E side of Resurrection

Bay at the North Dock.

Repairs

(853) Limited small boat hull and engine repair facilities

are available. A 50-ton boat lift is at the Small Boat Harbor.

(854) Seward Marine Industrial Center, on the E side of

Resurrection Bay, just above the mouth of Fourth of

July Creek, has a 5,000-long-ton marine elevator and a

250-ton mobile boat lift operated by Seward Ship's

Drydock, Inc. In 2001, shoaling to 18 feet (5.5 m) was

off the entrance to the Seward Marine Industrial Service facility.

Communications

(855) The Alaska Railroad maintains service throughout

the year from Seward to Anchorage and Fairbanks;

large amounts of supplies and equipment bound for all

parts of Northern Alaska are moved over the railroad.

Seasonal passenger service is available. The Alaska Marine Highway System maintains ferry service to

Valdez-Cordova and Kodiak-Seldovia-Homer. Charter

air service is available. Seward has scheduled highway

transportation to Anchorage.

(856) Seward has radio and cable communications with

the other Alaska ports and Seattle. Telephone and telegraph communications are maintained.

(857) Aialik Bay, W of Resurrection Bay, extends 16 miles

inland from the N end of Harbor Island. It is enclosed

by rugged mountains and glaciers and is of no importance except occasionally as an anchorage. The shores

are steep and high, with precipitous slopes in many

places, and are partly wooded in the S part of the bay to

an elevation of about 1,000 feet. The N shores are covered with alders in places.

(858) Aialik Bay is deep except for rocks near the shores,

and a bar that crosses the bay from the glacial flat fronting Pedersen Glacier. The least depth found on the bar

in midchannel is 5.1 fathoms, but it and the broken

ground near the shores at the entrance of Holgate Arm

are likely to have boulders and less water than charted.

As a measure of caution vessels should avoid the passages among the islands in the mouth of the bay. To

take advantage of smoother water, small vessels coasting SW from Resurrection Bay sometimes enter the bay

at Aialik Cape, pass S of Chat Island, round the N end of

Harbor Island, and pass out at Granite Cape.

(859) Chat Island is a steep, high, rocky, and wooded island; two conspicuous pinnacles are close to its S

shore. Between it and Aialik Cape are a smaller island

and a number of rocks.

(860) Harbor Island is the largest of a group of high, precipitous, rocky, and partly wooded islands in the mouth

of the bay and NW of Chiswell Islands. The shores in

many places are sheer cliffs, especially the E shore of

192 ■ Chapter 4 ■ Volume 9
Natoa Island, Midway in the channel between Beehive

Island and the small island at the SE end of the Harbor

Island group is a rock that is awash at lowest tides.

(861) Small vessels proceeding along the coast use the

pass locally known as Petes Pass, between Harbor Island and the first island to the E. A depth of 2.5 fathoms

is avaiable in the pass. Vessels using this passage should

favor Harbor Island when passing through this narrow

opening.

(862) Granite Cape, the S end of Granite Island, is bold,

with almost vertical rocky bluffs. Rocks awash at low

water, are a short distance off the cape. Between Granite Cape and the main shore are two small, high,

wooded islands; with a rock about 10 feet high between

them.

(863) Twin Islands, in Dora Passage, resemble each

other in contour and are high and wooded. The arch off

the S end of the N island is conspicuous.

(864) Holgate Arm is the largest indentation on the W

side of Aialik Bay. The arm is too deep for anchorage

and terminates in Holgate Glacier.

(865) Slate Island, long, narrow, and high, is close to the

W shore near the head of the bay. The head of Aialik Bay

consists of sunken rocks and icebergs that are discharged from the glaciers feeding into the bay.

(866) Coleman Bay, Tooth Cove, and Bear Cove, are bays

on the E side of Aialik Bay. None of them afford good

anchorage except the SE arm of Coleman Bay. It is reported that good protection from E and S weather can

be had for small craft in about 6 fathoms.

Anchorages

(867) The anchorages in Aialik Bay are few and indifferent because of the great depth. With S weather a swell

makes well into the bay.

(868) The best anchorage is in 30 fathoms, good holding

bottom, near the head of Paradise Cove in Three Hole

Bay, on the E side of Aialik Bay about 3 miles N of Harbor Island. Small craft find good shelter along the S

shore of the cove in 3 to 10 fathoms, mud bottom.

(869) Anchorage can be had in 28 fathoms near the center of the cove on the W side of the bay, W of the N end

of Harbor Island. On each side of the entrance to this

cove is a sharp conical, high, wooded hill. Close inshore

off the point at the N entrance is a sharp pinnacle rock

about 12 feet high; about 600 yards NE of this pinnacle

is Hub Rock which covers at high water.

(870) Vessels can find convenient anchorage in the area

about 1 mile SE of the S end of Harbor Island. There is

good shelter here with winds from N around to SE.

Ice

(871) There are discharging glaciers at the heads of Aialik

Bay and Holgate Arm, and ice is frequently driven to

Harbor Island by N winds. Holgate Arm and the entire

bay above the bar are frequently filled with ice.

(872) Harris Bay is about 5 miles NW of the peninsula

terminating in Aligo Point. The bay is deep throughout. The 50-fathom curve extends to within 0.5 mile of

the head of the bay. Inside the 50-fathom curve, at the

head of Harris Bay, there is a rock submerged 7 fathoms

in about 59°43'37.5"N., 149°51'59.7"W.

(873) Granite Island is a high, long narrow island. Its

shores are bold and its slopes are very steep except at

the N end.

(874) Taz Basin is a remarkable cliff-walled harbor on

the SW side of Granite Island about 2 miles from its NW

end. It has depths of 15 fathoms and is an ideal shelter

for launches. The entrance is narrow and has a rock 5

feet high in the middle. It is reported that vessels enter

on the N side of the rock where there is a reported

depth of about 2 fathoms. Once inside there is plenty of

room. The channel S of the rock is shoal and foul with

rocks nearly awash at low water.

(875) Granite Passage, which leads from Aialik Bay to

Harris Bay, is deep and free from dangers. At the narrowest part of the passage, just N of Fire Cove, a ridge

with 4 fathoms extends across the passage. The ridge

affords convenient anchorage in any but heavy

weather.

(876) Fire Cove is the southernmost of three coves in the

mainland opposite Granite Island. It is deep throughout and affords no satisfactory anchorage. The shores

are precipitous and rocky.

(877) Ripple Cove, the next cove to the N, is also deep and

affords no anchorage except in 28 to 30 fathoms, hard

bottom. The third cove is also deep and not suitable as

an anchorage.

(878) Crater Bay is a large inlet about 1 mile N from the

N end of Granite Island. A good anchorage will be found

in the bight just E of the projecting point on the S

shore, in 25 fathoms, sticky bottom. This anchorage is

well protected but is subjected to severe williwaws. In

the S cove at the head of Crater Bay is a stream where

water can be obtained.

(879) Cataract Cove, just N from Crater Bay, is another of

the characteristic small deep bays of this region. It is

exposed to the S, and is not recommended as an anchorage. Water can be obtained from cascades at the

head of the bay.

(880) A terminal moraine bar, about 4 miles N of Granite

Island, is at the head of Harris Bay and separates the

bay from Northwestern Fiord. The passage from Harris

Bay to the Fiord is locally referred to as Northwest Passage. The passage, about 600 yards from the E shore, is

subject to huge swells and changes. The passage should

only be entered by small craft with local knowledge. In

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 193
2000, a depth of 3.2 fathoms was in the passage. The

Fiord extends about 9 miles NW and may be filled with

floating ice. Northwestern Lagoon, in the SW part of

the Fiord, is separated from the Fiord by the terminal

moraine bar covered 0.1 fathom and is also subject to

changes. Depths of 12.7 fathoms are in the lagoon. A

large island, about 5.4 miles NW of the passage, is steep

and barren with a height of 1263 feet. A steep-walled

fiord extends about 3 miles N from this island and

heads into Northwestern Glacier from which small icebergs are discharged. An inlet over 1 mile long and with

shoals at its head is SW of the island. In 2009, shoaling

to bare was reported at about 59°46'59"N.,

150°03'51"W. Most of the shoreline of Northwestern

Lagoon is barren as a result of the recent rapid recession of the glaciers.

(881) Harris Point, a prominent point on the W side of

the entrance to Harris Bay, is easily recognized by a

succession of rocks and islets that extend 0.3 mile off.

The outer rock of this group is 78 feet high.

(882) Cup Cove is a small indentation just N of Harris

Point. It has depths of 5 to 9 fathoms, mud bottom, and

affords good anchorage for small craft except that it is

exposed to E winds.

(883) Sandy Bay is an indentation about 1 mile long between Harris Point and Two Arm Bay. The depths decrease gradually from 20 fathoms at the entrance to 3

fathoms at the head with sand bottom throughout. It is

exposed to the S and suitable for anchorage in fine

weather only.

(884) Two Arm Bay has Paguna Arm on the N and Taroka

Arm on the W.

(885) Surok Point is on the E side of the entrance to Two

Arm Bay. It is bold and high, with deep water extending

close up.

(886) Paguna Arm is deep and affords no anchorage except at the very head, where vessels may anchor in 20 to

25 fathoms, hard bottom. There are several coves along

the E shore where small craft can find anchorage close

to the beach. The shores are steep and precipitous except for a small sandspit on the E shore near the head.

There are numerous places in Paguna Arm where water

can be obtained.

(887) Bear Point is a bold, high point separating Paguna

and Taroka Arms. A group of rocks extend 100 yards off

the point.

(888) Taroka Arm is deep but affords anchorage near the

head in 20 to 25 fathoms, hard bottom with occasional

patches of sand and mud. Small craft can find shelter in

several of the bights along the S shore.

(889) Cloudy Cape, on the S side of the entrance to Two

Arm Bay, is bold and high. On the coast about midway

between Cloudy Cape and Thunder Bay are lines of corrugated strata on two light-gray cliffs.

(890) Thunder Bay is 2 miles wide at the entrance, and

about 2.5 miles long with the upper end extending in

an E direction. Safe anchorage for small craft can be

had in the cove at the head of the bay in 10 to 20 fathoms, mud bottom. Water is available from several waterfalls at the head of the bay. A cup-shaped bight on the

N side of the entrance to the bay affords anchorage in

12 fathoms, gray sand and rock bottom. A landslide is

on the coast about 0.5 mile SW from Thunder Bay.

Chart 16681

(891) Black Mountain (59°32.0'N., 150°11.5'W.), the highest peak between Thunder and Black Bays, has a large

granite boulder at its summit.

(892) The point on the N side of the entrance to Black

Bay is marked by a 660-foot hill; reddish-brown tinted

cliffs form the base on its seaward side. The island immediately adjacent to the point is wooded, 150 yards in

diameter, and 165 feet high.

(893) The NW arm of Black Bay is not recommended as

an anchorage because it is too deep and narrow. The NE

arm of the bay is 0.4 mile wide. There is safe anchorage

close in near the head in 16 to 20 fathoms, mud bottom.

A shoal of gravel and boulders extends 100 yards offshore on the E side of the head of this arm. The anchorage is subjected to usual williwaws. A high, light-gray

granite peak separates the two arms of Black Bay.

(894) The point 1.2 miles S of the W entrance point of

Black Bay has a large granite rock about 150 feet high

close to the S side. The rock makes a good mark when it

is seen clear of the point. Between this point and Black

Bay is a low grassy wooded ravine that extends inland

from the coast. Between the ravine and Black Bay are

rocky, almost perpendicular cliffs several hundred feet

high and light gray in color. The open bay to the W of

the point is not recommended as an anchorage.

(895) Nuka Bay has its main entrance between Pye Reef

and Nuka Point. The bay may be entered from the E

through McArthur Pass or Wildcat Pass and from the W

through Nuka Passage. It extends into the mainland

above the passes in two long arms. Good protected anchorage can be found in several small bays and coves.

There are several small gold mines in the West Arm and

North Arm.

(896) Nuka Bay is generally deep throughout. There is,

however, a considerable area of irregular depths, less

than 25 fathoms, adjacent to the W shores of the lower

bay.

(897) Pye Islands, on the E side of Nuka Bay, are three

rugged mountainous islands, densely wooded on the

lower slopes. Outer Island, the outermost and smallest, has a high prominent peak at its E end. A good

194 ■ Chapter 4 ■ Volume 9
landmark, this peak is part of a ridge whose top is covered with huge granite boulders. A prominent bare

rock, 70 feet high, is 20 yards off the SE shore of the island. A large reef, part of which shows at all stages of

tide, is 300 yards S of the rock. A large, bare, granite

rock, 82 feet high, is close to the SW point of the island.

(898) A 21⁄2-fathom shoal that breaks is 0.4 mile SE of the

E point of Outer Island. A 10-fathom shoal is 1.8 miles

130° from the point, and a 9-fathom shoal is 0.9 mile

200° from the same point.

(899) The S shore of Outer Island is a Steller sea lion

rookery site. There is a 3-mile vessel exclusionary

buffer zone around the entire island. (See 50 CFR

223.202, chapter 2, for limits and regulations.)

(900) Pye Reef, awash at high water, is 2.1 miles 205°

from the high peak of Outer Island. The line of the W

ends of Outer Island and Rabbit Island barely clears to

the W of the reef, and the line of the E end of Outer Island and Hoof Point on Ragged Island leads 0.4 mile E

of it.

(901) Rabbit Island, the second of the Pye Islands, is

densely wooded. The E shore of the island is bold and

rocky, with no dangers except close inshore.

(902) Between Outer and Rabbit Islands is a deep body of

water with no good anchorage. At its E end is a small

opening called Kitten Pass. The pass is between a small

islet and a group of three bare rocks to the N. The islet

has a few scrub trees on it. A rock, covered 13 feet and

marked by kelp, is in the pass; it is nearer to the islet

than to the rocks.

(903) Kitten Pass is only 65 yards wide. By favoring the

group of rocks on the N side, a depth of 5 fathoms can

be carried through; but because of strong tidal currents

and the narrowness of the pass, it should be attempted

only by very small craft, at slack water and with a smooth

sea. In rough weather, breakers obstruct the pass.

(904) Ragged Island, the third and largest of the Pye Islands, is very mountainous, and is partly wooded on the

lower slopes. The island is broken by numerous coves

and bights, most of which are too deep to afford good

anchorage. The few known dangers around this island

are the rocks close inshore; a rock awash at high water

200 yards off the rounding point 1.2 miles N of Wildcat

Pass; and the rocks off Hoof Point.

(905) Hoof Point, 3.5 miles NE of Wildcat Pass, is the SE

end of the E part of Ragged Island. Bold and rocky, it is

at the base of a detached hill. A bare granite rock, 105

feet high, 60 yards off the point, makes a good mark.

Bare ledges are 400 yards S of the point. A rock, covered

at high water 0.5 mile S of Hoof Point, can be cleared to

the S by keeping open water showing through Wildcat

Pass. Fair anchorage for small craft can be had in the

cove behind Hoof Point, in 10 to 20 fathoms.

(906) Wildcat Pass, between Rabbit and Ragged Islands,

is about 400 yards wide in its narrowest part, and is

deep and free from danger. A shoal marked by kelp with

a least depth of 6 fathoms over it is in the center of the

W approach to the pass, 400 yards W of the line of the W

ends of Rabbit and Ragged Islands. This shoal has deep

water all around it. In the E approach the only known

dangers are the rocks off Hoof Point. In the narrow part

of the pass a bank, with 8 fathoms over it, extends from

the N point to the center of the pass, but 20 fathoms

and over can be found 100 yards off the S point. The

tidal currents in Wildcat Pass have an estimated velocity of 4 to 5 knots.

Anchorag

(907) Anchorage can be found in the cove just S of the

pass, in 24 to 27 fathoms, rocky bottom. Small vessels

can find indifferent anchorage in the cove in the W end

of Rabbit Island, close inshore, in 8 to 10 fathoms,

rocky bottom.

(908) Wildcat Cove is a large arm in the SE shore of Ragged Island, 2.8 miles N from Wildcat Pass, and is the

second cove W from Hoof Point. Protected anchorage

for small craft can be had about 100 yards from the

head of this cove in 11 fathoms, mud bottom. There is

also anchorage in 22 fathoms, mud bottom, opposite

the indentation on the E shore of the cove.

(909) Roaring Cove is a small bight in the W shore of

Ragged Island, 2 miles N from the W approach to Wildcat Pass. A small wooded island is on the N side of the

entrance, and a wooded point, resembling an island, is

on the S side. Partially protected anchorage for small

craft can be found in the center of this cove in 4 to 5

fathoms, mud bottom.

(910) McArthur Pass, between Ragged Island and the

mainland, is about 120 yards wide in its narrowest part

but is straight and easily navigated. McArthur Pass

Light (59°27'47"N., 150°20'12"W.), 45 feet (13.7 m)

above the water, is shown from a skeleton tower with a

red and white diamond-shaped daymark on the N side

of the pass.

(911) There are no known dangers in the approaches, and

a clear channel 60 yards wide is in the center of the narrowest part of the pass, with a depth of 61⁄4 fathoms.

Both shores of the pass are lined with thick kelp that

extends approximately out to the 5-fathom curve. The

bottom is composed of smooth rock and small boulders. A spit of gravel and boulders makes out from the S

shore, in the narrowest part, with deep water close-to.

Tides and currents

(912) The tidal currents in McArthur Pass have an estimated velocity of 3 to 4 knots. All except low-powered

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 195
vessels will have little difficulty through the pass at any

stage of tide, but E weather and ebb tide may cause dangerous seas in the entrance.

(913) Extensively used by small vessels proceeding along

the coast, McArthur Pass affords a shorter and more

protected route than the route outside the Pye Islands,

and is especially valuable when used in connection

with the route through Nuka Passage.

(914) McArthur Cove is a large cove in the N side of Ragged Island, 1 mile SW from the narrowest part of

McArthur Pass. Large vessels can find good anchorage

near the head of this cove in 28 to 30 fathoms, mud bottom; small craft anchor closer inshore in 5 to 10 fathoms, good holding bottom and good shelter. The two

small coves on the N side of Ragged Island, W of

McArthur Cove, are deep and clear of dangers but are

subject to strong williwaws in stormy weather. Indifferent anchorage for small craft can be found in the first

cove to W, in the center of the bight near its head, in 16

to 18 fathoms, rock and gravel bottom; or in 11 to 12

fathoms in the bight on the S side of the cove, near the

center.

(915) Morning Cove, on the S side of the E approach to

McArthur Pass, affords protected anchorage for small

craft near its head in 10 to 12 fathoms, rocky bottom.

(916) Chance Cove, on the N side of the E approach to

McArthur Pass, is deep, and is a poor anchorage.

Chance Lagoon, at the head, has a large flat rock in its

entrance. The passage E of this rock is foul, but a depth

of 8 feet can be carried into the lagoon through the passage W of the rock, the best water being found by favoring the W side of the passage. Protected anchorage for

small craft can be had in this lagoon in 8 to 12 fathoms,

mud and rock bottom, but anchors will not hold well in

heavy weather. The diurnal range of tide in Chance Lagoon is 11 feet.

(917) Small vessels can find good anchorage in the small

bight on the S side of McArthur Pass, close W of the

narrowest part, in 7 to 11 fathoms, mud bottom. This

anchorage is subject to strong williwaws, and local fishermen prefer to anchor close inshore, in the open bight

on the N side of the pass, NW from McArthur Cove, in

10 to 15 fathoms, rocky bottom.

(918) McCarty Fiord (East Arm), the NE extension of

Nuka Bay, has average depths of over 100 fathoms except for a terminal moraine shoal, with depths of 10

fathoms or less, which crosses the fiord between

McCarty Lagoon and James Lagoon. Between the moraine shoal and McCarty Glacier, 15 miles N, water

depths of more than 150 fathoms have been sounded,

but caution should be exercised as the area has not

been surveyed. McCarty Glacier, which ends in shoal

water at the head of the fiord, discharges occasional

small icebergs. The N part of McCarty Fiord is barren

because of the recent recession of McCarty Glacier.

(919) The square-shaped bay on the E side of McCarty

Fiord, 2 miles N from the W entrance of McArthur Pass,

affords indifferent anchorage off its SE side in 12 to 15

fathoms, rocky bottom. The small bight on the NE side

of the bay is foul.

(920) Moonlight Bay, on the E side of McCarty Fiord,

about 1.8 miles from the terminal moraine, is deep and

clear. Large vessels can find good anchorage near its

head in 15 to 30 fathoms, sticky mud bottom. Small

vessels can find better protection in Midnight Cove, a

long bight making off to E from the N side of Moonlight

Bay, but they must avoid a 5-foot shoal about 300 yards

off the N side of the entrance.

(921) Good anchorage is available in the middle of the

cove, just past the turn, in 9 to 10 fathoms, mud bottom, or near the head of the cove in 14 to 16 fathoms,

mud bottom. A spit, bare at low water and covered with

boulders, extends out 150 yards from the head of the

cove. This cove is the best anchorage for small vessels

in McCarty Fiord, as it is doubtful that ice would drift in

here in quantity.

(922) The small cove just N from Moonlight Bay has

depths of from 5 to 8 fathoms, mud bottom, but with W

winds is apt to be filled with ice. A narrow spit, bare at

low water and covered with boulders, extends out from

the head of the cove for 75 yards.

(923) McCarty Lagoon, on the E side of McCarty Fiord

and about 1.5 miles N of Moonlight Bay, has not been

surveyed. The entrance nearly bares at low water, but

shallow-draft vessels can enter at high tide. The tidal

currents in the entrance have an estimated velocity of 8

to 12 knots, so that high water slack is the only time to

enter. Depths of 15 to 20 fathoms, mud bottom, are reported inside the lagoon. The entrance is narrow, with

sand and mud bottom. The lagoon probably freezes

over in the winter.

(924) James Lagoon, on the W side of McCarty Fiord opposite McCarty Lagoon, is about 1 mile long and 0.8

mile wide. There is a prominent 90-foot dirt cone on

the NE side of the entrance. The entrance, about 0.8

mile long, has a least midchannel depth of 3 feet. In entering, favor the W shore to avoid a long sandspit,

partly bare at low water, which makes out to S for about

300 yards from the W end of the large, flat, sandy island

on the E side of the channel. The tidal currents in the

entrance have an estimated velocity of 6 to 10 knots.

(925) Vessels should not attempt to enter James Lagoon

except at high water slack. The entrance is often obstructed by ice which is carried through the entrance

into the lagoon. The lagoon has general depths of 8 to

15 fathoms, mud bottom. Vessels should approach the

shore with caution, since large mudflats make off for a

196 ■ Chapter 4 ■ Volume 9
considerable distance, especially along the N shore.

The lagoon may freeze over in the winter.

(926) Harrington Point, the S tip of the peninsula separating McCarty Fiord and West Arm, is bold and rocky,

with rocks close inshore. A bank with a least depth of 10

fathoms is 0.6 mile S of the point. Another bank, with a

least found depth of 11 fathoms, is 0.5 mile W of a large

rock, 35 feet high, close to the SW side of the peninsula.

(927) West Arm of Nuka Bay is about 7 miles long in a

NW direction from Harrington Point. Nuka River and

Ferrum Creek empty into Beauty Bay, the head of West

Arm. A large mudflat makes out from the head of

Beauty Bay with deep water close-to.

Tides

(928) The diurnal range of tide is 11.4 feet in Beauty Bay.

(929) Shelter Cove, on the S side of Beauty Bay, is small

but affords anchorage with moderate swinging room in

14 to 16 fathoms, mud bottom. At the head of the cove

is a grassy flat, in front of which is a large mudflat that

covers at high water.

(930) Diablo Peak, on the W side of Beauty Bay, is a good

mark.

(931) Yalik Bay, on the W side of West Arm, opposite Harrington Point, has a shoal with a least found depth of

31⁄2 fathoms in midbay, 1.2 miles from the entrance.

Depths of over 20 fathoms can be found all around this

shoal, the better channel lying to S. This shoal is the

only danger in the bay except rocks close inshore and

two rocks, bare at low water, 150 yards off the N shore

0.6 mile from the head.

Anchorage

(932) Anchorage can be had in the center near the head

in 14 to 16 fathoms, mud and gravel bottom, but there

is limited swinging room for large vessels. Small vessels can find partially protected anchorage in the small

bight on the N side of the bay, 0.5 mile from the entrance, in 3 to 5 fathoms, and sand bottom.

(933) A reef makes out for 0.2 mile E from Yalik Point,

the S entrance point to Yalik Bay. A least depth of 2

fathoms was found at the outer end of this reef. A rock,

covered 1 foot and possibly marked by kelp, is about 0.2

mile off the N entrance point to Yalik Bay.

(934) Surprise Bay indents the E side of West Arm. Anchorage can be had 0.3 mile from the entrance to the

lagoon at its head, in 17 to 20 fathoms, mud bottom.

(935) Palisades Lagoon, at the head of Surprise Bay, has a

narrow entrance 40 yards wide and 350 yards long that

is too narrow and crooked to be navigated by any except

very small vessels. A depth of about 4 fathoms can be

carried by favoring the E side of the entrance until past

the point on the W side, to avoid a rock lying E of this

point; thence favor the W side of the channel into the

lagoon. A large sandspit with boulders on it, is on the E

side of the entrance of the inner end.

(936) General depths in the lagoon range between 18 to

20 fathoms, mud and rock bottom, and afford secure

anchorage. The lagoon may freeze over in winter. Babcock Creek, a small stream, empties into the lagoon

over a large sandflat that uncovers at low water.

(937) Ariadne Cove is behind prominent Ariadne Island

on the S side of the entrance to Surprise Bay. There is

good anchorage for small vessels in this cove in 5 to 10

fathoms, mud bottom, but in the winter, with NW

winds, the cove becomes quite rough. There are two entrance channels, one on each side of Ariadne Island.

The N entrance has a rock, bare at low water, near

midchannel SE of the island; the best water is E of this

rock, but care should be taken to avoid reefs that make

out from the N shore of the cove.

(938) The W entrance has a shoal of 21⁄2 fathoms in

midapproach. A reef bare at low water makes off for 125

yards from the point on the S side of the entrance. The

best water in this entrance is found by favoring the island, being careful to avoid a reef awash at high water

that extends 60 yards S from the second point from the

entrance on the S side of the island.

(939) Quartz Bay is on the E side of West Arm, 4 miles

NW from Harrington Point. Beautiful Isle, a wooded

islet with a cluster of bare rocks, is on the S side of the

entrance. A shoal with a least depth of 31 feet is 300

yards W. Another shoal is 0.2 mile off the N shore of the

entrance. A rock, reported covered 6 feet, is in the S

part of the shoal in about the middle of Quartz Bay. Anchorage can be found in the center of the bay, 0.3 mile

from its head, in 14 to 18 fathoms, mud bottom. The

10-fathom curve is about 325 yards from shore at the

head of the bay. The water shoals very rapidly inside

this curve.

(940) Moss Point separates Beauty Bay from North Arm.

It has a number of grass-covered rocks and wooded islets close-to.

(941) North Arm branches off for 5 miles to N from West

Arm. A large flat back of the head of the arm is covered

with grass and alders, in front of which is a mudflat that

covers. Deep water approaches to within 250 yards of

the head of the arm and to within 100 yards of the low

water line.

(942) Pilot Harbor is on the E side of North Arm about 1

mile from its head. A bare rock, 3 feet high, is 275 yards

off the S point of the entrance and a submerged rock is

100 yards NE. A large bare rock, 4 feet high, is 125 yards

S of a wooded islet close off the N point of the entrance.

There is a clear entrance between these rocks. A large

shoal area, 200 to 300 yards wide and mostly bare at low

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 197
water, extends across the head of the bay. Entering in

midchannel, a secure anchorage will be found in the

middle in 14 to 16 fathoms, mud bottom.

(943) Small vessels can anchor 100 yards to W of the

point that resembles a small wooded islet, on the NE

side of Pilot Harbor in 5 to 8 fathoms, mud bottom.

This is the best anchorage for small craft in North and

West Arms in stormy weather.

(944) A small cove, on the W side of North Arm about 1

mile from its head, is very deep and has no anchorage. A

large, prominent waterfall, with a sheer drop of about

900 feet, is about 1.5 miles NW from the head of the

cove.

(945) Nuka Island, on the W side of Nuka Bay, is mountainous and densely wooded on the lower slopes in the

N part and grass covered in the S part. The E shore rises

precipitously to the mountain tops and is bare shale

and talus formation. The W shore, bordering on Nuka

Passage, is broken up into numerous bays and coves.

(946) Nuka Point, the S end of Nuka Island, is fairly

prominent. This point is formed by a peninsula with a

high peak near its inshore end. The peninsula is connected with the main part of the island by lowland;

from a distance it appears to be an island. The E and S

shores rise in sheer cliffs, making a landing impossible.

Two rocks about 3 feet high are 0.3 mile off the point E

of the peak, and a reef covers the area inshore of them.

(947) Nuka Rock, 3 feet high and 20 feet across, is 0.4

mile S of the SE tip of Nuka Point. Irregular depths of

less than 25 fathoms extend about 3 miles S from Nuka

Point. A rocky patch of 8 fathoms is 1.5 miles ESE from

Nuka Rock; another patch of 8 fathoms is about 2.8

miles NE from Nuka Rock, 1.2 miles offshore.

(948) Pinnacle Rock, 3 miles NE of Nuka Rock and 0.3

mile offshore, is 68 feet high and the most prominent

landmark along this coast. Numerous small rocks and

reefs, marked by kelp, are inshore from this rock.

(949) Along the coast between Pinnacle Rock and Nuka

Point, and for 0.5 mile N of Pinnacle Rock, are numerous rocks, some of which are 250 yards offshore. About

1.5 miles N of Pinnacle Rock, a small foul bight is filled

with a cluster of rocks and islets.

(950) An area with sandy bottom extends about 1 mile S

of the bight and offshore from two prominent sand

beaches. The bottom is smooth, with gradually increasing depths to the 10-fathom curve, nearly 0.5 mile offshore.

(951) A prominent reef 5.2 miles NE of Nuka Point and 3

miles S of the entrance to Nuka Passage makes a good

mark. This reef is formed by two large rocks, 25 and 30

feet high, the outermost being the smaller and 400

yards off the E shore of Nuka Island. Many rocks are

along the coast inshore of this reef, but deep water approaches within 200 yards on the offshore side.

(952) The small inlet about 1 mile S from the E entrance

to Nuka Passage is the only important indentation in

the E shore of the island. Off the N point of the entrance

is a prominent wooded islet about 70 feet high, the

outer face of which is bare white granite. There are numerous high bare rocks and wooded and grassy islets

on both sides of the entrance. The inlet is exposed to

SE, and the S side is foul, but small craft can approach

its head as follows:

(953) Enter in midchannel and when 200 yards past the

wooded islet on the N side, anchor in 6 to 9 fathoms,

sandy bottom. If going to the head of the inlet, favor the

N side above this anchorage to avoid submerged rocks

almost in midchannel. A large sandflat is at the head,

with shoal water 125 yards offshore from it. Very small

craft can anchor abreast the last point on the S shore,

200 yards from the low-water line, in 2 fathoms, sandy

bottom, but there is very little swinging room. This inlet affords fair-weather anchorage only.

(954) For 1.5 miles NW of the inlet there are rocks as

much as 250 yards offshore. The last of these is 2 feet

high, 300 yards offshore, and makes a good mark for

entering Nuka Passage. Deep water is fairly close outside these rocks; the 100-fathom curve is 0.4 mile offshore.

(955) Nuka Passage, between Nuka Island and the mainland, is about 12 miles long from the E entrance to the

S entrance.

(956) When used with McArthur Pass, this passage affords a shorter and protected route for vessels proceeding along the coast. It is of special use to small

low-powered craft. The passage is deep and is easily

navigated in clear weather.

(957) In the approach to the E entrance is a bank with a

least depth of 8 fathoms 1 mile S of the point on the N

side. Between this bank and the N shore of Nuka Island

are depths of over 100 fathoms. A shoal, with a least

depth of 43⁄4 fathoms, is in midpassage, 1 mile SW of the

N point of the entrance, and nearly 0.5 mile SE of a

prominent wooded islet on the N side of the pass. Between this shoal and the S shore are depths of 90 fathoms. About 1.5 miles inside the E entrance, on the N

side, is a small cove open to the E; good anchorage is

available for small craft in 41⁄2 to 10 fathoms, mud bottom, and water may be obtained from the stream.

(958) Division Island, a group of three wooded islands

connected at low water, is in midpassage about 2.2

miles from the E entrance. The ship channel is S of the

islands.

(959) A rock awash at high water is 180 yards S of the E

tip of Division Island. A rock bare at minus tides is in

midchannel N of the island. A shoal with a rock awash

extends S from the W extremity of the Division Island

198 ■ Chapter 4 ■ Volume 9
group, reaching almost halfway across the channel towards Hardover Point.

(960) A near midchannel course, slightly favoring the S

shore, is recommended in making this passage. The

tidal currents have considerable strength.

(961) From Hardover Point, the NW end of Nuka Island,

the pass trends S toward Gore Point. About 0.6 mile NW

of Hardover Point, on the N side of the channel, a large

sand-and-gravel flat extends NW for about 1.5 miles to

the foot of the moraine of Yalik Glacier, a prominent

mark. Deepwater approaches close to this flat except at

its SW end where it is shoal for a considerable distance

offshore.

(962) Home Cove, 1.5 miles S from Hardover Point, is

small.

(963) Berger Island is a prominent wooded islet, 25 feet

high, about 5 miles S from Hardover Point. The island

is the outermost of a group making off from the E

shore, and appears from N to be in the center of the

channel.

(964) A rock 8 feet high is 250 yards NE from the island,

and a reef bare at low water, extends 85 yards off this

rock. A rock awash at low water and not marked by kelp,

is 1.2 miles 213° from Berger Island.

(965) About 0.6 mile S of Berger Island is a grass-covered

islet, 45 feet high and topped by a spruce tree which

shows up well from the N or S, but blends into the background when viewed from the W. The spruce tree in

range with the W tangent of Berger Island to the N,

marks the 31⁄2-fathom spot in the middle of the entrance to Westdahl Cove.

(966) Westdahl Cove is 1 mile S of Berger Island. A rocky

patch of 13 to 18 fathoms extends nearly across the bay.

The anchorage is inside this rocky patch in 22 fathoms,

mud bottom. A reef bare at low water and marked by

thick kelp, is 0.3 mile W of the S entrance point. A

31⁄2-fathom shoal is in the middle between the entrance

points.

(967) Yalik Glacier formerly discharged into the W arm

of Nuka Passage. There is good anchorage off the SW

end of the glacier moraine in 14 to 17 fathoms, soft bottom; however, care should be taken to avoid a 2-fathom

rocky shoal about 0.4 mile S of the low waterline of the

moraine and about 0.3 mile E of the W shore. An unusual rocky reef, bare at low water, extends 300 yards in

a SE direction from the extreme SW end of the moraine.

(968) Petrof Point, on the W side of the passage opposite

the middle part of Nuka Island, is a prominent, low,

rounding point with a wide sand beach.

(969) Petrof Glacier, which shows prominently from the

S, discharges into the W side of the passage around the

base of a prominent ridge about 2 miles S of Petrof

Point.

(970) Brown Mountain, between Petrof Glacier and

Tonsina Bay, is of a distinctive brown shade during the

summer and has a prominent round shoulder jutting

to the E.

(971) Tonsina Bay, 7 miles N from Gore Point, is small

and marked by a large island, known locally as Long Island, nearly in the center of the entrance. The entrance

N of Long Island is preferred, as it is deeper and wider.

Firm sandflats are at the head of the bay where vessels

of any size can be beached in an emergency. On the N

side of the N entrance is a bold wooded islet. About 380

yards S of this islet is a reef awash at high water. Thick

kelp extends between the reef and the islet.

(972) A rock awash at half tide is 660 yards 275° from this

reef; it is 250 yards S of the N shore, and there is kelp

inshore of it. Numerous rocks and islets make off to N

from Long Island. The northernmost is a well-defined

rocky islet sparsely covered with grass and about 25

feet high.

(973) Entrance should be made at low water when the

various rocks and reefs are visible. Anchorage can be

had in 22 fathoms, mud bottom, NW of Long Island in

the basin formed by Long Island, the islets, and the

mainland. Good anchorage for small craft can be had

near the head of the bay in 5 to 10 fathoms, sand bottom.

(974) Front Point, rising abruptly to 170 feet, is 5 miles

NNW of Gore Point, on an island which is separated

from the mainland by a narrow band of water about 25

yards wide.

(975) A reef bare at minus tides is 0.4 mile E from the

point and there are several covered rocks and kelp

patches inshore from this danger. The coast from the S

entrance to Tonsina Bay to the bight N of Gore Point

has numerous rocks awash at low water, and kelp

patches that extend about 0.3 mile offshore.

(976) Anchorage can be had anywhere in the bight N of

Gore Point by keeping clear of the kelp and avoiding the

rock, which bares 3 feet at low water, 300 yards NE of

the well-defined rock point at the W end of the bight.

Chart 16645

(977) Gore Point (59°11.8'N., 150°57.8'W.) is the SE end

of a prominent headland on the E side of the entrance

to Port Dick. From E and W, the headland has the appearance of an island, with Gore Peak, near the middle

and a broad, high shoulder at the ends, and separated

from the highland N by a narrow gap. The arch in Arch

Rock, at the E end of Gore Point, shows over a small arc

from S, and a folding in the strata in the face of the cliff

shows on the S side of the headland.

(978) Within a radius of 1.2 miles of Gore Point, the bottom is very irregular, depths of 14 fathoms being found

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 199
at that distance off. A depth of 51⁄2 fathoms was found

0.4 mile S of the point in general depths of 10 to 15

fathoms.

(979) Tide rips with steep, short choppy seas have been

reported 3 to 5 miles S of Gore Point, especially on an

ebb current with either a strong W or SE wind.

(980) The neck joining the headland at Gore Point to the

mainland is low and wooded. On the W side of the neck

is a cove affording indifferent anchorage with E winds.

The S point of the cove is the W end of the headland,

and is a shelving ridge of bare rock. Close to this point

is a rocky islet, from which rocks, bare at low water, and

kelp extend about 200 yards NW. A rock, covered at

high water, is about 100 yards from the cliff at the SE

end of the cove. A large kelp area extends about 200

yards NW from the rock. The anchorage is in 18 to 25

fathoms, soft bottom, 250 to 300 yards from the beach

of the low neck and about 0.3 mile from the cliff on the

S side. The water deepens rapidly NW, the swinging

room is scant, and the anchorage is uneasy. It is recommended only as a temporary anchorage.

(981) Port Dick, W of Gore Point, extends N for 2.5 miles

to the junction of its three main arms. Abrupt shoals

are within a radius of 2 miles about the point at the W

side of the entrance to Port Dick. The areas near the

point are foul.

(982) Takoma Cove and Sunday Harbor are branches of

the arm or bay on the E side of Port Dick, 2.5 miles

above the entrance. A dangerous reef, covered 11⁄4 fathoms, is 0.3 to 0.5 mile W from the S side of the entrance

to the arm. Takoma Cove and Sunday Harbor are the

anchorages generally used in Port Dick, weather permitting. Sunday Harbor has irregular depths, but is

used as an anchorage by smaller vessels for the increased protection from SE weather. The holding

ground is fair in Sunday Harbor.

(983) Anchor in the entrance to Takoma Cove with the

shore to the SW open with the point at the W side of the

entrance to Port Dick; select a depth of 17 to 18 fathoms, sticky mud bottom. In the lesser depths near the

head of the cove, the bottom is rocky, has poor holding

quality, and has many off-lying rocks. Tacoma Cove offers fair protection from E and NE weather, but poor

protection for SE through SW weather.

(984) Taylor Bay, the N arm of Port Dick, extends in a N

direction for 3.5 miles and is 1.5 miles wide at the entrance. Except for rocks fringing the shores, no dangers were found in the bay. A rock, 4 feet high, is 1.5

miles N of the entrance and 130 yards off the first

well-defined point on the E shore. At the beginning of

the narrows are two rocks, awash at half tide and about

100 yards off the E shore.

(985) At the upper end of the bay is a basin, with depths of

20 to 25 fathoms, surrounded by extensive mudflats.

(986) West Arm extends W for a distance of 7.5 miles.

There are two coves on the N side of the arm, 1.5 and 4

miles, respectively, from the entrance. The first cove

has two islands in the center. Anchorage can be had E of

the islands in 16 to 19 fathoms, rock and mud bottom.

Smaller vessels anchor W to NW of these islands in 17

fathoms, especially during W and E winds. Another anchorage for small vessels can be had behind a short

peninsula 3 miles in on the S side of the Arm. Good protection from E weather is found close to the beach. The

westernmost cove is practically bare at low water. At

the head of the arm on the S side are two islets, the W

one marking the low-water line which extends directly

across the arm at this point.

(987) In the SW approach to Port Dick is dangerous Gore

Rock, covered 11⁄4 fathoms, 7.5 miles 244° from Gore

Point and approximately 3.5 miles from shore.

(988) Qikutulig Bay, 5 miles W of Port Dick, has good anchorage for small craft in 15 fathoms and less. Between

Port Dick and this bay the shore should not be approached closer than 2 miles, because of rocks awash

that extend 1.5 miles off.

(989) Rocky Bay, the large bay N of East Chugach Island,

is broken by numerous rocks, islets, rocks that uncover, and shoal spots. The depths are irregular and of

little use as guides for navigation. Small and medium

sized vessels can find sheltered anchorage in mud bottom with good ground in Picnic Harbor. The harbor is

at the head of the bay, and 220 to 300 yards wide. Use

care to avoid the rocks on the NE side of the entrance

when entering the harbor. An unmaintained trail connects Picnic Harbor with Jakolof Bay, then it continues

as a gravel road to Seldovia.

(990) Two rocks that uncover 9 feet are 1.2 miles S from

the large wooded island in the middle of Rocky Bay.

There is also a 21⁄2-fathom spot 1.3 miles SW from the E

entrance point of the bay. A sunken wreck is on the NE

side of the bay in about 59°14'43"N., 151°23'43"W.

(991) Windy Bay, just W of Rocky Bay, extends 3.5 miles

W and is 440 yards wide near its head. Though the bay

has a good holding mud bottom in 41⁄2 to 8 fathoms

near the head, it is not recommended as a desirable anchorage because of heavy swell during SE weather and

a strong W breeze that draws through the bay. Boats

entering this bay should favor the S side, keeping about

440 yards offshore when N of the S entrance point.

(992) Chugach Bay, the large bay S of Windy Bay, has a N

bight with deep water close inshore, and a W arm, 2

miles long, with good holding mud bottom. The W arm

anchorage is not recommended for small boats because

200 ■ Chapter 4 ■ Volume 9
of its exposure to E weather and the strong W breeze

that draws through the anchorage. The bottom in the S

half of the entrance is broken, with a rocky spot covered

13⁄4 fathoms.

Charts 16660, 16640

(993) Cook Inlet, on the W side of Kenai Peninsula,

merges with Shelikof Strait through a wide unobstructed passage W of the Barren Islands. Leading from

the Gulf of Alaska to Cook Inlet are Kennedy Entrance

and Stevenson Entrance, N and S respectively of the

Barren Islands, and Chugach Passage, inside the

Chugach Islands. The distance is 1,254 miles from Seattle to the entrance to Cook Inlet at a point 3 miles S of

East Chugach Light, via the outside route by way of

Strait of Juan de Fuca. From the entrance it is 48 miles

to Seldovia, 59 miles to Homer, 110 miles to Kenai and

Nikiski, and 175 miles to Anchorage.

Prominent features

(994) The shore on both sides of the inlet can be seen in

clear weather. Conspicuous landmarks in the lower inlet are Augustine, Iliamna, and Redoubt Volcanoes.

Prominent in their respective localities are four parabolic antennas, lighted atop, along the E shore from

Cape Starichkof to Kenai, the bluff between Bluff and

Anchor Points; Cape Ninilchik; Chisik Island; Kalgin

Island, East, West, and North Forelands; numerous

charted oil well platforms in the upper inlet; Point Possession, Fire Island, and Point Woronzof.

Anchorages

(995) Port Chatham, Port Graham, Seldovia Bay, NE of

Homer Spit in Kachemak Bay, Iniskin Bay, and Tuxedni

Channel are the secure harbors in the inlet. Temporary

anchorage can be selected in 10 fathoms or more at

most places in the inlet with the aid of the chart. The

great range of the tides must always be kept in mind

when anchoring.

Dangers

(996) The shoals in Cook Inlet are generally strewn with

boulders that are not marked by kelp. These boulders,

on the otherwise flat bottom, are not normally found by

echo sounder or lead lines unless directly over them.

Most of those located by the survey were found by

sighting them at low water. It was noted in places that

the boulders rise as much as 30 feet above the general

level of the bottom. The boulders may be moved during

the ice breakup in spring and by the action of strong

currents. As a measure of safety, it is considered advisable for vessels to avoid areas having depths no more

than 30 feet greater than the draft. At low water,

deep-draft vessels should avoid areas with charted

depths of less than 10 fathoms, except for the channel

approaches to the ports of Anchorage and Nikiski.

(997) In general, the shoal banks fronting the marshy

parts of the shores in the upper inlet are free from boulders but there are indications that boulders do exist in

the deeper water outside these banks.

(998) The shoal which extends 16 miles S from Kalgin Island (South Kalgin Bar) is marked at its S end by a

lighted buoy. Care should be taken for the entire distance to avoid drifting into shoal waters.

(999) With an average tidal current there are swirls

throughout the inlet, but they do not necessarily indicate dangers as they show in depths of 15 fathoms if the

bottom is uneven. Heavy swirls with slight overfalls

should be avoided, and any disturbance which has a

recognizable wake in the water should be considered as

indicating a dangerous rock or shoal. A dangerous wave

condition exists over the shoals in Cook Inlet when the

current opposes winds over 12 knots. Significant

ground swells are experienced in the Kenai River approach and at the Nikiski docks when a SW wind accompanies a flood current. Vessels N and S bound past

Turnagain Arm should be alert to the potential for

heavy sets from a combination of winds and currents

emanating from Turnagain Arm. (See specific area descriptions for more.)

(1000) The waters of the inlet are much discolored by glacial silt. At the end of the ebb current the discoloration

may extend to Anchor Point, and at the end of a spring

flood current it may be comparatively clear to East and

West Forelands. Frequently with either a flood or ebb

current the water above Ninilchik appears as liquid

mud. The silty water is very damaging to the seals of

salt water pumps and shaft bearings. Ship’s evaporators

should be secured and vessels avoid taking on any more

ballast water than absolutely necessary.

(1001) The Cook Inlet area is affected by land uplift due to

forces such as postseismic crustal rebound. As a result,

the tidal datums including mean lower low water, the

plane of reference used for depth soundings, have

changed throughout the region. As the uplift rates can

only be estimated and areas continue to rise, depths

may be shoaler than charted. Mariners are urged to be

prudent.

Oil Production Platforms, Cook Inlet

(1002) Oil drilling and production operations continue in

Cook Inlet extending as far N as Susitna Flats. The

heaviest concentration of these operations is in the vicinity of Middle Ground Shoal. In general, the oil well

platforms, depending on their size, depth of water in

which located, proximity of vessel routes, nature and

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 201
amount of vessel traffic, and the effect of background

lighting, may be marked with a combination of flashing

lights, fog signals, and retro-reflective material.

(1003) Obstructions in these waters consist of marked and

unmarked submerged wells, and oil production platforms, including appurtenances thereto, such as mooring piles, anchor and mooring buoys, pipes, and stakes.

Submerged wells may or may not be marked depending

on their location and depth of water over them. All obstruction lights and fog signals used to mark the various structures are operated as privately maintained

aids to navigation. (See 67.01 through 67.10, chapter

2, for regulations.)

(1004) Mariners are cautioned that uncharted submerged

pipelines and cables may exist in the vicinity of these

structures, or between such structures and the shore.

These structures and aids are subject to heavy damage

and/or destruction from ice in winter; unlocated debris

and remains may exist. Mariners are advised to navigate with caution in the vicinity of these structures and

in those waters where oil exploration is in progress,

and to use the latest and largest scale chart of the area.

Mariners should avoid anchoring their vessels anywhere in the vicinity of oil well platforms or their associated structures. (For more information, see the

description of Oil Production Platforms immediately

following East Foreland.)

(1005) During winter months all buoys in Cook Inlet N of

Anchor Point are removed from station. (See the Light

List.)

Winter Guidelines for Operating in Cook Inlet

(1006) During the coldest months, generally beginning in

November and continuing until April, mariners need to

remain vigilant and exercise the utmost caution when

operating in Cook Inlet. The extreme frigid temperatures contribute to a number of additional hazards that

mariners should identify and account for during the

planning process for any voyage to be undertaken in

Cook Inlet during these months. Ice in the waterway

could hamper a vessel's ability to maneuver and could

cause malfunctioning of main, auxiliary, and other vital systems. Vessels moored at facilities could also encounter heavy ice flows that can exert unusually high

forces on mooring lines. Additionally vessel operators

should ensure that the crews are equipped with the appropriate personal protective gear for extreme weather.

As a result of this period of increased hazard, the Captain of the Port (COTP), Western Alaska, in consultation with the marine community has published special

winter operating guidelines for all vessels transiting

Cook Inlet. The COTP announces via Navigation Advisories and Local Notice to Mariners when conditions

exist that require mariners to evaluate their operations

and consider the application of measures contained in

these guidelines to adequately mitigate the risk of conducting vessel operations safely in Cook Inlet when ice

is present. The published guidelines fall into two categories. The first category is applicable to vessels operating in Cook Inlet when ice is present or when ice can

reasonably be expected to be present prior to a vessel's

departure. These guidelines address concerns for engineering systems, crew safety, and vessel mooring safety

during ice conditions in extreme cold temperatures.

The second category applies to vessels operating in

Cook Inlet when ice extends south to Nikiski and address additional guidelines for the safety of vessels

mooring at the Nikiski area terminals.

Vessel Examinations

(1007) When ice conditions exist in Cook Inlet, vessel operators or their agents are to contact COTP Western

Alaska to arrange for an examination at least 24 hours

in advance of arriving at the pilot station in Kachemak

Bay. If the Coast Guard chooses to examine the vessel,

the exam will be conducted in Kachemak Bay. The

COTP Western Alaska will issue Navigation Advisories

throughout the winter period advising operators of

conditions and that these examinations are being conducted. The National Weather Service publishes a forecast for Cook Inlet ice conditions that can be found at:

http://pafc.arh.noaa.gov/ice.php

General Requirements

(1008) All vessel operators should ensure that main and

auxiliary machinery and all vital systems, particularly

cooling and fuel systems are winterized for operation

in ice-filled waters and ambient air temperatures to

-40oF. Winches, ballast systems, anchoring, and auxiliary

equipment must be adequately prepared for operation

under these conditions at all times, while moored or at

anchor in Cook Inlet.

(1009) The vessel master should maintain an adequate

draft to keep the sea suction and propeller well below

the ice to prevent ice from sliding under the vessel. It is

recommended that the most forward point of the bulbous bow be submerged. If it is necessary for a

non-tank vessel to deviate from the ship's normal ballast procedures, i.e. place water ballast in a cargo hold

to meet these requirements, approval from the vessel's

classification society must be obtained.

(1010) Vessel crews should have adequate personal protection for cold weather during deck operations.

(1011) While transiting Cook Inlet, vessels should not

force ice at any time. If, in the opinion of the vessel

master and/or pilot, the vessel is forcing ice, the transit

should be aborted. A good indication of forcing ice is

202 ■ Chapter 4 ■ Volume 9
when the vessel slows to 50% or less of the speed being

made before entering the ice.

RECOMMENDATIONS SPECIFIC TO VESSEL TYPE

(1012) Any vital systems which are cooled via a sea chest

must have a means to prevent the accumulation of any

ice or slush within the system. This should be achieved

by delivering steam to both the primary and secondary

sea chests. Only lines or hoses designed for steam service are acceptable. Steam should be continuously supplied to both sea chests from the time the vessel passes

Anchor Point inbound until the time the vessel passes

Anchor Point outbound.

(1013) All vessels propelled by gas turbines should ensure

that the auxiliary gas turbine is ready for immediate

use and engagement in the event of a main gas turbine

failure.

Tug and Barge Operating Guidelines:

(1014) When Ice conditions exist, the Captain of the Port

will carefully evaluate barge movements within Cook

Inlet. Voyages into Cook Inlet with tug and barges that

hold a Certificate of Inspection (COI) are required to

file a voyage plan with the Captain of the Port (COTP),

Western Alaska via the following email address:

D17-pf-anc-sdoanc@uscg.mil. Typically, the voyage

plan should include an assessment of ice conditions

based on information collected from ice over-flights,

review of National Weather Service reports and observations made by marine pilots and other operators. The

plan should advise the COTP of intentions to contract

with an additional tug to lead the tow through the ice

pack if necessary.

(1015) At any time while ice is present, in addition to filing

a voyage plan with the COTP, the following actions

should be considered.

(1016) The assistance of at least one tug to lead the barge

and attending tug through the ice pack and to provide

assistance into the berth.

(1017) A minimum of one tug is recommended in addition

to the attending tug to stand by the tow while at berth.

(1018) The attending tugs' main engines should remain

running while the tow is moored at a facility.

(1019) Barges mooring in the Port of Anchorage are recommended to moor with their bow facing the flood tide

(port side to), to stem the force of ice during the stronger flood tide.

(1020) Only tow vessels with keel-cooled engines should

be employed for operations during periods when ice is

present.

(1021) If ice build-up between barge and pier or under a

moored barge is a possibility, the barge should be

pulled away from the berth prior to max ebb tide to

flush away ice that has accumulated.

WHILE MOORED AT FACILITIES

(1022) All vessels should be moored in such a fashion that

“worst case” ice conditions may be immediately mitigated, with their bow facing the flood tide to stem the

force of ice during the stronger flood tide. The vessel

should have additional mooring lines available. Lines

of different types may be used in mooring arrangements

provided that they are not used in the same service.

(1023) When ice is in the vicinity of the vessel, the following actions are recommended:

(1024) Vessels with engines and propulsion systems

should be continuously manned (to include a pilot(s) if

necessary in a fashion that would allow the most expeditious means of mitigating ice conditions by relieving

strain on mooring lines and/or getting the vessel underway. Steam should be continuously delivered to

both the primary and secondary sea chests.

FACILITIES

(1025) Facility operators should also follow their own ice

procedures when deemed necessary.

(1026) Additional Guidelines for Operations when Ice Extends South to Nikiski

GUIDELINES FOR SELF PROPELLED CARGO

VESSELS MOORED AT KPL, AGRIUM AND CONOCO

PHILLIPS DOCKS

(1027) The Southwest Alaska Pilots Association's (SWAPA)

Tide & Current Tables booklet has been agreed upon to

be used as the reference for forecasted tides and currents at the Nikiski docks. These tables are based on the

reference station at Wrangell Narrows.

(1028) KPL and Agrium dock: When the referenced flood

current is greater than 4 knots alongside the KPL or

Agrium dock, it is highly recommended that the following actions be taken:

(1029) Discontinue all transfer operations.

(1030) Disconnect all transfer hoses/loading arms.

(1031) A designated vessel should be positioned up current of the moored vessel as an ice scout. The ice scout

should work under the direction of the moored vessel's

navigational watch.

(1032) Vessels should not remain alongside the KPL or

Agrium dock when the referenced flood current is 5

knots or greater.

(1033) Conoco Phillips dock: When the referenced flood

current is greater than 5 knots, it is highly recommended that the following actions be taken:

(1034) Discontinue all transfer operations.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 203
(1035) Disconnect all transfer hoses/loading arms.

(1036) A designated vessel should be positioned up current of the moored vessel as an ice scout. The ice scout

should work under the direction of the moored vessel's

navigational watch.

(1037) The vessel Master, Pilot, or Person in Charge (PIC)

should make a decision to discontinue transfer operations, disconnect hoses, and get the vessel underway

anytime that circumstances warrant.

(1038) The vessel Master or Pilot may also make a decision

to utilize an ice scout vessel anytime that circumstances warrant.

GUIDELINES FOR TUG AND BARGE OPERATIONS

Nikiski Docks Barge Operating Guidelines:

(1039) In addition to filing a voyage plan with the COTP,

the following actions should be taken.

(1040) A tug should assist the barge and attending tug to

the facility.

(1041) When the published current is 2.0 knots or greater

an assist tug should be alongside the tow in addition to

the attending tug. Both the attending and assist tug

main engines should remain running and ready for immediate operation.

(1042) When no ice is present at the dock, the assist tug

should act as an ice scout up-current of the barge. The

assist tug should re-position itself alongside the

moored barge anytime ice becomes a threat.

(1043) The barge(s) should moor with their bow facing the

direction of the flood tide to stem the force of ice during the stronger flood tide when the current exceeds 2

knots.

(1044) The facility Person in Charge, Towing Vessel Operator, or Tankerman may determine that it is prudent to

suspend transfer operations and disconnect hoses during maximum flood currents, since the ice flow is

heaviest on the flood tide at the Nikiski docks.

(1045) Only tow vessels with keel-cooled engines should

be employed for operations during periods when these

guidelines are applicable.

(1046) These guidelines and recommendations have been

developed in cooperation with the U.S. Coast Guard

and Cook Inlet operators and represent a culmination

of best practices based on the combined experience of

maritime operators who have operated in the severe

tidal and winter climate of Cook Inlet over many years.

Vessel operators, masters, marine pilots, and facility

operators should consider these recommendations as

well as any additional actions to ensure safe operations

in Cook Inlet.

(1047) If extreme ice conditions preclude safe operation of

vessels at the berths in Nikiski, Drift River, Port Mackenzie, or the Port of Anchorage, the COTP may

terminate cargo operations, or close the terminal or

port until conditions improve.

(1048) All vessels transiting Cook Inlet are subject to

Coast Guard examination to ensure their ability to implement these guidelines. Failure to follow these

guidelines may result in the issuance of a Captain of the

Port Order under Title 33 USC 1221. Vessel operators

or their agents should contact the Captain of the Port,

Western Alaska at their earliest opportunity to present

their vessels to the Coast Guard for examination. To

avoid unnecessary delays to vessel and port operations,

notification and requests for examination should be at

least 24 hours in advance of the vessel's arrival to the

Homer Pilot Station. This examination program is in

addition to any other Coast Guard inspections and/or

examinations that may be applicable to a particular

vessel. Any questions concerning these guidelines contact the Anchorage office at (907) 271-6956 or Marine

Safety Detachment Kenai at (907) 283-3292.

Routes

(1049) For vessels approaching Cook Inlet, the chart is the

best guide. Descriptions for routes at the entrance follow immediately. Courses inside the inlet should be set

as prudent navigation demands, with due allowance for

weather conditions and set of the currents. See the section on Kachemak Bay and the Port of Anchorage, later

in this chapter, for more information on Cook Inlet

routes.

(1050) Kennedy Entrance and Stevenson Entrance are the

main deep-draft entrances to Cook Inlet from the E.

(See chart 16606.) When entering Kennedy Entrance,

between Perl and Amatuli Islands, caution is necessary

to avoid the three off-lying dangers: the 41⁄2-fathom

rocky shoal about 16.2 miles E of East Amatuli Island

Light, Cowanesque Rock, covered 21⁄2 fathoms, 7.3

miles SE of East Amatuli Island Light, and Dora Reef

covered 11⁄4 fathoms, on the N side of Kennedy Entrance and 2.7 miles WSW of Perl Island. In addition,

for more westerly-bound traffic, especially those in

transit from Prince William Sound to Chugach Passage

should use care to avoid Gore Rock about 8.2 miles

ENE from the light at the S end of Chugach Island.

(1051) Some smaller vessels approaching from the E, pass

N of East Chugach Island and enter the inlet via

Chugach Passage, while others pass between Perl and

East Chugach Islands to enter the passage. Local

knowledge is desirable in using Chugach Passage. Vessels approaching from the S and passing between East

Amatuli Island Light and Cowanesque Rock to the SE,

should make due allowance for the set of the tidal current and, especially during periods of low visibility,

keep a sharp lookout for the 21⁄2-fathom Cowanesque

Rock. (See chart 16640.)

204 ■ Chapter 4 ■ Volume 9
(1052) Navigation in the inlet is primarily done by use of

bearings to navigation lights, radar (ranges to significant land features and parallel indexing), GPS, DGPS,

Loran C (with attention paid to land mass distortions),

and fathometer. Note: Large exposed tidal flats in front

of the shore will often give a strong radar return.

“Securite” (Se-cur-it-tay) Broadcasts

(1053) It is the practice for large ships and tugs with

barges to make broadcasts when abeam the following

eight places in Cook Inlet: Perl Island/E Amatuli Light,

Flat Island, Anchor Point, Cape Ninilchik, Cape

Kasilof/S tip of Kalgin Island, East Foreland, North

Foreland/Moose Point, and Fire Island abeam of Point

Possession. Broadcasts are also made when departing

any anchorage, berth, or the Pilot Station. These

broadcasts include the vessel’s name, speed, course,

destination, and general position; and are made on

VHF-FM channel 16 (if transmitted in 60 seconds or

less). In addition, VHF-FM channel 13 is monitored to

comply with Bridge-to-Bridge radio regulations and

channel 10 is monitored for radio communications

with tugs.

Tides and currents

(1054) The diurnal range of tide in Cook Inlet varies from

14.3 feet at Port Chatham to 28.8 feet at Anchorage.

(1055) Tidal currents in Cook Inlet are strong and must be

considered at all times. Low-powered vessels should

plan their trips so as to have favorable current and anchor rather than steam against the current of a large

tide. A vessel with a speed of about 10 knots, picking up

the flood current of a large tide a little N of Anchor

Point, can carry it to Fire Island.

(1056) At the entrance to Cook Inlet the tidal currents

have an estimated velocity of 2 to 3 knots, and in general increase up the inlet, with very large velocities in

the vicinities of Harriet Point, East and West Forelands,

and the entrances to Knik and Turnagain Arms, where

they are reported to be strongest. The current velocity

measured by the survey ship McARTHUR was 5 knots at

anchorage near East and West Forelands, Tyonek, and

Point MacKenzie. These anchorages were out of the full

strength of the current, and it is estimated that the velocity of the current during a large tide is as much as 8

to 9 knots between East and West Forelands and probably more between Harriet Point and the S end of Kalgin

Island. A 6-knot ebb current was reported E of the shoal

which extends 8 miles NNE of Kalgin Island at a point

about 5 miles NE of Light Point. Ebb currents are reported to last 1 hour longer than predicted in this area.

(1057) In general, the direction of the current is approximately parallel to the trend of the nearest shore and/or,

parallel to the 10-fathom curve. Off the various bays a

set may be expected, toward the bay on a flood current

and away from the bay on an ebb current. It is reported

that vessels may steer 10° to 25° offset from their desired course to account for this set. (For example see

Turnagain Arm.)

(1058) Information for several places in Cook Inlet is

given in the Tidal Current Tables. Current table information should be relied upon for all localities listed in

those tables. The available current information for

Cook Inlet is derived largely from observations near the

shores. In the middle of the channel it is likely that velocities are larger and times of current somewhat later

than near the shore.

(1059) This chapter also provides tidal current descriptions for some localities in the Cook Inlet not in the

Tidal Current Tables. This information is reported and

anecdotal. Reports indicate that slack waters do not occur at the times of local high and low tides, and the navigator is cautioned against assuming such a relation to

exist. It is also reported that the difference in the Inlet

between predicted and actual times of slack water

(minimum before a maximum) can differ by as much as

1 hour, especially with small tides. And actual tidal

heights can differ from predicted by 1 foot, especially

with strong winds.

Ice

(1060) The upper part to Cook Inlet is generally obstructed during the winter by ice which normally

forms on the flats and in the shallower waters. Tidal

currents then move in and break them up into ice pans

which are then pushed out into the Inlet. The Winter

Operating Guidelines should be followed when operating in the winter in the Inlet. (Contact COTP W Alaska,

in Anchorage, for further information.)

(1061) During a mild winter or after a period of several

days of mild weather, even low-powered vessels will

probably have no difficulty in reaching the head of the

inlet and lying at the docks long enough to discharge

their cargoes.

(1062) During a severe winter or after a considerable period of severe cold, full-powered vessels can reach the

head of the inlet but because of the heavy masses of ice

floating in the strong currents, use the assistance of a

tug and/or their anchors to dock.

(1063) During severe winters, ice pans in the Inlet can attain a diameter of 200 to 500 yards, ice packs can be

continuous in the whole upper inlet, and ice formation

will take place out in the inlet on small tides. Another

phenomenon of severe cold periods is the grafting and

stacking which occurs in two ways. Ice on the flats

freezes to the surface, and when another high water comes in, ice will form on top of the earlier layer, eventually being broken free by tidal action and then called

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 205
stamukhi. Secondly, out in the Inlet on a strong current, one ice pan will ride up onto another. These stacks

have been reported to attain heights of 20 to 30 feet, especially at Middle Ground Shoal, and often contain

gravel and boulders. The edges of ice pans normally appear on radar, but their extent can be misconstrued because the interior of a large, unbroken, flat pan often

appears as open water.

(1064) Ice does not generally interfere with navigation S

of Ninilchik except on the W side of the Inlet, where

large fields of ice are sometimes carried by wind and

tides just past Cape Douglas, closing Iliamna Bay for

brief periods. (See the descriptions for the various ports

in the inlet for more details about ice in that particular

area.)

Pilotage, Cook Inlet

(1065) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(1066) Pilots for the Cook Inlet are available from the

Southwest Alaska Pilots office at Homer; call sign,

KCE-203, on VHF-FM channels 10 and 16 (24 hours

daily); telephone 907-235-8783, FAX 907-235-6119, cable address SWAPILOT HOMER. A 36-hour notice is required.

(1067) Vessels en route Cook Inlet ports and facilities —

Homer, Kenai, Nikiski, Drift River, Anchorage, etc. —

can be contacted by calling “KATMAI” or “MARY DELE”

on VHF-FM channels 10 and 16, or through the Southwest Alaska Pilots office at Homer, mentioned earlier.

The pilot boats are a 55-foot aluminum boat (KATMAI)

and a 42-foot trawler, green hull, red and white

deckhouse (MARY DELE). Both have the word “Pilot”

forward. The pilot boat displays the appropriate day

identification and night signals when on duty. It is a

common practice for vessels to shape a course (weather

permitting) 1⁄2 mile S of Homer Spit Light 3 to allow for

a starboard turn in picking up or disembarking a pilot

starboard-side-to. Vessels picking up a pilot should

maintain a speed of about 6 knots and have the pilot

ladder 3 feet above the water. (See Pilotage, General

(indexed), chapter 3, for the pilot pickup station and

other details.)

(1068) Note: With prior arrangements, any mooring lines

needed can be delivered when embarking a pilot, (especially for the Winter Operating Guidelines or moorage

requirements at Nikiski).

Towage

(1069) Tugs for docking assistance are available 24 hours a

day in Homer and Anchorage. Prior arrangements for

their use should be made. See the descriptions (indexed

as such) for Homer and Anchorage.

Supplies

(1070) The principal communities along Cook Inlet are

Seldovia, Homer, Kenai, Nikiski and Anchorage; supplies, water, and some repairs are available.

Oil Spill Response Resources

(1071) Tank vessels carrying oil in bulk are required to

have an approved vessel response plan and spill response resources (owned or contracted) to enter US

Ports. (See Oil Pollution, indexed as such, chapter 1.)

In addition, all vessel spills are the responsibility of the

spiller to remove. Spill response resources are available

in Nikiski, Seldovia, Homer, and Anchorage. (Contact

U.S. Coast Guard Captain of the Port, Western Alaska,

in Anchorage, for further information.)

(1072) Cook Inlet, N of a line from Cape Douglas to Point

Adam, is a Marine Protected Area. (See Appendix C for

additional information.)

Chart 16606

(1073) Barren Islands, a group of mountainous islands in

the middle of the entrance to Cook Inlet between

Chugach Islands and Shuyak Island, occupy an area

about 13 miles long and 5 miles wide. East and West

Amatuli Islands are bold and precipitous and mostly devoid of trees. They are thickly covered with grass in the

depressions and on the less precipitous slopes. In general, the anchorages around Ushagat Island are preferable to the others in the group, however, all are insecure,

because they are subject to sudden changes in wind

speeds and directions.

Dangers

(1074) An unmarked pinnacle rock, covered 41⁄2 fathoms,

is in the approach to Cook Inlet 16.2 miles E from East

Amatuli Island Light and 10.7 miles S of East Chugach

Light. The top of the rock is of very small area and apparently is the high point of a larger shoal. It may or

may not be marked by a current slick. Another shoal

area, Cowanesque Rock, unmarked and with a least

depth of 21⁄2 fathoms, is 7.3 miles 124° from East

Amatuli Light. Mariners are cautioned to give both of

these shoals a wide berth.

(1075) A rock awash at half tide is 1.2 miles N from the

northernmost point of West Amatuli Island.

(1076) A bare rock, 8 feet high, is about 0.8 mile W of the

NW point of Ushagat Island. Two rocks awash at half

tide are 220 yards NW and 0.5 mile ESE of the bare

rock.

(1077) Operators of small boats should take particular

care to avoid being caught in the tide rips off the Barren

Islands. With a moderate W sea, wind force 4 to 5,

206 ■ Chapter 4 ■ Volume 9
coaming seas in series of three to four high waves have

been seen N of Nord Island with sufficient height and

force to seriously endanger, if not swamp, the ordinary

fishing launch. In moderate weather small boats

should not leave these islands until the current sets

with the sea.

Currents

(1078) Tidal currents of considerable velocity are found in

Kennedy Entrance and Stevenson Entrance, the flood

current setting approximately NW and the ebb SE.

Heavy tide rips occur with strong winds in the vicinity

of the islands, and are frequently dangerous for small

vessels. On spring tides an especially dangerous, steep

tide rip occurs SW off Ushagat Island which can constitute a hazard to small craft. The wind among the Barren Islands is often twice as strong as it is a few miles

away and the seas are often three times higher, attaining speeds of 100 knots and heights of 30 feet, respectively. Because of these conditions and the greatly

increased chance of winter icing, vessels often use the

lee of Chugach Passage. Those vessels transiting

amongst the islands will often be subject to confused

seas in this confluence of waves generated from the

Gulf of Alaska, Cook Inlet/Kamishak Bay and Shelikof

Strait.

(1079) In the deep waters of Kennedy and Stevenson Entrances and their approaches, the current usually is

regular and appears to have less force than along the

sides of the passages. At the edges of the banks bordering the islands and on the detached 20- and 30-fathom

banks, in fact wherever there is much change in depth,

the current increases greatly in force. Such currents

are usually, but not always, marked by ripples, eddies,

or boils.

(1080) Ebb currents set strongly to the E along the edge of

the bank bordering the N side of the Barren Islands, to

the S between Ushagat and Amatuli Islands, and to the

E, N of Sugarloaf Island. The ebb currents are variable

for a few miles S from the Barren Islands. Farther S,

they set steadily SE.

(1081) On the flood a narrow band of strong current will

be felt a few miles N of the Barren Islands. Some lee

from the flood current is afforded closer inshore, but

even there a steady set to the W will generally be found.

(1082) The current in general probably does not exceed 4

knots. Reports indicate that slack waters do not occur

at the times of local high and low tides, and the navigator is cautioned against assuming such a relation to exist.

(1083) Kennedy Entrance, one of the two main deep-draft

entrances to Cook Inlet from the E, is between East

Amatuli and Perl Islands. It has a clear width of about 7

miles, with general depths of 30 to 110 fathoms,

though detached rocks and reefs extend 3 miles off Perl

Island and 1.5 miles off East Amatuli Island. This location is the first of the “Securite” Broadcast reporting

points used by large vessels. (See “Securite” Broadcasts, indexed as such, earlier this chapter for more.)

(1084) Stevenson Entrance, S of the Barren Islands, is the

second main entrance to Cook Inlet from the E. It has a

clear width of about 8 miles between the dangers that

extend off the Barren Islands on the N and off Shuyak

Island on the S, with general depths of 26 to 100 fathoms. The S shore of Stevenson Entrance is described in

chapter 5.

(1085) East Amatuli Island, at the E end of the group, has

high peaks along its length, except 0.8 mile from the

SW end where it drops to a valley having a level of less

than 200 feet. A rocky islet, 118 feet high and 200 yards

off the E end of the island, is marked by East Amatuli

Island Light (58°54'57"N., 151°57'08"W.), 120 feet

(36.6 m) above the water, and shown from a skeleton

tower with a diamond-shaped red and white daymark. A

rock awash is 250 yards E of the light.

(1086) Puffin Peak, with a conical top on East Amatuli Island, is the highest peak in the E group of the Barren Islands.

(1087) Amatuli Cove, on the N side of East Amatuli Island

and close to the W end, affords insecure anchorage near

its head for small craft, in 6 to 8 fathoms, sand and

gravel bottom. With a heavy NE wind, considerable sea

makes into the cove and the williwaws are heavy. Winds

draw through the cove with great force, especially from

the SE and S. The holding ground is not good. (See the

earlier introduction description for Barren Islands anchorages.) Kelp grows along the shores, and there is a

small stream at the head of the cove.

(1088) West Amatuli Island is mountainous. A cluster of

rocks about 30 feet high is 0.5 mile E from the NE end

of the island, with a reef between. A rock, 6 feet high, is

370 yards off the N point of the island. A rock awash at

half tide, which does not always break, is 1 mile N of the

6-foot rock.

(1089) Sugarloaf Island is 1.1 miles S from East Amatuli

Island; deep water is between it and the other Barren Islands. A large grass-covered rock, 75 feet high, is 0.4

mile S of Sugarloaf Island, with foul ground between. A

rock awash is 200 yards from the SW corner of the island and a 10-fathom bank, on which tide rips are common, is about 0.4 mile W.

(1090) Sugarloaf Island is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone

around the entire island. (See 50 CFR 223.202, chapter 2, for limits and regulations.)

(1091) Nord Island is 1.3 miles N from the E end of

Ushagat Island with deep water between. Its S half is a

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 207
dome 690 feet high, while its N half is lower and irregular. Strong currents with tide rips are reported just N of

Nord Island.

(1092) Sud Island, 1.1 miles off the SE side of Ushagat, is

high near its SW end. Near its NE end is a knob 203 feet

high. Islets, covered rocks, and rocks awash at low water, extend out 400 yards in many places around the island.

(1093) A small rocky grass-topped island, 380 feet high, is

1.5 miles SSE from the SW point of Ushagat Island.

Foul ground surrounds the island and extends almost

to a bare rock 48 feet high, about 1 mile to the S. A low

rock is between the island and the bare rock. Strong

tide rips in this vicinity extend to the S of Ushagat Island. A barrier against the ebb current is formed by the

island, rocks, and shoal area, which reduces the

strength of the current along the SE shore of Ushagat

Island.

(1094) Ushagat Island, the westernmost and largest of the

Barren Islands, is wide near its W end. Ushagat Island is

grass covered except on the tops of peaks and where the

cliffs are steep. The trees are spruce, ranging from

about 50 feet high near the lake to 3 feet high near the

W end. The island is practically inaccessible except at

the low neck near the NE end, and at the beaches fronting the valley in the NW part. The summit of the island

is the highest in the Barren Islands. Table Mountain, at

the NE end, is separated from the other high land of the

island by a low narrow neck.

(1095) Outlying rocks are to the N and W of the NW point

of Ushagat Island. Outlying rocks and islets are to the S

and W of the SW point of the island. The W side of the

island is indented about 1 mile by a wide open bay with

two bights. Poor anchorage with a rocky bottom for all

E winds can be had in the bight at the N end of the bay.

(See the earlier introduction description for Barren Islands anchorages.)

Anchorage

(1096) Anchorage with shelter from S weather, and some

protection from W weather, can be had off the N side of

Ushagat Island near the head of the deep bight 2.5 miles

from the NW promontory. Anchor in 12 to 15 fathoms

with, fair holding on rock bottom, about 0.5 mile off

the two small sand beaches. A small boat can get more

shelter by anchoring close in.

(1097) Fair protection in N or W weather can be had in the

bight on the S side of Ushagat Island, N of Sud Island.

Williwaws are strong, but a small boat can avoid the

worst of them by anchoring under the cliffs to the W of

the head of the bight. In suitable weather, medium-sized vessels can anchor in 12 to 18 fathoms,

rock bottom. (See the earlier introduction description

for Barren Islands anchorages.)

Charts 16645, 16646

(1098) Chugach Islands consist of mountainous East

Chugach, Perl, and Elizabeth Islands near the coast of

Kenai Peninsula at the entrance to Cook Inlet.

(1099) East Chugach Island has a low valley through the

middle in a NE and SW direction. The S peak is 1,400

feet high, and the peak near the W end is higher. The SE

point of the island is a cliff with a 710-foot peak at its

crest and slightly lower land between it and the mountains. The point is marked by East Chugach Light

(59°06'23"N., 151°26'37"W.), 325 feet (99.0 m) above

the water, and shown from a skeleton tower with a diamond-shaped red and white daymark on the SE end of

the island.

(1100) Considerable foul ground extends from the island

into the passage to the N. A rock awash at low water is

0.5 mile off the NE point. A 41⁄4-fathom, kelp-marked

shoal is 1.4 miles NE of the low-wooded spit at the NW

end of the island. The passage is apparently clear between the 41⁄4-fathom shoal and the shoal area making

off the points at the entrance to Chugach Bay.

(1101) The passage between East Chugach and Perl Island

is clear, and is preferred by vessels passing inside of Perl

and Elizabeth Islands, because it is considered safe and

easy to navigate.

(1102) If the passage from Gore Point N of East Chugach

Island is used, care should be taken to make proper allowance for the currents which set in and out of Port

Dick and diagonally across the approach to East

Chugach Island, as well as the proximity of Gore Rock

in the approach from and to the ENE (see earlier indexed description). This passage should not be attempted unless the weather is clear enough to use

leading marks.

(1103) Perl Island is in the middle of the Chugach group.

Its NW point is sandy on the W side and has a high cliff

on the N side. Several cabins and a gravel airstrip are on

the point. Perl Island Light 1 (59°07'04"N.,

151°38'24"W.), 80 feet (24.4 m) above the water, is

shown from a skeleton tower with a square green

daymark on the extreme NE point of the island.

(1104) A pinnacle rock, covered 51⁄2 fathoms, is about 0.6

mile off the SE side of the island.

(1105) Perl Rock, 87 feet high and marked by a light, is a

large prominent detached rock about 0.5 mile S of Perl

Island. A rock that uncovers is 185 yards W from Perl

Rock.

(1106) Nagahut Rocks, about 50 feet high, are large prominent bare rocks, close together and a good radar target, about 1.5 miles W of the SW end of Perl Island.

Rocks and foul ground are between them and the island. Safe passage between Nagahut Rocks and Perl

208 ■ Chapter 4 ■ Volume 9
Island is possible in depths greater than 20 fathoms,

but extreme caution is advised.

(1107) Dora Reef is a small patch of rocks covered 11⁄4

fathoms about 1 mile SW of Nagahut Rocks. The reef is

steep-to and breaks at low water with moderate seas.

This reef is a potential danger for Kenedy Entrance and

Chugach Passage.

(1108) There is deep water in the passage between Elizabeth Island and Nagahut Rocks; however, a shoal of 6 to

9 fathoms is 0.4 to 1 mile E from the SE end of Elizabeth Island, and a shoal covered 41⁄4 fathoms is 1 mile W

from the W end of Perl Island.

(1109) Chugach Passage is between Perl and Elizabeth Islands and the rounded end of the mainland. A lighted

buoy marks the NE side of the S turn and SW side of the

N turn in the passage channel, respectively.

(1110) The end of the mainland is fringed with reefs, isolated rocks, and extensive kelp beds. In rounding it

from the E, the outermost danger is a rock, bare at half

tide, 0.4 mile off the S side of the rounding mainland

shore.

(1111) Chugach Passage is commonly used by vessels entering Cook Inlet from E. Depths of 51⁄2 to 10 fathoms

were found in the shallowest part of the channel between the SE end of Elizabeth Island and the dangerous

reefs that extend from the mainland. An abrupt rocky

spot, covered 7 fathoms, is about 0.5 mile NW of the N

end of Perl Island.

(1112) Elizabeth Island has two mountain masses, separated by a low valley that extends in a NW direction. The

NE point is a sandspit marked at its outer extremity by

a buoy. A depth of 11⁄2 fathoms is 0.3 mile SE and a

prominent large bare rock is 0.3 mile WSW, respectively,

from the buoy. Cape Elizabeth is the W end of the island.

Cape Elizabeth Light (59°08'47"N., 151°52'36"W.), 48

feet (14.6 m) above the water, is shown from a skeleton

tower with a diamond-shaped red and white daymark

near the S end of the cape. A submerged rock, dangerous to navigation, is 0.4 mile W of the cape.

Routes, Chugach Passage

(1113) Midchannel courses are clear in the approach to

the passage N of East Chugach Island and between that

island and Perl Island. When transiting the W end of

the Passage, the charted waterfall scar on the mainland

can be used as a range, keeping 0.6 mile S of Claim

Point, 0.6 mile N of Elizabeth Island, and having due

regard for existing conditions of weather and set of current. Local knowledge is desirable.

Currents, Chugach Passage

(1114) E of Elizabeth Island the flood sets N and the ebb S

with velocities of 3.1 knots and 1.8 knots, respectively.

Currents of about twice these velocities have been

reported during heavy weather. (See the Tidal Current

Tables for daily predictions.)

(1115) It is reported that the turn of the current in the

main passage S of Elizabeth Island occurs earlier, possibly as much as 1 hour, than in Chugach Passage. In

the area S of the Chugach Islands, tidal currents are

much stronger near the islands than the deep water

farther S.

(1116) Heavy tide rips occur from the NW end of Perl Island

to the W end of the passage. The heaviest rips are in the

vicinity of Perl Island with an ebb current and E wind

or with a flood current and a W wind. Heavy rips also

occurs off the SE point of East Chugach Island. Another significant tide rip occurs 0.8 to 1.5 miles N

through NW from the NW point of E Chugach Island,

especially with ebb currents and N winds.

(1117) Port Chatham, indenting the end of Kenai Peninsula N of Elizabeth Island, is a secure harbor for small

and medium-sized vessels, and easily entered in the

daytime with clear weather.

(1118) 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 rise abruptly from the water

and are wooded about half way to the summits.

(1119) Claim Point, on the W side of the entrance, is a

wooded hill with a low wooded neck in back of it. Bare

rocks and kelp extend about 250 yards off the SE side of

the point.

(1120) Chrome Bay is on the N side of the entrance to Port

Chatham, just NE of Claim Point.

(1121) Kelp Point is 0.5 mile NE from Claim Point. A bare

rock is 250 yards S of Kelp Point, and a dangerous detached reef with rocks bare at low water is about 300

yards E of the bare rock. This reef is covered by kelp,

but usually the kelp does not show at high water.

(1122) Chatham Island, small, low, rocky, and partly

wooded, is in the middle of Port Chatham, about 1.2

miles inside the entrance. Port Chatham Entrance

Light (59°12'33"N., 151°46'34"W.), 40 feet (12.2 m)

above the water, is shown from a skeleton tower with a

red and white diamond-shaped daymark on the W point

of the island.

Routes

(1123) When entering Port Chatham from Cook Inlet it is

well to keep 0.5 mile S of Claim Point and Kelp Point.

When approaching from Chugach Passage, the white

scar on the cliffs E of Kelp Point is a good mark. Keep

midchannel between Chatham Island and the N shore,

passing about 100 yards S of the daybeacon marking

the 11⁄4-fathom rock N of the light. From there to the

anchorage keep in midchannel.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 209
(1124) The only known danger in the channel W and N of

Chatham Island is a rock covered 11⁄4 fathoms, 500

yards N of the light. The rock is marked on its W side by

a buoy. There is deep water on either side of the rock. A

depth of 41⁄2 fathoms was found 250 yards SW of the

light.

(1125) The passage E of Chatham Island is foul and should

not be attempted by strangers. Two rocks, one covered

2 fathoms, is 0.4 mile from the E shore and 0.7 mile

165° from Chatham Island Light; and the other, covered

2 fathoms 1 foot, is 0.2 mile from the E shore and 0.3

mile 115° from Chatham Island Light.

(1126) On the E side, 0.6 mile NE from Chatham Island, is

a projecting rocky, wooded point, where the port

changes direction. The opposite side, NE from this

point, is a low grassy spit. A submerged obstruction in

59°12'59.2"N., 151°44'17.5"W., is about 300 yards (274

m) S of the spit. The ruins of a lumber camp are on the

spit. At the E end of the harbor are rocks showing but

little above high water.

Anchorages

(1127) The best anchorage is in the broad part of the harbor 0.3 mile SE of the spit, in 10 to 13 fathoms, soft bottom. During heavy E to SE gales, some williwaws are

felt at the anchorage, but they are not dangerous. This

anchorage often has numerous fishing vessels in the

summer.

Tides and currents

(1128) The diurnal range of tide is 14.3 feet at Port Chatham. 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 tide rips.

(1129) The coastline between Port Chatham and

Koyuktolik Bay is foul, and thick kelp extends as much

as 0.5 mile offshore.

(1130) Koyuktolik Bay is about 5 miles WNW of Port Chatham. Its N shore consists of bare rocky cliffs, while the

S shores are lower. The S entrance point is a low yellow

bluff. Rocks and reefs extend 0.2 mile from the S entrance point. Poor temporary anchorage for a smaller

vessels, in 8 to 10 fathoms, hard bottom, can be found

0.5 mile from the head of the bay. In heavy SW through

NW weather a considerable swell will reach this anchorage. About 0.7 mile from the head of the bay is a

private mooring buoy. The bay is constricted by a sand

and gravel shoal that extends from the S shore near the

entrance to a lagoon and by rocks that uncover off the

N shore. The lagoon is navigable with local knowledge

by skiff at high water.

(1131) Point Adam, just W of Koyuktolik Bay, is low at the

end, and rises in a steep grassy slope to mountains. A

significant, steep choppy sea has been reported just off

Point Adam with a flood current and W through NW

winds. Magnet Rock is about 3.3 miles NNW from Point

Adams and about 0.5 mile off Point Bede. The rock is 25

feet high, black, prominent, and a good radar target.

(1132) Flat Island, 1.4 miles N from Magnet Rock, is

small, flat, and grass covered; it is composed of two

closely connected islands joined by bare reefs. Flat Island Light (59°19'51"N., 151°59'42"W.), 70 feet (21.3

m) above the water, is shown from a skeleton tower

with a red and white diamond-shaped daymark on the

NW point of the northernmost island. This island forms

a good radar target, is an important transit turn point,

and is a “Securite” Broadcast reporting point used by

large vessels. See “Securite” Broadcasts, indexed as

such, earlier this chapter, for more. The island is surrounded by kelp. A group of rocks that uncover and

marked by kelp are 0.2 mile off the W side of Flat Island.

Heavy tide rips occur in the area between Point Bede,

Magnet Rock, and Flat Island. The area has many fishing vessels in the summer.

Chart 16646

(1133) Port Graham, on the E side of Cook Inlet, 4 miles

NE of Flat Island, is a secure harbor inside Passage Island, and with care is easily entered in the daytime. Its

entrance between Russian Point on the S and Dangerous Cape on the N, has extensive outlying reefs, covered at various stages of the tide. The dangers are

generally steep-to and marked by kelp.

(1134) English Bay is an open bight on the W side of Russian Point (59°21.6'N., 151°55.3'W.). English Bay

Reef, bare at low water, is about 1 mile W of Russian

Point. There is broken bottom and thick kelp between

the reef and the foul ground that extends from Russian

Point; strangers should not cross this area. Depths of

31⁄4 and 5 fathoms are about 0.5 mile SSW of English

Bay Reef. Nanwalek, a small native settlement, is on the

NE side of English Bay. A gravel airstrip is near the village.

(1135) Dangerous Cape (59°24.0'N., 151°54.3'W.) is on

the N side of the entrance to Port Graham. A current of

nearly 3 knots sets at times across the broken ground

around the cape, causing heavy rips and overfalls. Dangerous Cape Reef extends 0.5 mile W from the W side of

the cape. Bird Reef, 250 yards long, is 0.6 mile SSW

from Dangerous Cape. The highest rock at the N end of

the reef is covered at extreme high tide. The shore reef

inside of Bird Reef is composed of rocks which uncover

and some bare rocks. A detached rock, covered 11⁄4 fathoms, is in the channel between Bird Reef and the shore

reef. Midway between Bird Reef and Passage Island, and

210 ■ Chapter 4 ■ Volume 9
0.5 mile from the N shore, is a small shoal with 21⁄2 fathoms, marked by a buoy. Vessels should pass S of it, as

another shoal makes out 650 yards from the shore.

(1136) Passage Island, 1 mile inside the entrance, is high

and wooded. It is generally fringed with reefs to a distance of 150 yards, and a shelving spit, covered at high

water, extends 350 yards E from its E end. The end of

the spit is marked by a daybeacon. A reef, with numerous rocks bare and covered at various stages of the tide,

extends 0.9 mile WSW from the W end of the island.

Port Graham Entrance Light (59°22'21"N.,

151°53'07"W.), 50 feet (15.2 m) above the water, is

shown from a small house with a red and white diamond-shaped daymark on the N end of the island.

Routes

(1137) The safest time to enter Port Graham is at low water, and the preferred entrance is N of Passage Island.

The chart is the guide. The route S of Passage Island

should not be used by strangers. This entrance S of Passage Island is approached through a narrow unmarked

channel over a rocky bar which bares in places and extends from N of Russian Point to Passage Island.

Dangers

(1138) Rocks, bare at low water and marked by a

daybeacon, are 250 yards W of the point on the N shore

E of Passage Island. This is the worst danger in the entrance. The channel has a width of 250 yards between

the rocks and the reef fringing Passage Island. On the

outside, the shore of Coal Cove is fringed with kelp to a

distance of 350 yards and should be approached with

caution.

(1139) The only serious danger E of Passage Island is a

narrow, submerged reef with kelp that extends halfway

across Port Graham from the N shore 0.6 mile SE of

Passage Island, and is marked at the S end by a buoy.

Also, about 900 yards NW of a cannery wharf is a shoal

that extends about 300 yards offshore and marked at its

outer end by a daybeacon, and the cove SE of the wharf

is shoal.

Anchorages

(1140) Temporary anchorage for a small vessel can be selected in the bight on the N shore, N of Passage Island,

in 7 to 10 fathoms. This anchorage is exposed to a heavy

swell in S or W weather. When inside Passage Island,

better anchorage in 10 to 17 fathoms can be had in any

part of Port Graham except the cable area about 0.9

mile ESE of the cannery wharf. One of the best is N or

NE of the wharf, in 10 to 13 fathoms, sticky bottom. Although the Port experiences occasional williwaws in

SE weather, they are not dangerous.

Tides and currents

(1141) The diurnal range of tide is about 16.9 feet. Strong

tidal currents, both ebb and flood, set across the mouth

of the harbor, but there is little current at or inside of

Passage Island. With opposing wind and current, heavy

tide rips occur off and well N and S of the entrance to

Port Graham.

Weather, Port Graham

(1142) As in Kachemak Bay, SW winds predominate in the

late spring to early fall, when NE winds become most

frequent. Winds are strongest in the late summer and

early fall. Fog is common in both summer and winter.

Summer fog hangs over the water for days, while winter fogs are associated mainly with precipitation. The

yearly average temperature is 35°F (1.7°C), but can be

as high as 80° (26.7°C) in the summer and well below

0°F (-17.8°C) in winter. Storms are infrequent during

the summer months and are much more common during the winter. Williwaws are occasionally experienced

with strong SE winds.

Ice

(1143) Ice is not a major problem throughout most of Port

Graham, but will form in areas of little water movement or where a skim of freshwater rides over the saline water near the easternmost part of the bay.

(1144) Port Graham has a cannery and pier on the S side,

1.9 miles beyond Passage Island. The pier has a

100-foot face with 15 feet reported alongside; deck

height 35 feet; one 1.5-ton fixed crane; and water in

summer. There is a barge dock about 0.3 mile NW of the

cannery pier. This second dock, used for log transfer,

has a 150-foot face; 10 feet alongside; deck height, 30

feet. Port Graham Corporation owns both facilities and

operates the cannery pier.

(1145) Point Pogibshi (see also chart 16645) is a prominent flat-topped grassy point about 50 feet high, with

rocky sides, on the E side of Cook Inlet 1.5 miles N of

Dangerous Cape. At this point the coast changes direction NE for about 5 miles to Seldovia Bay. Point

Pogibshi Light (59°25'28"N., 151°53'13"W.), 94 feet

(28.7 m) above the water, is shown from a skeleton

tower with a diamond-shaped red and white daymark

on the S side near the end of the point.

(1146) Kelp extends 0.5 mile off the bight 2.7 miles NE of

Point Pogibshi.

(1147) Seldovia Bay, 7 miles NE of Port Graham, is a secure harbor in any weather. There are several shoals

covered less than 3 fathoms in the entrance, and the inner part of the bay is very shoal.

(1148) Point Naskowhak (59°27.2'N., 151°44.5'W.), on the

W side of the entrance to Seldovia Bay, is the N of two

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 211
small high rocky wooded knobs which stand on a low

grassy spit surrounding a lagoon. A reef with rocks

awash extends about 0.1 mile N from the point, and

kelp-marked broken ground extends almost 0.5 mile

NE. Kelp-marked shoals with a least depth of 2 fathoms

extend 700 yards ENE from the point.

(1149) Gray Cliff, the E entrance point of Seldovia Bay, is a

bare rock cliff 60 to 70 feet high and a good radar target

for entering the bay. Seldovia Bay Entrance Light

(59°27'08"N., 151°43'16"W.), 64 feet (19.5 m) above the

water, is shown from a small house with a red and white

diamond-shaped daymark at the S end of the cliff.

(1150) Seldovia Point, 1 mile N of Gray Cliff, is a

200-foot-high cliff, wooded on top. A shoal with a least

depth of 21⁄4 fathoms is about 0.4 mile N of the point.

Kelp extends 0.6 mile from shore in the bight NE of the

point.

(1151) Red Bluff, 0.2 mile S of Gray Cliff, is high and reddish in color. Foul ground extends from the cliff to

about 0.2 mile W and 0.1 mile SW. A rock that uncovers

4 feet is about 300 yards W ofthe cliff and is marked by a

lighted buoy. This rock is steep-to on its W side and the

principal danger in the bay.

(1152) Watch Point, 0.6 mile S of Gray Cliff, is a small

30-foot-high grassy head with a few trees and a short

low grassy neck behind it. A high pointed rock is near

the E shore 300 yards N of the point.

(1153) Seldovia Bay Light 3 (59°26'33"N., 151°43'17"W.),

45 feet (13.7 m) above the water, is shown from a small

house with a square green daymark off the end of

Watch Point. Kelp-marked rocks with a least depth of 3⁄4

fathom are between the light and the Seldovia waterfront to the S.

(1154) Seldovia, on the E side of Seldovia Bay just S of

Watch Point, is a tourist and fishing town. It has several

stores, lodging, a clinic, and churches. A police chief is

in the town.

Channel

(1155) The channel to Seldovia is from 400 yards to 100

yards wide between the shoals and rocks that extend

from either side of Seldovia Bay. These obstructions are

marked by kelp at slack water in summer and fall, but

the kelp tows under during the strength of the tidal

currents. In June 2003, the marked channel had a controlling depth of 21.9 feet.

Anchorages

(1156) The best anchorage is in the middle of Seldovia Bay,

0.8 mile S of Seldovia Bay Light 3, in 9 to 10 fathoms,

212 ■ Chapter 4 ■ Volume 9
sticky bottom. It is well sheltered, except from strong S

winds.

Tides and currents

(1157) The diurnal range of tide is 18 feet at Seldovia. (See

the Tide Tables for daily predictions.) The tidal currents

have an estimated velocity of 2 to 3 knots.

Wharves

(1158) Seldovia has one active pier and a small-boat harbor. For a complete description of the port facilities refer to Port Series No. 39, published and sold by the U.S.

Army Corps of Engineers. (See Appendix A for address.)

(1159) City Pier: an L-shaped pier 200 yards S of Watch

Point; 210-foot (64 m) face; 23 feet (7.0 m) alongside in

2006; deck height, 15 feet (4.6 m); gasoline, diesel fuel,

electricity, and water are available year-round; two

2-ton derricks; receipt and shipment of petroleum

products and general cargo; Alaska Marine Highway

Ferry Terminal; owned by the State and operated by the

State and Seldovia Fuel & Lube, Inc. A 40-foot (12.2 m)

fueling float for vessels under 70 feet (21.3 m) is alongside the S face with 25 feet (7.6 m) reported alongside.

The back side of the face has 160 feet (49 m) of berthing

space, and 20 feet (6.1 m) reported alongside.

(1160) Seldovia Small-Boat Harbor, about 0.2 mile S of

City Pier, is protected by breakwaters. A light marks the

end of the N breakwater. In May 2006, the controlling

depth was 12 feet in the entrance channel then 12 feet

in the basin with shoaling to 10 feet near the SW corner

of the dredged basin. The SE half of the basin is locally

maintained. The harbor provides moorage for about

150 vessels; some transient spaces are available. The

harbormaster assigns berths. The harbormaster’s office, at the N end of the small-boat harbor parking lot,

monitors VHF-FM channel 16 and can be contacted by

calling 907-234-7886. Water and electricity are available at the floats. A 102-foot and a 106-foot grid are in

the basin on either side of the approach. A boat lift for

boats up to 48 feet, and a launching ramp are also in the

basin approach. The basin is owned by the State and operated by the city.

(1161) Supplies and repairs are limited.

Oil Spill Response Resources

(1162) Limited Oil Spill Response Resources are available in Seldovia. However, additional resources are

available in Homer, Nikiski, and Anchorage. For further information, contact the Coast Guard Captain of

the Port, W Alaska, in Anchorage.

Communications

(1163) The Alaska Marine Highway System has scheduled

ferry service for passengers and vehicles from Seldovia

to Homer, Kodiak, Seward, and down the Alaska Peninsula. This ferry runs once to twice a week for 10 months

of the year. Small commercial passenger ferries make

daily runs in the summer to Homer. A commercial air

taxi makes runs to Homer and Port Graham, weather

permitting. A maintained gravel road leads to Jakolof

Bay. Landline telephone, radiotelephone, and cellular

telephone communications are maintained.

(1164) Seldovia Slough, just S of the small-boat harbor,

leads E and N to Seldovia Lagoon. It is dry at low water

and only navigated by skiffs.

(1165) The remainder of the cove is nearly dry at extreme

low water. A grassy head with a few trees forms the SW

side of the cove that is joined to the main shore by a low

narrow neck.

Chart 16645

(1166) Kachemak Bay is a large bay on the E side of Cook

Inlet. The entrance is between Seldovia Point (59°28.3'N.,

151°42.0'W.) on the S and Anchor Point (59°46.8'N.,

151°52.0'W.) on the N. It affords excellent anchorage

for vessels of all classes and sizes. Kachemak Bay is frequented by large vessels picking up or disembarking pilots; numerous commercial, charter, and recreational

fishing vessels; tour boats; tugs with barges; an Alaska

State Ferry; and occasional cruise ships. The large vessel and tug and barge traffic continues year around and

occasionally anchor NE of Homer Spit. The fishing vessel and tour boat traffic is mostly a summer activity.

(1167) Kachemak Bay Research Reserve includes waters

of Kachemak Bay E of a line connecting Anchor Point

in the N with Point Pogibshi in the S. Kachemak Bay

Research Reserve is a Marine Protected Area. (See Appendix C for additional information.)

Route

(1168) From the entrance to Cook Inlet about 4.5 miles S

of East Chugack Island Light, set courses to pass about

6 miles S of the W end of Cape Elizabeth, on Elizabeth

Island, thence about 2 to 5 miles W of Point Adam and

Flat Island, thence about 1.5 to 3 miles off Point

Pogibshi, and (weather permitting) shape a course to

about 0.5 mile S of Homer Spit Light 3 to pick up a pilot, or 1 mile S to proceed to the berths or anchorage at

Homer.

Caution

(1169) Vessels transiting to and from Homer to the N are

advised to stay 3 miles offshore from Bluff Point and 5

miles offshore from Anchor Point to clear the shoals

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 213
and kelp, and most fishing vessel traffic and their fixed

gear.

Tides and Currents

(1170) From Dangerous Cape, a flood current sets up

Kachemak Bay with a velocity of 1 to 2 knots in a NE direction, and the ebb flows in a SW to W 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. Currents of up to 4 knots have been

reported throughout the Bay. Eddying currents are

found immediately off the E side of Homer Spit during

flood and ebb currents.

Weather, Kachemak Bay and vicinity

(1171) Winds in the Kachemak Bay area are predominantly from the NE from late fall to early spring. During the rest of the year, SW winds are the most

frequent. Winds are strongest during the late summer

and early fall. Storms are more common in the winter,

with wave heights reaching 6 to 8 feet in a short period

of time. Vessels in transit on the E side of Cook Inlet

normally experience some of the heavier winds and

seas in the area off Anchor Point.

(1172) Fogs are common to the area. Ground fogs occur

most frequently in winter, with the heaviest fogs reported to be in summer. Homer and Seldovia occasionally report fog conditions. The more frequent

occurrence is in the summer when it may last for days

at a time. It is reported that fog banks frequently hang

over the open water after harbors have cleared. Summer SW winds will also hold lingering fog banks

against the eastern shore.

(1173) The annual mean temperature of the area is about

38°F (3.3°C). July and August are usually the warmest

months. The temperature can range from a high of

nearly 90°F (32.2°C) in the summer to well below zero

(-17.8°C) in the winter.

Ice

(1174) Ice forms in the freshwater streams and within areas of relatively little water movement or where a skim

of freshwater rides over the saline water. The boat harbor at Homer and the NE side of the Spit will pack with

slush and pan ice during the colder periods (especially

in NE winds), but rarely halts small-boat traffic completely. It can fill the Homer Small Boat Harbor and extend for up to 500 yards offshore. (See Homer for

more.) The headwaters of Jakolof Bay reportedly form

ice.

(1175) Nubble Point, 4.2 miles NE of Seldovia Point, is a

long sandspit, terminating in a rocky knoll, which may

be mistaken for Point Naskowhak if not sure of the position. The E part of the point is wooded.

(1176) Kasitsna Bay, between Nubble Point and Herring

Islands, has anchorage in 12 to 15 fathoms, good holding ground, but is subject to williwaws in strong SE

winds. The water shoals abruptly to the shore and to

the flat which fills the cove formed by Nubble Point; the

flat in the cove will be avoided by keeping the E end of

the point bearing W of 014°.

(1177) Two rocks close together are 0.5 mile NE of the N

end of Nubble Point and are marked by a buoy in

59°29'31"N., 151°33'09"W., on the NE side. The W rock

is covered 2 fathoms and the E rock bares at extreme

low water. The buoy marks the entrance between the

rocks and Hesketh Island. A shoal with a least depth of

51⁄2 fathoms is 500 yards SE of the rocks. A least depth

of 12 fathoms was found between the rocks and Nubble

Point by giving the N end of the point a berth of over

200 yards. A private mooring buoy is 1.3 miles SSW of

the buoyed rocks.

(1178) In 1981, the NOAA Ship RAINIER found numerous

uncharted rocks and shoals while surveying in the vicinity of the Herring Islands; caution is advised.

(1179) Jakolof Bay is entered at the SE corner of Kasitsna

Bay. Private ferries make daily runs between Jakolof

Bay and Homer in the summer months. An overhead

power cable with a clearance of 51 feet crosses the entrance of the bay.

(1180) Jakolof Bay is a long, narrow finger of water about

1.7 miles long and 0.25 mile wide, lying in a general

NNW and SSE direction. The entrance to the bay is

about 0.125 mile wide and unmarked. A small island

which connects to the W shoreline at lower stages of

tide is located near the center of the entrance. However,

a rock ledge extends outward from the island reducing

the clear channel to about 250 feet or less. The bay has

numerous rocks and reefs and should be attempted

only with local knowledge. It is navigated by locals for

about 0.5 mile. Navigation above this point is not recommended for anyone as the bottom shoals rapidly toward the S shore.

Currents

(1181) Both ebb and flood currents reportedly run fair

with the E shoreline of the bay. Small eddies formed by

the current have been observed near and in the entrance during a period of approximately half floodtide.

The reported maximum velocity of the ebb and flood

currents is about 3 knots. The average is reported to be

1.5 knots.

(1182) A small floating pier, maintained by the State, is on

the W shore about 0.2 mile inside the entrance to the

bay. Berthing is available at the pier for about 10 to 15

214 ■ Chapter 4 ■ Volume 9
small boats, 15 feet alongside reported. Depths of about

25 feet were reported in the center of the bay to the E of

the floating pier. Two small water taxis, which run to

Jakolof Bay from Homer, use this floating pier.

(1183) Hesketh Island, Yukon Island, and Cohen Island

are high and wooded. An islet is on the reef that extends

0.5 mile NW from Hesketh Island. Sixty Foot Rock

Light (59°33'01"N., 151°28'02"W.), 79 feet (24.1 m)

above the water, is shown from a skeleton tower with a

red and white diamond-shaped daymark on Sixty-foot

Rock at the N end of a reef that extends 0.5 mile N from

Cohen Island. The light shows a higher intensity beam

toward Cook Inlet. There is a prominent yellow cliff on

the W end of Cohen Island. The passage between Yukon

Island and Hesketh Island has a 2-fathom shoal in

midchannel at both ends. Eldred Passage, E of the islands, is deep near the middle, except at the N end

where there is a bar on which the least depths found

were 93⁄4 to 12 fathoms.

(1184) Tutka Bay has no desirable anchorages for large

vessels. Broken ground, on which some pinnacle rocks

have been found, extends across the entrance. Just NW

of this island is a half-tide rock that closes the channel

behind the island to all but small boats. An overhead

power cable with a clearance of 78 feet crosses the narrow part of the bay. Mariners are warned that numerous submerged rocks and rocks awash, some in

relatively deep water, have been found in the various

coves and in Tutka Bay; caution is advised.

(1185) Tutka Bay Lagoon is about 4 miles inside the

mouth of Tutka Bay on the SW side. The Lagoon, well

protected, has depths to 27 feet and contains a salmon

hatchery. The entrance, a small narrow channel, is a

stream except at high water. The sill which holds the lagoon is at the head of this channel and is about 10 feet

above low water. Local tour and fishing boats up to 30

feet in length can enter the lagoon at high water. The

entrance to the channel is protected by a rock awash

and a 1-fathom submerged delta plain that extends

about 0.25 mile offshore.

(1186) Sadie Cove, the inlet in the E side of Eldred Passage, is clear near midchannel. Foul ground extends

about 0.2 mile off the N and S entrance points. An overhead power cable with a clearance of 170 feet crosses

the mouth of the cove.

(1187) Lancashire Rocks, 1.8 miles NE from Cohen Island, are awash. They are 0.5 mile offshore with foul

ground inshore from them.

(1188) Gull Island, 93 feet high, marked by a light, 5 miles

NE from Cohen Island, is among a group of prominent

bare rocks that are visible about 10 miles. China Poot

Bay, S of Gull Island, is nearly dry at low water. An overhead power cable with a clearance of 152 feet crosses

near the head of the bay. A narrow channel is along the

NE side of the bay. It terminates at a small lagoon at the

head of the bay. A well protected anchorage for small

vessels can be found in the lagoon in 3 to 5 fathoms; the

bottom is mud. Locals transit the channel in skiffs near

low water and in larger boats near high water to avoid

the strong currents. It should not be attempted without local knowledge due to the shallow depths, strong

currents, and high choppy sea seen with an ebb current

and SW winds.

(1189) Peterson Bay, 1.5 miles N of China Poot Bay, provides good protection from E-W winds. A foul area exists around the small islands near the head of the bay. A

5 to 7 fathom channel on the W side of the foul area

runs to the head of the bay. A submerged rock covered 8

feet is in the center of the channel abeam of the largest

island. Depths at the head of the bay are 6 to 14 fathoms.

Charts 16645, 16646

(1190) Homer Spit, on the N side of Kachemak Bay, is a

low gravel and shingle spit, partly covered with grass. It

is 4.5 miles long and from 100 to 500 yards wide. It is

described as the longest inhabited spit in the world.

(1191) Coal Point, the outer end of Homer Spit, is marked

by Homer Spit Light 3 (59°36'02"N., 151°24'34"W.), 34

feet (10.4 m) above the water and shown from a tower

on top of a hotel roof. A private flashing light, visible

from seaward and shown from a 35-foot brown tower, is

about 0.4 mile 284° from Homer Spit Light 3. Care

must be taken not to confuse this light with the breakwater light, which is not visible over the spit.

(1192) Coal Bay, the bight NE of Homer Spit, is shoal but

there are no outlying dangers other than a submerged

wreck covered 1⁄2-fathom about 1.33 miles 352° from

the N end of the Deep Water Dock at 59°37'32"N.,

151°25'11"W. Mud Bay is within Coal Bay.

(1193) Homer, at the base of Homer Spit, is a fishing and

tourist town with several stores, hotels, and a small

hospital. From Homer it is about 143 miles to Anchorage, 158 miles to Seward, and 1,313 miles to Seattle.

Prominent features

(1194) Homer Airport, at the base of Homer Spit, has an

aerolight and approach lights that are aligned with the

runway. When lighted, the approach lights are highly

visible, however, they are lighted only when needed by

aircraft. The tower and chute of the wood chip loading

facility at the Deep Water Dock and the 8 light towers

surrounding the small-boat harbor are also prominent.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 215
Anchorage

(1195) Good anchorage for medium to large vessels can be

had 1.0 mile or more NE of Homer Spit Light 3 off the

Spit, in 10 to 23 fathoms, soft bottom. Large vessels anchor on the range of Sixty-foot Rock with Coal Point, 1

mile NNE of Coal Point, in 22 fathoms. Smaller vessels

can anchor almost anywhere NE of the spit in 2 to 10

fathoms, mud bottom. Due to the large tidal range in

Kachemak Bay, mariners should exercise caution when

anchoring.

Weather, Homer Vicinity

(1196) The climate of Homer is marine but with precipitation amounts modified by the Kenai Mountains. The

annual precipitation is reduced when air being lifted

over the mountains leaves most of its moisture on the

windward side. For this reason the usual Gulf Coast

amount of near 60 inches (1524 mm) is reduced to less

than half that amount. The relatively low annual snowfall is a reflection of the midwinter temperatures. Often

precipitation will begin as snow but turn to rain shortly

afterwards. The occurrence of the heaviest monthly

amounts during the fall and winter months is the result of the increased frequency of storms into the Western Gulf of Alaska during those months.

(1197) Temperatures experienced at Homer are more

nearly representative of marine climate than is precipitation. Winters are mild, seldom getting colder than

0°F (17.8°C) and summers are cool with the maximum

temperature seldom going above 70°F (21.1°C). The

range between average maximum and minimum temperatures does not exceed 16°F (range of 9°C) during

any of the 12 months. The freeze-free period on the average begins in late March and ends in mid-November.

(1198) Surface winds at the station are seldom strong even

in winter. However, a short distance to the SE, over

Kachemak Bay, and to the W over Cook Inlet, wind

speeds requiring warnings to small craft are fairly common in winter and summer.

(1199) The occurrence of a thunderstorm is rare. Heavy

fog is infrequent and of short duration, but patchy

ground fog is common in summer and winter.

Tides

(1200) The diurnal range of tide is 18.1 feet at Homer.

Pilotage, Homer

(1201) Pilotage except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(1202) Pilots are available from the Southwest Alaska Pilots office at Homer; call sign, KCE-203, on VHF-FM

channels 10 and 16 (24 hours daily); telephone —

907-235-8783, FAX 907-235-6119, cable address

SWAPILOT HOMER. A 36-hour notice is required.

(1203) Vessels meet the pilot boat about 1 mile S of Homer

Spit Light 3 (59o36'02"N., 151o24'34"W.) in Kachemak

Bay, off Homer. The pilot boat can be contacted by calling “KATMAI” or “MARY DELE” on VHF-FM channels

10 and 16, or through the Southwest Alaska Pilots office at Homer, mentioned earlier. The pilot boats are a

55-foot aluminum boat (KATMAI) and a 42-foot

trawler, green hull, red and white deckhouse (MARY

DELE). Both have the word “Pilot” forward. The pilot

boat displays the appropriate day and night signals

when on duty. It is a common practice for vessels to

shape a course (weather permitting) 0.5 mile S of

Homer Spit Light 3 to allow for a starboard turn in

picking up or disembarking a pilot starboard-side-to.

Vessels picking up a pilot should maintain a speed of

about 6 knots and have the pilot ladder 3 feet above the

water. Note: With prior arrangements, any mooring

lines needed can be delivered when embarking a pilot

(especially for the Winter Operating Guidelines or

moorage requirements at Nikiski).

Towage

(1204) Tugs up to 1250 hp. are available in Homer 24

hours a day. Prior arrangements for their use should be

made.

Caution

(1205) Ships entering Kachemak Bay to pick up a pilot off

Coal Point before continuing into Cook Inlet have been

reported coming dangerously close to the

Archimandritof Shoals, which extend W from Homer

Spit and are marked on the SE side by a lighted buoy.

These instances occur with ships piloting on

small-scale British Admiralty Charts, which do not

show these shoals. The strangers tend to steer for the

lights of Homer or the light towers surrounding the

small-boat harbor. Mariners are advised to use the largest scale chart available for this area and to give these

shoals a wide berth.

(1206) Note: In 1996, the least depths over the SE portion

of these shoals were reported to be 2 fathoms less than

charted in the area about 1 mile W to NW of

Archimandritof Shoals Lighted Buoy 3.

(1207) Customs and Immigration are handled by Anchorage officials with prior arrangements..

Quarantine

(1208) A U.S. Public Health Service Contract Physician is

located at a clinic in Homer. A hospital is in Homer.

(See Appendix A for additional information.)

216 ■ Chapter 4 ■ Volume 9
Coast Guard

(1209) Two Coast Guard Cutters (a buoy tender and a patrol boat) are stationed in Homer.

Harbor regulations

(1210) Most waterfront facilities are operated by the City

of Homer. The Deep Water Dock, City Pier and Fish

Dock (in the small-boat harbor) are administered by a

Port Director (telephone, 907-235-2964), and the

small-boat harbor is administered by a harbormaster

(telephone, 907-235-3160). Their office is on the SW

side of the small-boat harbor. They monitor VHF-FM

channels 16 and 10; call sign, WHG-651.

Wharves

(1211) Homer has 2 deep-draft piers, a fish dock, and a

small-boat harbor. For a complete description of the

port facilities refer to the Port Series No. 39, published

and sold by the U.S. Army Corps of Engineers. (See Appendix A for address).

(1212) Pioneer Dock: on the N side of Coal Point;

U-shaped structure with two trestles, extends 445 feet

offshore; outer face, 469 feet, and mooring dolphins

provides for ships up to 750 feet, 40 feet reported alongside, deck height 32 feet; NW face, used for mooring a

Coast Guard cutter; Alaska Marine Highway Ferry Terminal; receipt and shipment of petroleum products,

fueling vessels, containerized cargo; landing for cruise

ships; pipelines extend from the wharf to 8 storage

tanks in rear, total capacity 30,500 barrels; water and

electricity are at the pier; highway connections. Owned

and operated by city of Homer, Petro Marine Services,

division of Harbor Enterprises, Inc., U.S. Coast Guard,

and the State.

(1213) Caution: A tidal current eddy sets Vessels E at this

dock (parallel to the face) on both flood and ebb, but

more so on the ebb.

(1214) Homer Deep Water Dock: 200 yards N of Homer

Breakwater Light 2 and marked by private lights, extends 532 feet (162 m) offshore; 324-foot (98.7 m) E

face, additional 450 feet (137 m) with three mooring

dolphins and two mooring buoys; 40 feet (12.2 m) reported alongside; deck height, 28 feet (8.5 m); water;

highway connections; receipt and shipment of conventional and containerized cargo, receipt and shipment of

logs and wood chips; and receipt of seafood. A 140-ton

mobile crane, and 31-, 9- and 4-ton forklifts are available. Wood chips are loaded at up to 500 tons per hour

via a loading tower and telescopic chute; 35 acres of

open storage at the rear. Owned by the City of Homer

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 217
and operated by the City of Homer and Gates Construction Co. Ebb currents set vessels off this dock and flood

currents set vessels on, with the ebb’s set off being

stronger. Starboardside-to is advised for large vessels

with certain loading operations.

(1215) Caution: From January to March, ice floes can impede operations at Homer Deep Water Dock and City

Pier. Ice floes get blown in from the head of the Bay by

strong NE winds.

(1216) City of Homer Fish Dock: on the SE side of the

small-boat harbor; 383-foot face with 20 feet reported

alongside; deck height, 31 feet; 50-foot side faces with

10 to 20 feet (3.1 to 6.1 m) reported alongside; water;

highway connections; receipt of seafood; handling supplies for fishing vessels; and icing fishing vessels; two

5-ton and six 21⁄2-ton derricks. Owned and operated by

the city of Homer.

(1217) Homer Small-Boat Harbor, protected by a breakwater, is just NW of the Pioneer Dock. A light on the

outer end of the breakwater marks the entrance. A

dredged channel leads between the breakwaters to the

beginning of the piers at the SE end, thence turns NW

to separate the basin in half. The basins on either side

of the entrance channel are maintained by local interests. In September 2008, the controlling depth in the

entrance was 18.3 feet (20 feet at midchannel) to the

beginning of the piers, thence 10 feet to the end of the

project.

(1218) The harbor has moorage for about 920 vessels with

an additional 500 transient spaces; the harbormaster

assigns berths. The harbormaster’s office monitors

VHF-FM channel 16; channels 10 and 68 are used as

working frequencies. During the summer the harbor is

very crowded. Water and electricity is available on

some floats, and gasoline, diesel fuel, and water are

available at floating fuel piers on the SE side of the entrance and the N side of the entrance. A 300-ton steel

grid and a 5-lane launching ramp are also available.

The basin is owned and operated by the city.

(1219) Caution: From January to March, during severe

cold spells, ice floes can clog the entrance channel and

cause the harbor to freeze up to 4 to 6 inches thick, impeding the operations of smaller vessels.

Supplies and Repairs

(1220) Provisions, water, ice, gasoline, diesel fuel, and marine supplies are available. Machine shops and electric

motor shops are in town. Vessels of less than 200 feet

perform most repairs either alongside berths, on the

grids in the small-boat harbor, or in shallow-water lagoons NW of the Homer Deep Water Dock.

Oil Spill Response Resources

(1221) Limited resources are available in Homer, with additional resources being available from Nikiski and Anchorage. (For further information, contact Coast

Guard Captain of the Port W Alaska, in Anchorage.)

Communications

(1222) Landline telephone, radiotelephone, and cellular

telephone service are available in Homer. Scheduled air

service is available to Anchorage, and air taxies run to

Seldovia and Port Graham. The Alaska Marine Highway

System has scheduled ferry service for passengers and

vehicles from Seldovia to Homer, Kodiak, Seward, and

down the Alaska Peninsula once or twice a week for

about 10 months of the year. Private passenger ferries

make runs to local communities during the summer.

Homer is connected with the Alaska Highway System

via the Sterling Highway.

(1223) Halibut Cove, on the S shore about 6 miles E of

Homer Spit, affords excellent anchorage for large and

medium-sized vessels in 23 fathoms with good holding

bottom. Halibut Cove Light 2 (59°36'01"N.,

151°12'53"W.), 70 feet (21.3 m) above the water, is

shown from a small white house with a red triangular

daymark on the NE point of Ismailof Island on the S

side of the cove. A daybeacon, 0.3 mile S of the light,

marks a rock awash. Shoals of 4 and 43⁄4 fathoms are

near the middle of the cove due E of the light. The community of Halibut Cove is on the shores surrounding

an inner rocky lagoon between Ismailof Island and the

mainland. This rocky lagoon is almost split by a gravel

bar. Halibut Cove operates a small-craft float facility on

the E side of this inner lagoon, providing about 1,000

feet of berthing space with 10 to 15 feet reported alongside; enter from the E. Another facility is on the W side

of the lagoon from which a mail and passenger boat operates. The W entrance is very foul and should only be

used with local knowledge. There are daily passenger

runs to Homer in the summer, and twice weekly mail

service the rest of the year. Telephone service and summer lodging is available in Halibut Cove.

(1224) Halibut Cove Lagoon, at the head of Halibut Cove,

has depths to 38 fathoms. The lagoon is isolated at low

water by a gravel bar which reduces the entrance to a

swift, shallow stream. At high water, the navigable

channel on the NW side of the entrance is not well defined; local knowledge is advised. A public dock is at the

S end with 110 feet of berthage and deep water reported

alongside. The dock is used by water taxis delivering

hikers and local boaters.

(1225) Bear Cove, on the S side of Kachemak Bay near the

head, offers good anchorage in 12 fathoms, although

the williwaws are violent and the swinging room is

218 ■ Chapter 4 ■ Volume 9
constricted. A rock awash is near the middle of the cove

about 0.4 mile from the head.

(1226) The head of Kachemak Bay consists of extensive

mudflats. A local power company maintains a barge

dock and small-craft float on the SE side of the mouth

of Bradley River at the head of Kachemak Bay. The

barge dock has a 100-foot face, deck height of 18 feet,

and dries at low water. A landing craft ramp adjoins the

N side of the dock. The float is 40 feet and also dries at

low water. The barge dock is used for receipt of construction materials and the float is used by recreational

boats delivering hikers. A gravel airstrip is near the facility. Due to the tide restrictions, local knowledge is

advised. The N side of Kachemak Bay is bordered with

mudflats and the 10-fathom curve is about 2 miles offshore. From this curve the water shoals abruptly toward shore.

(1227) From Homer Spit to Anchor Point the coast is a

line of bluffs, with the greatest height of 750 feet at

Bluff Point. In front of the bluff is a narrow rock and

shingle beach. Numerous hazardous rocks are offshore

between Homer and Anchor Point. The depths inside

the 10-fathom curve are irregular, and there is a possibility of detached boulders not found by the survey. Vessels transiting to and from Homer to the N are advised

to stay 3 miles offshore from Bluff Point and 5 miles offshore from Anchor Point to clear the shoals and kelp,

and most fishing vessel traffic and their fixed gear.

(1228) Anchor Point Light (59°46'09"N., 151°52'01"W.),

41 feet (12.5 m) above the water, is shown from a skeleton tower with a diamond-shaped red and white

daymark on the point. Anchor Point is an important

transit turn point, and is a “Securite” Broadcast reporting point used by large vessels. (See Securite Broadcasts, indexed as such, earlier this chapter for more.)

Note: The vicinity of Anchor Point has some of the

heavier winds and higher seas on the Homer to Anchorage transit.

Charts 16640, 16661

(1229) The main bluff line recedes about 0.4 mile from the

shore at Anchor Point (59°46.3'N., 151°52.1'W.) and

approaches the coast again about 1 mile to the N, then

continues close to the shore up to Cape Starichkof. The

bluff attains an elevation of 270 feet 2.8 miles N of Anchor Point, then gradually descends to the N.

(1230) At Cape Starichkof about 7 miles NNE of Anchor

Point, the bluff recedes again, is less steep, and is covered with vegetation. N of the cape the bluff follows the

shore, varies from 100 to 240 feet in elevation, and continues nearly to Cape Ninilchik about 15.5 miles NNE

of Anchor Point. Cape Ninilchik is a “Securite”

Broadcast reporting point used by large vessels. (See

Securite Broadcasts, indexed as such, earlier this chapter for more.)

(1231) From N of Anchor Point to Cape Ninilchik, the

coast is mostly clear, with intermittent boulders and

some submerged wellheads. A lighted parabolic antenna is on Cape Starichkof. This antenna and three

more extending N to Kenai are the only prominent and

distinctive features between Anchor Point and Kenai.

(1232) Deep Creek, 1.8 miles SW of Ninilchik, is recognized from seaward by a break in the bluff 0.4 mile

wide. A gravel road leads from Sterling Highway to the

beach, a State camping ground and launching ramp.

There is much small boat traffic from this area in the

summer.

(1233) Ninilchik, a fishing settlement at the mouth of

Ninilchik River, has a small-boat basin only reachable

at high tide.

Tides

(1234) The diurnal range of tide is 19.1 feet at Ninilchik.

(1235) Ninilchik Channel Entrance Light (60°03'17"N.,

151°39'53"W.), 25 feet above the water, is shown from a

tower with a red triangular daymark on the seaward

end of the north jetty; the light marks the entrance to a

small-boat basin inside the mouth of the Ninilchik

River. The approach to Ninilchik is through scattered

off-lying rocks to the entrance channel, which should

be used only with local knowledge. A submerged rock

sill about 9 feet above MLLW, extends across the entrance channel about 50 yards above the entrance light.

A daybeacon on a pole, just inside the seaward end of

the S jetty, warns of the approach to the sill, and another daybeacon on a pole marks the NE end of the sill.

The project depths in the entrance channel and basin

are 8 feet and 2 feet above MLLW, respectively. The

channel is narrow and difficult and, with local knowledge, can be used in daylight and during relatively calm

weather at high tide.

(1236) Ninilchik Small-Boat Harbor, 400 feet above the

mouth of the Ninilchik River, is 400 feet long by 120

feet wide and used for mooring commercial vessels and

recreational craft. The boat basin has one floating pier,

which is in place from early June to late September and

has a capacity for approximately 32 vessels. No public

supplies or repair services are available. Landline telephone service is available. Ninilchik is connected to the

Alaska Highway System via the Sterling Highway.

(1237) N of Cape Ninilchik the coast is very foul, being

characterized by immense boulders not marked by

kelp. The boulders apparently rest on comparatively

flat bottom, so that soundings give no indications of

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 219
them. It is probable that many more exist than were

found by the survey.

(1238) Clam Gulch, 14 miles NE of Ninilchik, has a gravel

road leading from Sterling Highway to the beach. A

lighted parabolic antenna is prominent 1.5 miles S of

Clam Gulch.

Charts 16640, 16648

(1239) On the W shore of Cook Inlet, from Cape Douglas

(58°51.0'N., 153°15.0'W.) to Chisik Island about 80

miles to the NNE, the mountains generally rise

abruptly from the water, and Iliamna and Redoubt Volcanoes tower well above the surrounding peaks, affording excellent marks from all parts of the lower inlet.

The W shore of the Cook Inlet is reported to have more

floating debris and logs in summer and larger ice pans

in winter, than the E and more trafficked shore of the

Inlet..

(1240) Sukoi Bay, on the N side of Cape Douglas, is shoal,

and can be used only by small craft with local knowledge. Rocks bare at low water in the middle of the entrance, and a ledge bares at low water between the

rocks and the S shore.

(1241) The two bluff points 5 and 8 miles NW of Cape

Douglas are the ends of two sharp, rocky ridges that extend from the highland of Mount Douglas. Vessels navigating between Cape Douglas and Shaw Island are

cautioned to avoid a rocky area with a least depth of 23⁄4

fathoms about 3.5 miles SE of Shaw Island and a rocky

area with a least depth of 31⁄4 fathoms 2.7 miles SSE of

Shaw Island. At the head of the bight is a short valley

with a glacier. Just clear of the bluff point on the SE

side of the bight is a pinnacle rock as high as the bluff.

The bight between this point and the N point of Sukoi

Bay appears shoal.

(1242) Shaw Island, flat and grass covered, is 10 miles NW

from Cape Douglas and 1.8 miles from shore. A depth of

12 fathoms was found midway between it and the

shore. Ledges extend N from the island for 0.8 mile.

(1243) Kamishak Bay, about 20 miles NW of Cape

Douglas, has numerous reefs rising to within a few feet

of the surface scattered throughout the area. During

strong NW to W winds, (common after mid-August),

the bay S of Tignagvik Point to Cape Douglas experiences stronger winds due to the funnel effect of the

mountains. These winds are accompanied by a short,

high, choppy sea on flood currents. With flood currents

and E winds a significant swell develops. Because of

these hazards, vessels should proceed with caution in

the bay.

Currents

(1244) In the S part of the bay, tide rips occur off Douglas

River with a flood current and strong W winds. In the N

part of the bay, the currents follow the coast, flooding

NE and ebbing SW at a rate of about 1 knot at strength.

The current is more noticeable near the shore. With a

strong W wind, tide rips occur about 2 to 4 miles N of

Chinitna Point.

(1245) The shores of Kamishak Bay are mountainous with

bare-faced headlands and palisades of stratified rock.

The lower hills are covered with grass and alder brush.

There is no timber except for sparsely wooded areas

near the mouth of the Kamishak River and N of Iniskin

Bay. The shoreline along the S and W sides of the bay is

characterized by a low flat bluff, 50 feet above mean

high water. The islands in the bay appear to be detached

parts of this bluff.

(1246) The shore throughout the bay is bordered by dangerous reefs, most of which uncover at low water. The S

shore of Kamishak Bay is foul with extensive reefs and

ledges and adjoining mudflats. Amakdedulia cove,

Akjemguiga Cove, Pinkidulia Cove, Horseshoe Cove,

and Akumwarvik Bay are strewn with boulders and

reefs surrounded by mudflats which uncover at low

tide. A safe passage to the S shore has not been found.

Local small fishing boats do enter Akumwarvik Bay

thence Kamishak on high tides but this is not recommended without local knowledge. Tide rips occur in

this area and off Douglas River.

(1247) It is possible to approach the W shore through a

break in the reefs. In the waters N of Chenik Head, this

should only be attempted during a rising tide and with

local knowledge of the ledges and reefs along the shore.

The approach is from the S side of Augustine Island,

which is passed from 1.5 to 2.5 miles offshore, on a

course of 257°. Head for Chenik Head, a low flat cape.

Chenik Mountain (Three Peaks), a high mountain

group 3 miles NW of Chenik Head, show slightly on the

starboard hand. Avoid Juma Reef, it bares at low water

and extends NNE from Nordyke Island for at least 1.2

miles. N of this reef is a channel about 3 miles wide and

with a least depth of 6 fathoms. As soon as the line of

the reefs is passed change course to 215°.The W part of

McNeil Head should be dead ahead and the outer tangent of Step Mountain should be dead astern. Anchor

1,100 yards W of Nordyke Island in 5 fathoms, sticky

mud bottom. The currents at this anchorage set SSW

on the flood and NNE on the ebb.

(1248) Nordyke Island is 35 feet high, flat, and grass

topped. Two smaller flat grass-topped islands are SW of

Nordyke Island. Rock ledges that bare at low water

make off from these islets for about 0.5 mile to the S. A

220 ■ Chapter 4 ■ Volume 9
series of reefs that bare at low water are like huge stepping stones between Nordyke Island and McNeil Head.

Tide

(1249) The diurnal range of tide at Nordyke Island is 15.2

feet.

(1250) McNeil Cove is shoal and filled with sandflats. The

S side of the cove is marked by a prominent headland

called McNeil Head. Bands of conglomerate rock cross

the faces of McNeil Head. McNeil Islet, mushroom

shaped and about 45 feet high, is about 1,100 yards off

this headland. A lagoon in the SW part of McNeil Cove

is used as a refuge in stormy weather by small fishing

craft, which lie in the mud during low water.

(1251) S of Amakdedulia Cove are hills and cliffs having a

green and yellow tinge. Three flat-topped islets about

30 feet high are off these cliffs. Fingers of reefs spread

out from the islets for about 0.75 mile.

(1252) Chenik Head is a low flat cape about 50 feet high on

the N side of Amakdedulia Cove. A rock ledge bare at

low water makes off this point for a distance of about

0.7 mile. An isolated rock, 7 feet high, is on this ledge

about 0.1 mile offshore. N of Chenik Head are two small

islets that serve as markers for vessels crossing the line

of reefs.

(1253) Amakdedori, consisting of a few hunting cabins, is

4.3 miles N of Chenik Head, and has a long stretch of

sand beach covered with drift of all kinds. Rocky

outcroppings border this beach just offshore, and several large reefs are farther offshore. A safe landing can

be made on the beach N of Amakdedori Creek.

(1254) N of Amakdedori is an extensive stretch of conspicuous palisades. Above these and near the W end is a

dome-shaped peak about 1,996 feet high.

(1255) Contact Point is a round-topped headland about

400 feet high surrounded by precipitous bluffs. It is

conspicuous from the vicinity of Augustine Island. A

tall pinnacle rock close to the headland identifies it

when viewed from the SE. A submerged ledge extends

0.5 mile offshore from Contact Point.

(1256) The entrance to Bruin Bay is N of Contact Point.

The bay is separated into an inner and an outer portion

by a finger of land running N from a point 1.5 miles W

of Contact Point. Two cabins in ruins are on the N end

of this finger. The outer part of Bruin Bay has inadequate water for most small vessels; it is bordered by

submerged ledges, and its use as an anchorage is not

recommended. Numerous reefs exist in the outer bay. A

pinnacle rock 1.1 miles 343° from Contact Point uncovers 3 feet. A passage for small craft wishing to enter

the outer bay is parallel to and 1 mile N of the S shore of

the outside bay; this passage should only be attempted

on a high tide and local knowledge of the reefs in the

area is essential. The unnamed cove on the N side of the

outer bay uncovers at low water and is strewn with

boulders and reefs. The inner bay is reached by passing

between the numerous rocks and reefs lying N of the

finger of land dividing the bay. The passage is hazardous because of the constricting reefs and very strong

currents. The inside bay is virtually a tidal flat strewn

with large boulders. Local fishing vessels transit the

passage into the inner bay at slack water. Bruin Bay is

known for its strong winds out of the W and NE which

often cause boats’ anchors to drag.

(1257) The shoreline NE of Bruin Bay is rugged. A waterfall 3.4 miles NNE of Contact Point is conspicuous.

Fortification Bluff is a line of bold, angular-edged palisades with faces of stratified rock. Step Mountain is the

headland on the S side of Rocky Cove. Two flat areas below the peak form steps on the side of the mountain.

Rocky Cove is obstructed by reefs, bare at lowest tides,

that extend 2 miles offshore. Ursus Cove is exposed to a

heavy swell in E weather. The bottom is very broken.

(1258) Augustine Island is a 4,304-foot-high volcanic,

conical peak from which steam frequently discharges.

The upper slopes are barren, but the lower parts of the

island are covered with grass, brush, and alder. There

are also a few groups of spruce trees. The shore is low,

with bluffs in places, and is generally strewn with boulders. A boulder reef extends about 0.8 mile off the NW

shore of the island. The N end of the island, terminating in Burr Point, consists of numerous small mounds

of boulders with sloughs between. The University of

Alaska maintains a summer field camp in this area at a

small protected cove on the E side of Burr Point. This

facility consists of one wood shed and modern structures for housing seismic research crews during the

summer months. The cove can be reached via a small,

unmarked channel at any water above half tide and

could afford protection from any weather for small

boats, but its use is not recommended without local

knowledge. The W end of the island is detached from

the main part by a lagoon, the entrances to which are

partly blocked by boulders.

(1259) The SW bight is much used by fishing craft as an

anchorage, with protection from SE through NE

weather. It has an even bottom of coarse sand, green

mud, shell and gravel. The depth is from 3 to 5 fathoms.

Anchor off the sandspit on the E side of the cove; the W

side should be avoided because of reported boulders on

the bottom. Huge boulders can be seen near the entrances to the two lagoons. A bank having depths of 2 to

3 fathoms extends over 3 miles W of Augustine Island. A

second bank having depths of 2 to 4 fathoms extends for

about 1.9 miles off the SW point of the island.

(1260) Augustine Rocks are 8.3 miles S from the peak of

Augustine Island. They are two flat rocks, with a

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 221
smaller one between, all covered at high water. Their

position is reported to be generally marked by kelp or

breakers.

(1261) Iliamna Bay is on the N side of Kamishak Bay 13

miles N from Augustine Island. The bay has several

suitable temporary anchorages, weather permitting. A

lodge is at Dutton, and portage for small boats is available at Williamsport. The W arm of Iliamna Bay is

called Cottonwood Bay. A gravel airstrip is at the head

of bay at Dutton. The greater part of the bay is filled by a

flat but there is good anchorage just inside the entrance. The shores are mountainous and there are no

trees except the cottonwoods on the flats at the heads of

the bay.

(1262) White Gull Island (59°37.1'N., 153°34.4'W.), grass

covered and about 70 feet high, is conspicuous near the

middle of Iliamna Bay just inside the entrance. The bay

shoals gradually from 6 fathoms in the entrance N of

White Gull Island to 1 fathom in the entrance to Cottonwood Bay.

(1263) Turtle Reef extends over 0.4 mile E from South

Head at the entrance of Iliamna Bay. The reef is largely

bare at low water, and is about 15 feet high at its highest

point. Black Reef is 0.5 mile from shore and 1.1 miles E

from North Head. The highest points of the reef are two

rocks, 5 to 10 feet high. Lying 0.5 mile NE of Black Reef

is another reef which covers at half tide; its S end is 0.5

mile from shore. A.C. Point, on the E shore of the bay

about 2 miles NW from North Head, has been used as a

landing place.

Route

(1264) In the approach to Iliamna Bay the depths are 6 to 8

fathoms several miles from shore, and these depths extend close to Turtle and Black Reefs. Enter the bay between North Head and White Gull Island. When in the

bay care must be taken to avoid a reef, partly bare at low

water and with 21⁄2 to 3 fathoms close-to, that extends

0.4 mile E from the S point at the entrance to Cottonwood Bay.

Anchorage

(1265) Anchorage in 3 to 4 fathoms, soft bottom, can be

had on a temporary basis 0.8 mile inside the entrance

to Iliamna Bay with the N side of White Gull Island in

range with the S point at the entrance, and the N point

at the entrance bearing 106°. The anchorage is exposed

to E and SE winds and there are heavy williwaws with

W winds, but it is regarded as secure during the summer, except during the occasional heavy winds.

Local magnetic disturbance

(1266) Differences of as much as 3° from normal variation

have been reported in Iliamna Bay.

Tides and currents

(1267) The diurnal range of tide is 14.5 feet in lower

Iliamna Bay. The currents just inside the entrance have

an estimated strength of 1 to 2 knots.

Weather, Iliamna Bay

(1268) It is reported that Iliamna Bay does not freeze but

that drift ice in large quantities sets in at times from

the upper inlet. N gales prevail in winter and heavy

williwaws are reported to come from the mountains on

the NE shore. The prevailing summer winds are down

the bay and are frequently fresh, especially on bright

days.

(1269) Williamsport, in a cove on the W shore of Iliamna

Bay 1 mile from the N end of the bay, is the E terminus

of a 14.5-mile, State-maintained, gravel road between

Williamsport and Pile Bay. The road is open from June

to October and is constrained by 2 vehicle fords and a

12'2" wide bridge. Vessels less than 12 feet wide, 32 feet

long, and 91⁄2 feet high are hauled, by truck, between

Williamsport and Pile Bay. From Pile Bay the vessels

transit Lake Iliamna (chart 16013) to the Kvichak River

and down the river to Bristol Bay. The controlling

depth in the river was reported to be 2 feet in 1996. This

depth may be more or less, depending on the runoff.

(1270) This portage road continues on after Pile Bay to

Pedro Bay, on Lake Iliamna.

(1271) Williamsport consists of a boat ramp. The wharf ruins and boat ramp dry at +14 feet. The operator of the

hauling service monitors VHF-FM channel 10 when

prior arrangements have been made. Because of working limitations and tides, boats have to wait for a

17-foot tide to be hauled out. Due to the tidal requirements and the privately-marked meandering channel,

local knowledge is needed.

(1272) Iniskin Bay, on the N side of Kamishak Bay 3 miles

E of Iliamna Bay, is a secure harbor in any weather, although subject to some williwaws from the high sharp

bare peaks on the W shore. It is considered the only secure anchorage for medium-sized vessels on the W side

of the Cook Inlet, and is used by fishing industry vessels

up to 4,000 tons.

(1273) The E shore is generally low and alder covered. The

W and upper parts of the bay are filled with boulder-strewn flats, bare at low water, and the E part is

shoal and fringed by a reef. The channel is nearly 0.7

mile wide at the entrance and tapers to a narrow slough

at the head.

(1274) Three small islands with outlying reefs are on the E

side of the entrance of Iniskin Bay. The N and largest is

Scott Island, about 40 feet high and partly wooded, and

from it a reef with rocks about 15 feet high extends 0.5

mile NW. The middle island is about 35 feet high, and

222 ■ Chapter 4 ■ Volume 9
from it a reef extends 0.6 mile SW, terminating in

Iniskin Rock.

(1275) Iniskin Island, outermost of the three mentioned

above, is 50 feet high on the N side, and from it a reef

partly bare at low water extends 0.5 mile SW; lying 1 to

1.3 miles SW from the islet is Iniskin Shoal, a submerged reef covered 4 feet, which does not break in

heavy weather. These reefs rise abruptly from depths of

5 to 8 fathoms.

(1276) Iniskin River, at the head of Iniskin Bay, is navigable for boats of not more than 3-foot draft for a distance

of about 2 miles above the entrance.

Route

(1277) To enter Iniskin Bay, avoid the reefs which rise

abruptly from deep water and extend about 1 mile from

the shore E of the bay. Pass more than 1 mile S of the

outer islands off the entrance. When two prominent

headlands (59°40.4'N., 153°28.5'W., and 59°41.6'N.,

153°27.8'W.) on the W side of Iniskin Bay are in line,

steer this range until near the W shore, avoiding a reef

which extends about 0.7 mile S from Knoll Head. Follow this shore a distance of 0.3 mile until Range Peak,

on the N side of Right Arm, is in line with Iliamna Volcano, and then steer this range; the chart is the guide.

Anchorage

(1278) Anchorage is on the range, from 1.0 to 2.5 miles

above Scott Island, in 5 to 10 fathoms, clay bottom,

where the width of the channel between the 5-fathom

curves is about 700 yards. Smaller fishing vessels will

anchor either on the SE side about 1 mile NNW of Scott

Island or on the NW side 2.5 to 3.5 miles N of Scott Island, in 3 to 6 fathoms. The W side is exposed to swell

from strong SE weather, which renders it fair to poor

for smaller vessels unless they anchor in the shallower

waters on the SE side of the bay.

Currents

(1279) The tidal current averages 1 knot in Iniskin Bay.

Local magnetic disturbance

(1280) Differences of as much as 3° from normal variations have been observed in Iniskin Bay.

(1281) From Iniskin Bay to Oil Bay, the coast is fringed by

a reef that extends about 1 mile from shore and rises

abruptly. Many of the rocks show at low water. Pomeroy

Island, 2.2 miles SE of Scott Island, is small and rocky

and has a few trees on its W end. Big Rock, 9 feet high,

is 1 mile E of Pomeroy Island. From Iniskin Bay to Oil

Bay there is a comparatively smooth passage for

launches with local knowledge inside the reefs.

However, this passage is exposed to more ground swell

than the outside route.

(1282) From Oil Bay to Chinitna Point reefs extend about

1 mile from shore in places and rise abruptly from deep

water. Rocks show at low water close to shore only.

(1283) Oil Bay is shallow and open with a sand beach at its

head which bares for 0.8 mile from shore. The bottom

is rocky and foul for about 1 mile offshore on the W side

of the entrance.

(1284) Dry Bay is a rocky shoal bight between Oil Bay and

Chinitna Point. The bay has a sand beach at its head.

(1285) An 8-fathom shoal, about 2 miles NE of Chinitna

Point and about 1.5 miles offshore, is usually marked

by turbulence that can be hazardous to small craft. Because of the irregular bottom and swift tidal currents,

seas two or three times as high as the seas in adjacent

areas—often 8 to 10 feet high—may be in the vicinity

of the shoal.

Chart 16640

(1286) Chinitna Bay is shoal, and an anchorage in 4 to 5

fathoms in the entrance is exposed to all E winds. The

bottom is muddy and good holding ground, and anchorage can be selected anywhere in the bay where

there is sufficient depth to remain afloat at low water.

There are strong williwaws with W winds. The bay is

filled with ice during the winter. Tidal currents average

1 knot in Chinitna Bay.

(1287) Gull Island, 100 feet high, rocky and grass covered,

is on the S side of the entrance to Chinitna Bay. Reefs

extend 0.6 mile NE and SE from the island. A deep

channel, 0.3 mile wide, leads into Chinitna Bay between Gull Island and the mainland to the SW.

(1288) From Chinitna Bay to the prominent waterfall 5

miles S of Chisik Island, the coast is low and wooded,

with lagoons and marshes in places, and some quicksand. Along Tuxedni Channel the coast comprises

rocky bluffs and rises abruptly to high land.

Caution

(1289) An extensive shoal, with rocky, very irregular bottom, at least 3 fathoms and 3.9 miles offshore, extends

6 miles from the W shore between Chinitna Bay and

Tuxedni Channel. Tide rips mark the shoal except at

slack water, and are dangerous to small craft in heavy

weather; the heaviest rips are near the extremity of the

shoal, about 6 miles offshore. Numerous boulders,

some awash, are just N of the entrance to Chinitna Bay

and extend as far as 1.2 miles offshore. Small craft without local knowledge should avoid this area. Deep-draft

vessels should avoid areas with depths of less than 10

fathoms.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 223
(1290) Floating debris, including large logs, often forms

long windrows parallel to shore about 4 miles off the

coast in the vicinity of Chinitna Bay. Although logs are

common throughout Cook Inlet, they seem to gather

here more frequently than at other places.

(1291) Red Glacier, 7 miles N of Chinitna Bay, is a prominent landmark which derives its name from the red soil

covering the seaward edge.

(1292) Iliamna Volcano is a prominent landmark. Steam

occasionally issues from fissures just below the summit and from one of the lower peaks on the SE slope.

(1293) Chisik Island has a narrow ridge, comparatively

smooth on top, that slopes gradually upward from the

SE end of the island to its NW end where it terminates in

a conspicuous cliff. Chisik Island Light (60°05'45"N.,

152°33'42"W.), 215 feet (65.6 m) above the water, is

shown from a skeleton tower with a diamond-shaped

red and white daymark on the S end of the island; a reef

extends 0.3 mile S.

(1294) Tuxedni Channel, on the SW side of Chisik Island,

is considered a protected anchorage.

(1295) Snug Harbor is generally accepted as including all

the waters of Tuxedni Channel from Chisik Island Light

to about 1 mile inside the entrance. These waters are

quite well protected from all winds except williwaws

blowing from the N end of Tuxedni Channel. The holding ground is good throughout the entire area and safe

anchorage can be found on either side of the channel

except when floe ice is present to varying degrees between January and May, depending on the severity and

the stage of the tides when the ice leaves the lagoons

and streams at breakup time.

(1296) A former cannery on the E side of Snug Harbor, on

Chisik Island, has a caretaker on site. A T-head pier has

about 10 feet reported alongside.

Route

(1297) To enter Tuxedni Channel give the S end of Chisik

Island a berth of over 0.5 mile, keep in midchannel until about 2 miles inside the entrance, and then follow

the Chisik Island shore at a distance of 0.5 mile. The anchorage is about 3.5 miles above the light, in 13 to 14

fathoms, mud and sand bottom, and has a clear width of

0.7 mile. On the island side, the shore is bold but a

shoal makes out 0.6 to 1 mile from the main shore

abreast the anchorage; the shoaling is abrupt on the

sides of the channel and there are boulders in places on

the shoals. Heavy williwaws occur with gales from any

direction, and raise a choppy sea dangerous to open

boats. The channel is occasionally blocked with ice

from January to March.

Tides and currents

(1298) The diurnal range of tide is 16.6 feet in Tuxedni

Channel. The current floods NW at a velocity of 1.1

knots and ebbs SSE at a velocity of 1.9 knots.

(1299) Tuxedni Bay consists largely of shoals and reefs. A

narrow channel extends from Tuxedni Channel nearly

to the head of the bay. This channel shoals rapidly after

leaving Chisik Island. The passage N of Chisik Island

should be avoided, even by small craft.

(1300) In 1978, the NOAA Ship FAIRWEATHER reported

the shifting of rocks and the possibility of uncharted

rocks in Tuxedni Bay W of longitude 152°40'W. Caution

is advised in this area.

Charts 16661, 16662, 16663, 16665, 16660

(1301) From Tuxedni Bay to Harriet Point, the W shore of

Cook Inlet is a gravel bluff with trees on top and a few

boulders in the water. Redoubt Point (60°17.3'N.,

152°25.0'W.), 7 miles NE of Tuxedni Bay, is an alder-covered bluff from 200 to 300 feet high, with a

number of bare slides. There are boulders in places on

the shoals which fringe this shore, and vessels should

proceed with caution when inside the 10-fathom curve.

(1302) A shoal (South Kalgin Bar), in the center of the Inlet, extends 16 miles S from Kalgin Island and is

marked at its S end by a seasonal lighted bell buoy. (See

chart 16661.) There are spots bare at low water for

nearly 8 miles from the island, and thence S the least

depth found is 2 fathoms. The bottom is very broken.

No boulders show at low water, however, except near

the island. Care should be taken for the entire 16 mile

distance to avoid drifting into shoal waters.

(1303) Harriet Point, on the W shore, is a clay bluff about

100 feet high, with boulders at the water. A boulder

reef, bare at low water, extends 0.8 mile E from Harriet

Point. The point should not be approached closer than

1.5 miles on the line of the reef. The currents are very

swift at Harriet Point, exceeding 5 knots on large tides,

and with S breezes bad tide rips occur between Harriet

Point and Kalgin Island, and extend some distance S. In

1975, the NOAA Ship DAVIDSON observed a dangerously steep, short, and choppy sea condition between

Harriet Point and the S part of Kalgin Island. This sea

condition resulted from strong currents and opposing

winds, and the steep waves were of short duration.

About 0.6 mile NNW of Harriet Point, 0.5 mile from

shore, the ebb current has a velocity of 2 to 3 knots,

while the flood current is weak and of short duration.

Harriet Point Light (60°23'46"N., 152°14'15"W.) 95

feet (29.0 m) above the water, is shown from a skeleton

224 ■ Chapter 4 ■ Volume 9
tower with a diamond-shaped red and white daymark

on the end of the point.

(1304) Redoubt Volcano is a visually prominent landmark

16 miles inland from Harriet Point. There is a notch on

its SE slope just below the summit. Steam occasionally

issues from fissures at the summit.

(1305) Kalgin Island, in the center of the Inlet, is wooded

and fringed with boulders and higher at its N and S

ends. Kalgin Island Light (60°29'06"N., 151°50'16"W.),

140 feet (42.7 m) above the water, is shown from a skeleton tower with a diamond-shaped red and white

daymark on and white daymark on the NE point of the

island. Kalgin Island South Light (60°20'45"N.,

152°05'06"W.), 65 feet (19.8 m) above the water, is

shown from a skeleton tower with a diamond-shaped

red and white daymark on the S point of the island. The

S end of Kalgin Island is a “Securite” Broadcast reporting point used by large vessels. (See “Securite” Broadcasts, indexed as such, earlier this chapter for more.)

Both the NE and S points form good radar targets.

However, it is reported that the NE point is receding at

a rapid rate, so the radar range should be used with caution.

(1306) A passage with general depths of 12 to 15 feet,

which is used by fish packers, leads across the N end of

the shoal (South Kalgin Bar) from 1.5 to 2.3 miles S of

Kalgin Island. (See South Kalgin Bar, indexed as such,

earlier this chapter.) A range should be picked up in the

opening N of Chisik Island to insure making the course

good, as the currents on either side of the island have a

velocity of 3 to 4 knots at times, and are nearly slack in

the lee of the island. There are boulders near Kalgin Island and possibly in the passage.

(1307) A sand ridge, which uncovers, is about 2.5 to 3.5

miles W of Kalgin Island. During the early summer

months and after significant rainfall, floating debris

and logs may be encountered in the channel W of the

sand ridge. As mentioned earlier, this condition occurs

generally in the Inlet but seems to gather here more

frequently than at other places.

(1308) From Harriet Point to West Foreland, two shallow

bights form Redoubt Bay. The shore in the bay is generally low and backed by patches of woods which appear

continuous, and is subject to overflow at extreme high

tides. It is fronted by a flat that extends off a greatest

distance of 2.5 miles. The edge of the flat is generally

steep-to and no boulders were seen on those parts lying

in front of the marshy shore, but abandoned wellheads

are on the tide flat. Drift Riveris shallow, rapid, and obstructed by rocks and snags. A good anchorage from all

but NE weather for medium-sized vessels can be found

2 to 5 miles SW of Drift River Terminal in 3 to 5 fathoms, mud bottom.

(1309) About 10 miles N of Harriet Point and 18 miles S of

the mouth of Drift River, is the Drift River Marine Terminal, a privately owned offshore loading platform

(Christie Lee) with an 80-foot face accommodating 780

feet of moorage with dolphins; 60 feet alongside; deck

height, 55 feet; a helicopter deck and living quarters

are on the platform. Breasting and mooring dolphins,

connected by walkways, are adjacent and on the sides of

the loading platform. Privately maintained lights on

mooring dolphins mark the extremities of the terminal

facilities; a fog signal is at the S light. Two 30-inch oil

pipelines lead from a 7-tank crude oil tank farm on

shore to the platform. The platform headings are

035°-215°. Tankers can be loaded at a rate of 50,000

barrels per hour. A small airfield is maintained ashore;

owned and operated by Cook Inlet Pipeline Co. For a

complete description of this facility refer to Port Series

No. 39, published and sold by the U.S. Army Corps of

Engineers. (See Appendix A for address.)

(1310) The platform is a good radar target.

(1311) Caution: Flood currents are reported to set vessels

off the terminal while ebb currents set them on. From

mid-November to early April, large pieces of ice have

been reported to approach the platform during flood

currents. The combination of currents and ice floes can

cause a strain on mooring lines. Propulsion and machinery have special equipment and operating requirements, as do cargo operations, moorage, and vessel

draft. See Winter Operating Guidelines, Cook Inlet, indexed as such, earlier this chapter and contact the

COTP W Alaska in Anchorage for more information.

(1312) A prominent wooded butte, Coach Butte (see chart

16662), is 4 miles inland and 14 miles W of West Foreland.

(1313) A boulder-strewn shoal with depths of 7 fathoms or

less extends N from the NE point of Kalgin Island to

West Foreland. The outer boulders which are covered 8

to 11 feet, are 2.5 miles from the island. It is advisable

to proceed with caution where the depths are no more

than 30 feet greater than the draft. In 1996, shoaling to

1.5 fathoms was reported on this sand and gravel bottom at about 2 miles 030° to 060° from Kalgin Island

Light Point.

(1314) Small vessels anchor off the middle of the N end of

Kalgin Island, with good shelter from S gales drawing

up the inlet. Fair holding ground is from the middle of

the N shore W. The currents are as weak as will be found

at any of the exposed anchorages. Caution must be observed, however, at low water when crossing the broken

boulder-strewn area where depths of less than 5 fathoms make off from the N end of the island.

(1315) The highest parts of the offlying shoal between

Kalgin Island and West Foreland uncover between 3

and 4 feet. The shoal has been shifting S and extends

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 225
5.5 to 10 miles from the N end of Kalgin Island. Although the shoal is rocky in places, no boulders show at

lowest tides. There are boulders in places on the bottom between the shoal and West Foreland.

(1316) Kustatan River has its entrance 3.5 miles W of

West Foreland. It connects inland with McArthur River,

which enters the inlet 12 miles N of West Foreland.

Tidal flats with some boulders extend 2.5 miles S of the

river.

(1317) West Foreland is a flat headland with a bluff at the

water. The shore at West Foreland and for a distance of

about 5 miles N is fringed with boulders and abandoned

wellheads which extend below low water. Tide rips with

a high, short, choppy sea are significant on flood currents and S to SW winds. (Note: Opposite on the E

shore is East Foreland. See East Foreland, indexed as

such, later this chapter.) These points mark an important transit turn point, and are a “Securite” Broadcast

reporting point used by large vessels. (See “Securite”

Broadcasts, indexed as such, earlier this chapter for

more.) For a distance of 8 miles N from West Foreland

the bluff is at the water, and numerous boulders are on

the beach. The bluff then trends inland to a conspicuous wooded ridge, 5 miles long and 300 feet high,

which is 2.5 miles inland at its N end.

(1318) For a distance of 15 miles NE from the end of the

bluff, the shore of Trading Bay is flat, grass covered,

and subject to overflow, and has several sloughs. This

part of the bay is fronted by a flat that extends off a

greatest distance of 2.1 miles at the mouth of McArthur

River and contains abandoned wellheads. This river is

about 1 mile wide at its entrance at high water, but has

a bar which uncovers across its mouth. A marked pipeline which crosses the river upstream is sometimes exposed by river runoff — passage is not advised. A good

anchorage from SW weather for medium-sized vessels

can be found 9.5 miles N of West Foreland and 2.5 miles

SSE of the McArthur River in 5 fathoms, soft mud bottom, good holding. Care should be taken to stay N of

the charted pipeline areas. Trading Bay has 10 charted

oil well platforms which are used as navigation points

by vessels transiting the Inlet. Helicopter traffic to and

from the platforms is often seen.

(1319) Nikolai Creek is a narrow slough 19 miles NNE of

West Foreland. A marked pipeline which crosses the

river upstream is sometimes exposed by river runoff —

passage is not advised. About 3 miles E of Nikolai Creek

is a prominent gulch with a small stream in it. The

bluffs come to the shore at the gulch and continue

around North Foreland. Unprotected anchorage 1.2

mile S of the gulch (and 3 miles off both Bruce and

Granite Point platforms), is in 5 fathoms, mud bottom,

good holding. Care should be taken to stay between the

charted pipeline areas.

(1320) Granite Point is a prominent gray bluff 1 mile E of

the gulch. Between the point and North Foreland, 5.5

miles to the ENE, is Beshta Bay, a shallow bight with a

mud and gravel bottom. One oil production platform

and 4 abandoned wellheads are in the bay. A rocky shoal

bares at low water and extends 1 mile from shore 1.5

miles E of Granite Point. The flood current has a velocity of 4 to 5 knots and the ebb 2 to 3 knots and the bay

experiences strong winds emanating from Turnagain

Arm (see Turnagain Arm, indexed as such, this chapter).

(1321) North Foreland, on the NW side of Cook Inlet 25

miles above West Foreland, is a bluff about 150 feet

high at the shore end of a hilly wooded ridge (forming a

good radar target); thence N the bluff is lower. A large

T-head pier (see chart inset), marked by private lights

at the outer ends, extends about 0.25 mile SE from

North Foreland. This wharf has a 150-foot face, 700 feet

of moorage with dolphins; 26 feet alongside; deck

height 35 feet; owned by the Tyonek Native Corp.

(1322) Caution: Flood currents are reported to set on the

pier and ebb currents off, and the flood current is reported to start earlier at the pier than offshore.

(1323) Tyonek is a native village near the mouth of Indian

Creek, 1.5 miles NE of North Foreland. The village has

a Bureau of Indian Affairs school. Vessels call at Tyonek,

and a landing strip just N of the village is suitable for

light planes. Mail is received once a week from Anchorage.

(1324) Chuitna River, 3 miles N of North Foreland, is

marked by a low break in the bluff. A depth of about 8

feet can be taken into the mouth of the river at high water, and the tides are felt about 1 mile upriver. In 1966, a

pipe covered about 2 feet at mean higher high water

was reported E of the entrance to the river in about

61°06.2'N.,150°55.0'W.; this pipe is amongst abandoned wellheads and a charted oil platform.

(1325) A prominent bluff 150 feet high is on the S side of

Threemile Creek. Bluffs continue N for 2.5 miles from

this creek, and then the tree line is from 2 to 3 miles inland from the ordinary high-water mark, the strip between being subject to overflow at extreme high tides.

This feature continues to within 2 miles of Point MacKenzie.

(1326) Beginning at Threemile Creek, the shore is fronted

by a broad mudflat. Its low-water edge is about 2 miles

off the mouth of Beluga River, 5.5 miles off the mouth

of Susitna River, 3.5 miles off the shore E nearly to Little Susitna River, and then meets the shore at Point

MacKenzie.

226 ■ Chapter 4 ■ Volume 9
(1327) Beluga Riveris 11.5 miles N of North Foreland. Locals reported that 2 feet is available at low water across

the flats at the mouth of the river, and these flats are

said to shift in the winter and spring from ice movement. A fixed bridge about 4 miles above the mouth of

the river has a reported vertical clearance of 25 feet.

(1328) The effect of the tide is felt in Beluga River 6 to 8

miles above the mouth, and it is said that boats can navigate as far as Beluga Lake, about 20 miles from the

mouth.

(1329) Theodore River is 3.5 miles NE of Beluga River.

Three or 4 miles up, the two rivers are within 1 mile of

each other and there is an easy portage between them.

(1330) Susitna River is on the N side of Cook Inlet 22

miles NE of North Foreland. Mount Susitna, a prominent landmark along the upper part of the inlet, is

about 6 miles W of the river at a point 13 miles above

the mouth.

(1331) The channels across the flats at the mouth of

Susitna River have depths of 2 feet or less at low water

and change during the winter and spring because of ice

and freshet action. The channels above the mouth are

said to change frequently in the spring and early summer.

(1332) Launches navigate Susitna River to Yentna River,

about 20 miles above Cook Inlet, thence run occasionally up the Yentna to the forks about 65 miles from the

Susitna. The tides are not felt more than 7 miles from

the inlet, and above this the current is swift. Overhead

power cables with a least clearance of 37 feet cross the

Susitna River about 5 miles above its mouth.

(1333) Alexander is a small settlement on the W side of

Susitna River 10 miles above the mouth. Susitna is on

the E side 18 miles above the mouth and just below the

mouth of the Yentna; launches run to and from Anchorage. Mail is delivered to both settlements twice

monthly by airplane from Anchorage.

(1334) Susitna Flats lies between Susitna River and Little

Susitna River and to the E of the latter. Susitna Flats

Light (61°15'10"N., 150°29'17"W.), 19 feet (5.8 m)

above the water, is shown from a skeleton tower and is

equipped with a racon.

(1335) Little Susitna River, 9 miles W of Point MacKenzie,

is said to be navigable for landing craft and skiffs at

high water for about 8 miles.

(1336) Caution: the depths offshore and in the approach to

Little Susitna are subject to drastic and continual

change.

(1337) Cape Kasilof (60°22.0'N., 151°22.0'W.) is on the E

side of Cook Inlet opposite Kalgin Island. The high

bluffs characteristic of much of the E shore are absent

between 3 to 4 miles S of the cape up to Kenai to the N.

Cape Kasilof is a “Securite” Broadcast reporting point

used by large vessels. (See “Securite” Broadcasts, indexed as such, earlier this chapter for more.)

(1338) Five miles SW from Cape Kasilof and 2.2 miles

from shore are The Sisters, three prominent rocks, the

highest of which is 5 feet. They form good radar targets

in calm weather on less than a half tide. The foul

ground back of The Sisters extends about 10 miles S

from the cape, and is strewn with boulders 15 to 50 feet

high and a submerged wellhead.

(1339) Kasilof River empties into the E side of Cook Inlet

2.5 miles NE of Cape Kasilof. Kasilof is a small rural

fishing community on the N side of Kasilof River, about

5 miles above the mouth. Cohoe is another small rural

fishing community on the S side of the river mouth.

Both communities are connected by the Sterling Highway with Anchorage, Homer, and other points along

the W side of Kenai Peninsula.

(1340) The entrance channel is marked by a light and

buoys. A lighted buoy, about 2.4 miles W of the light,

marks the approach to the entrance channel; the light,

9 entrance buoys, and approach buoy are maintained

seasonally. The shifting, narrow, winding channel that

leads through the inner shallows to the river mouth

crosses a bar reportedly covered 3 feet at low water.

Submerged rocks, and, in summer, setnets extend S

from the channel. Entrance should not be attempted

without local knowledge.

(1341) Kasilof River is narrow and has a strong ebb current which pushes boats over the bars in the river

bends, especially in mid- to late summer when glacial

melt is at its peak. Local boats drawing up to 6 feet find

good shelter in the river and remain afloat at low water.

Vessels drawing as much as 10 feet enter the river and

go as far as 2 miles upstream.

(1342) A seafood dock with a 78-foot face and a launching

ramp are on the N side of the entrance. Five more

fish-buying docks plus over 100 permit mooring buoys

extend up the river for about 2 miles. The river is congested with local fishing vessels during the summer.

Other than the launching ramp, no public facilities or

services are available.

(1343) Karluk Reef, 4 miles N of Cape Kasilof and 3.5

miles from the E shore, is covered 1 foot at low water.

There are other shoals and submerged rocks between

the reef and the shore.

(1344) Salmo Rock, 9.5 miles N of Cape Kasilof, 2.5 miles

SW of the entrance to the Kenai River, and 1.8 miles

from shore, is one of the outer boulders off Kenai River

and shows well at low water.

(1345) Kenai, 11 miles N of Cape Kasilof and on the N side

of the Kenai River mouth, is a fishing town and a support base for offshore drilling operations in Cook Inlet;

it has heavy fishing vessel traffic in summer.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 227
Prominent features

(1346) Three towers with red flashing lights are prominent at night S and E of town.

(1347) The entrance channel to the Kenai River is marked

by a light and a lighted seasonal buoy.

(1348) The area surrounding the mouth of Kenai River, for

a radius of over 4 miles, is strewn with rocks, boulders,

shoals, wrecks, and other obstructions. The bars at the

entrance to the river are nearly dry at low water, but

there are depths of 8 to 10 feet in places in the river. Because of the shifting bars at the river entrance, the

range may not mark the best water. Mariners are advised not to enter Kenai River without local knowledge.

The river is reported to be congested with anchored

fishing vessels in summer. (See 162.245, chapter 2, for

navigation regulations for the Kenai River.)

(1349) From June to October, about 120 private mooring

buoys are placed on the sides of the river channel from

about 300 yards W of Pacific Star Seafoods Wharf to 200

yards S of the Wards Cove Packing Co. Dock.

Tides and currents

(1350) The diurnal range of tide is 19.8 feet at the Kenai

City Dock. The currents in the river mouth attain velocities of 5 knots or more. With a strong SW wind and

flood current, a significant SW swell occurs at the river

entrance. Sets are also felt at the entrance and over the

bar, and steep choppy seas are seen with currents opposing winds.

Weather, Kenai

(1351) Prevailing winds from late spring to early fall are

from the SE and SW, (the strongest being from late

summer to early fall); NE winds prevail in the winter.

Fog occurs from December to February, with some fog

in the early spring. The yearly average temperature is

35°F (1.7°C), and summers can warm to 90°F (32.2°C),

while winters can fall below 0°F (-17.8°C).

Ice

(1352) Ice is not a problem in the river entrance, but does

form inside in the river and can close the river to vessel

traffic for short periods from December to the beginning of April.

Pilotage, Kenai.

(1353) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska. (See Pilotage, general (indexed), chapter 3, and Pilotage, Homer, earlier this chapter (indexed), for the pilot pickup station and other details.)

Customs

(1354) Kenai is handled by Anchorage officials with prior

arrangements.

Quarantine

(1355) A U.S. Public Health Service Contract Physician is

located at the medical center in Kenai. (See Appendix A

for additional information.) There are hospitals in

Kenai and Soldotna.

(1356) A Coast Guard Marine Safety Detachment is in

Kenai.

Wharves

(1357) Six wharves for barges and fishing vessels are along

the Kenai River. For a complete description of the port

facilities refer to Port Series No. 39, published and sold

by the U.S. Army Corps of Engineers. (See Appendix A

for address.)

(1358) Pacific Star Seafoods Wharf: N side of Kenai River,

about 0.9 mile above the mouth; 720-foot face; dries at

low water; deck height, 25 feet; five forklifts; water and

electricity; highway connections; receipt of seafood,

fueling vessels; owned and operated by Pacific Star

Seafoods, Inc.

(1359) Salamatof Seafoods, Kenai Dock: NE side of Kenai

River, about 1.1 miles above the mouth; 310-foot (94

m) face; dries at low water; deck height, 28 feet (8.5 m);

five forklifts; water and electricity; highway connections; receipt of seafood, fueling vessels; owned and operated by Salamatof Seafoods Inc.

(1360) Snug Harbor Seafoods, Kenai Dock: NE side of

Kenai River, about 1.2 miles above the mouth; 60-foot

face; 12 to 15 feet (3.7 to 4.6 m) reported alongside;

deck height, 30 feet; two 2-ton forklifts; water and electricity; highway connections; receipt of seafood, fueling vessels; owned and operated by Snug Harbor

Seafoods, Inc.

(1361) Ocean Beauty Seafoods, Kenai Dock: NE side of

Kenai River, about 1.25 miles above the mouth; 78-foot

(23.8 m) steel float; 1 foot (0.3 m) reported alongside;

three 2-ton forklifts; water and electricity; highway

connections; receipt of seafood; owned and operated by

Ocean Beauty Seafoods, Inc.

(1362) Kenai City Dock: E side of Kenai River, about 1.6

miles above the mouth; 170-foot face; 4 feet (1.2 m) reported alongside; deck height, 30 feet; three 8-ton fixed

cranes; water and electricity; highway connections; receipt of seafood, fueling vessels, handling supplies for

fishing vessels; owned and operated by the city. A

small-boat launching ramp is adjacent on the N side.

(1363) Inlet Fish Piers, Kenai Piers: W side of Kenai

River, about 2.8 miles above the mouth; lower and upper piers with 50 and 45-foot (15.2 and 13.7 m) faces,

respectively; 3 feet reported alongside; deck height, 27

228 ■ Chapter 4 ■ Volume 9
feet; a 35-ton mobile boat lift; two fixed cranes, 1- and

5-ton; six forklifts; water and electricity; highway connections; receipt of seafood, fueling vessels; owned and

operated by Inlet Fish Producers, Inc.

Supplies and repairs

(1364) Gasoline, diesel fuel, berths, water, ice, several lifts,

and a launching ramp are available. Most supplies are

available in Kenai. Repair service is available and machine shops are in town.

Communications

(1365) Kenai is connected, via the Kenai Spur Road, to

Sterling Highway and the Alaska Highway System, and

scheduled air service to Anchorage is available daily.

Landline telephone, radiotelephone and cellular telephone communications are available.

(1366) A fixed highway bridge with a clearance of 14 feet

crosses the river about 4.5 miles above the mouth of

the Kenai River. It is reported that small craft with local

knowledge navigate the river to Soldotna, about 14.5

miles above the mouth. The state imposes a

35-horsepower limitation above the highway bridge.

(1367) Oil rig support boats often anchor 3.5 miles SSE of

the Nikiski piers, 0.5 mile offshore on the charted

3-fathom shoal. However, it only affords protection

from NE winds and boulders are common to the area.

(1368) Nikiski, 8.5 miles NNW of Kenai, is a mostly rural

area with three deep-draft piers and 2 shallow-draft

wharves. Except for the facility just NE of the West

Forelands, all facilities are used in connection with the

petroleum industry.

Prominent features

(1369) Oil tanks on shore are conspicuous; as are the facilities’ lights. When they are operating, the steam from

the plants at the Unocal Agricultural Products facility

and the Tesoro refinery inshore are the most prominent. The T-head piers are reported to be good radar

targets. (A new USCG range is under construction; September 1996.)

(1370) The area surrounding the approach to Nikiski is

strewn with rocks, boulders, shoals, and other obstructions. A shoal area, about 7 miles long with depths of

21⁄2 to 6 fathoms, marked by a seasonal buoy, is about

1.8 miles off the piers at Nikiski. Deeper water is between it and the piers. Set-nets are numerous close to

the beach from Kenai to past the East Forelands in

June and July. Note: Vessels should keep well clear of

the areas in close proximity and downwind of ammonia

and LNG loading operations while material is being

transferred.

Tides and currents

(1371) The diurnal range of tide at Nikiski is 20.5 feet. (See

Tide Tables for daily predictions.) Nikiski has a PORTS

site which provides water level, wind speed and direction, and barometric pressure information, that is updated every ten minutes. The PORTS site is accessible

through a voice response system at 907-776-5436.

Tidal currents at Nikiski attain a velocity of about 5

knots on the flood and about 2.6 knots on the ebb. (See

Tidal Current Tables for daily predictions.) With a

strong SW wind and flood current, a significant SW

swell affects vessels laying at the Nikiski piers. This

wind will also extend the time of flood currents on neap

tides to 1 to 2 hours later than predicted.

Ice

(1372) Ice floes are a severe problem at Nikiski during January and February; more so on the flood than the ebb,

and especially at 2 hours before high water slack. The

combination of currents and ice floes can cause a strain

on mooring lines. Propulsion and machinery have special equipment and operating requirements, as do

cargo operations, moorage, and vessel draft. See Winter Operating Guidelines, Cook Inlet, indexed as such,

earlier this chapter, and contact the COTP W Alaska in

Anchorage for more information.

Pilotage, Nikiski.

(1373) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska. (See Pilotage, General (indexed), chapter 3, Pilotage, Cook Inlet, and Pilotage, Homer, (indexed), the pilot pickup station and other details.)

Customs

(1374) Nikiski is handled by Anchorage officials with prior

arrangements.

Quarantine

(1375) A U.S. Public Health Service Contract Physician is

located at a medical center in Nikiski. (See Appendix A

for additional information.)

Wharves

(1376) Nikiski has three deep-draft piers and one shallow-draft wharf. For a complete description of the port

facilities refer to Port Series No. 39, published and sold

by the U.S. Army Corps of Engineers. (See Appendix A

for address.). Ships at the piers below East Foreland

moor portside-to in the winter ice. Companies operating the deep-draft piers at Nikiski have special mooring

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 229
line requirements and cargo operation procedures. For

further information, contact the dock operators.

(1377) Agrium U.S., Nikiski Wharf: a T-head pier 3 miles

S of East Foreland Light; 210-foot (64 m) face, 1,135

feet (346 m) of berthing space with dolphins; 45 feet

(13.7 m) reported alongside; deck height, 38 feet (11.6

m); bulk urea loading tower with a telescopic loading

spout with loading rate of 1,000 tons per hour; 2 anhydrous ammonia pipelines; hose handling derricks and a

2-ton utility hoist; water and electricity; highway connections; storage buildings in rear, total capacity

125,000; storage tanks, total capacity 85,000 tons; shipment of anhydrous ammonia and dry bulk urea; private

lights mark each end of the pier; owned and operated by

Agrium U.S., Inc.; monitors VHF-FM channel 7A with

prior arrangements.

(1378) Phillips Petroleum Co., Kenai LNG Dock: a T-head

pier 800 yards N of the Agruim U.S. Wharf; 100-foot

face; 1,050 feet of berthing space with dolphins; 40 feet

reported alongside; deck height, 40 feet; a pipeline extends to three LNG storage tanks in the rear; electricity; highway connections; shipment of liquefied natural

gas; private lights mark each end of the pier; owned by

Kenai LNG Corp., and operated by Phillips Petroleum

Co.; monitors VHF-FM channels 10 and 16.

(1379) Kenai Pipe Line Co., Nikiski Wharf: a T-head pier

1,500 yards N of the Agrium U.S. Wharf; 300-foot face,

1,310 feet of berthing space with dolphins; 42 feet reported alongside; deck height, 35 feet; pipelines extend

to a tank farm in the rear, capacity over 916,000 barrels;

electricity; highway connections; receipt of crude oil,

and shipment of petroleum products; private lights

mark each end of the pier; owned and operated by

Kenai Pipe Line Co., and Tesoro Alaska Co.; monitors

VHF-FM channels 7A and 10.

(1380) APC Natchiq, Nikiski Rig Tenders Dock, a wharf

2,000 yards N of the Agrium U.S. Wharf; 600-foot face;

dries at low water; deck height, 32 feet; a 40-ton mobile

crane and two 15-ton forklifts; water and electricity;

highway connections; 20,000-square-foot warehouse

and 7-acre terminal; handling material and equipment

for offshore oil wells; owned and operated by APC

Natchiq, a subsidiary of Natchiq, Inc.; monitors

VHF-FM channel 10 with prior arrangements.

Oil Spill Response Resources

(1381) Response resources are available in Nikiski, with

additional resources being available from Homer and

Anchorage. For further information, contact Coast

Guard Captain of the Port Western Alaska, in Anchorage.

Communications

(1382) Nikiski is connected via the North Kenai Spur Road

with Sterling Highway and the Alaska Highway System, and scheduled air service to Anchorage is available

daily from Kenai. Landline telephone, radiotelephone

and cellular telephone communications are available.

(1383) East Foreland, 60 miles N of Anchor Point and

about 56 miles from Anchorage, is a nearly level

wooded headland with a 276-foot bluff at the water’s

edge.

(1384) East Foreland Light (60°43'10"N., 151°24'27"W.),

294 feet (89.7 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark on the highest part of the bluff. The point

marks an important transit turn point, and is a

“Securite” Broadcast reporting point used by large vessels.

(1385) Nikiski Bay is the bight between Arness Terminal

and Boulder Point, 2.4 miles to the NE. Boulders, bare

in places at low water, fill the bight. The bight provides

anchorage in depths of 3 to 5 fathoms. The smooth

sloping bottom provides good holding ground. The anchorage is sheltered from E and S winds, but is open to

N blows. Currents reach 3 to 6 knots on both the ebb

and flood and increase greatly with the distance from

shore. Mariners should avoid the charted submerged

pipelines areas close NW of the anchorage.

(1386) Middle Ground Shoal, which uncovers 6 feet for

3.5 miles of its length, is a long ridge of hard sand with

rocky bottom in places, in the middle of the inlet 9

miles N of East Foreland. A lighted buoy is NE of the

shoal.

(1387) Caution: A 2 to 3-knot set into Trading Bay is reported to exist on an ebb current by S bound vessels

when abreast of the N end of Middle Ground Shoal.

(1388) Route Note: The main deep-draft channel presently proceeds up the W side of the Inlet to the E of

Phillips-A Platform and W and N of Beluga Shoal, N of

Fire Island Shoal, and S of Susitna Flats. See Routes on

the Port of Anchorage for more.

Oil Production Platforms, Middle Ground Shoal

(1389) Oil drilling and production operations continue in

Cook Inlet extending as far N as Susitna Flats. The

heaviest concentration of these operations is in the vicinity of Middle Ground Shoal. In general, the oil well

platforms, depending on their size, water depth, proximity of vessel routes, nature and amount of vessel traffic, and the effect of background lightning, may be

marked with a combination of flashing lights, fog signals, and retro-reflective material.

230 ■ Chapter 4 ■ Volume 9
(1390) Obstructions in these waters consist of submerged

wells, and oil production platforms, including appurtenances thereto, such as mooring piles, anchor and

mooring buoys, pipes, and stakes. Submerged wells

may or may not be marked depending on their location

and water depth over them. All obstruction lights and

fog signals used to mark the various structures are operated as private aids to navigation. (see 67.01 through

67.10, chapter 2, for regulations.)

(1391) Mariners are cautioned that uncharted submerged

pipelines and cables may exist in the vicinity of these

structures, or between such structures and the shore.

These structures and aids are subject to heavy damage

and/or destruction from ice in winter; unlocated debris

and remains may exist. Mariners are advised to navigate with caution in the vicinity of these structures and

in those waters where oil exploration is in progress,

and to use the latest and largest scale chart of the area.

Mariners should avoid anchoring their vessels anywhere in the vicinity of oil well platforms or their related structures.

(1392) Information concerning the establishment,

change, or discontinuance of offshore oil well structures and their appurtenances are published in Notice

to Mariners. During the continuing program of establishing, changing, and discontinuing oil well structures, special caution should be exercised when

navigating the inshore and offshore waters of the affected areas in order to avoid collision with any of the

structures.

(1393) There are about 15 Oil Production Platforms which

extend from East and West Forelands to above North

Forelands. They form good radar targets, well-lit, and

used along with significant land features and aids to

navigation to fix vessel’s positions.

(1394) From Boulder Point, a prominent boulder reef

with few breaks in it, extends for 20 miles along the

shore to Moose Point. For the greater part of this distance the boulders, some very large, show at low water

to a distance of 2 miles from shore, and there are occasional ones which show above high water.

(1395) A yellowish bluff is 4 miles E of Boulder Point. Gray

Cliff is 10 miles NE of Boulder Point.

(1396) Rocks awash are about 4.2 miles W and 4 miles

NNW, respectively, from Gray Cliff. Because of the size

of the boulders along this shore, it is not safe to skirt it

with less than about 5 fathoms beneath the keel.

(1397) Moose Point, low and wooded with a grassy flat at

its end, is not prominent; it is marked by a light. Between it and Point Possession, a distance of 10 miles,

there are many rocks and a rocky reef. Moose Point

Shoal, 4.5 miles long and partly bare at low water, begins opposite Moose Point and is 1.8 to 2.2 miles from

shore. A 21⁄4-fathom spot in about 60o59'42"N.,

150o53'27"W., is about 6.5 miles NW from Moose Point

Light. Shoaling may have taken place between it and

the SE shore. This point and North Foreland on the opposite shore are “Securite” Broadcast reporting points

used by large vessels. (See “Securite” Broadcasts, indexed as such, earlier this chapter.)

(1398) Beluga Shoal, covered 4 1/3 fathoms, is in the middle of Cook Inlet about midway between North Foreland and Fire Island and about 8 miles N of Moose

Point. The present main channel passes W and N of Beluga Shoal and S of Susitna Flats.

Caution

(1399) Vessels navigating the deep channels of Cook Inlet

should keep well away from Susitna Flats because their

outer limits have been known to change drastically.

This area is subject to strong winds and waves emanating from Turnagain Arm.

(1400) About 6 miles NE of Moose Point is a reddish bluff,

on the N side of which is a deep canyon, showing from

SW.

(1401) Point Possession, 36 miles NE of East Foreland, is

on the S side of Cook Inlet and on the SW side of the entrance to Turnagain Arm. The point is a low, rounding,

heavily wooded headland with a bluff at the water’s

edge. This point is a “Securite” Broadcast reporting

point used by large vessels. (See “Securite” Broadcasts,

indexed as such, earlier this chapter.)

(1402) Possession, a former village occupied only during

the summer, is on the W side of the point where the

bluff is low and a valley leads inland. About 1 mile S of

the village the bluff is 140 feet high, and 1.5 miles inside Turnagain Arm, it rises to 284 feet.

(1403) A reef extends about 1 mile off the NW side of Point

Possession. There are depths of 13⁄4 fathoms on its NE

edge; the N edge drops off abruptly to depths of 12 to 20

fathoms about 1 mile N. Care should be taken when

rounding the point at low water not to pass too close

until well clear of the reef. A current line generally indicates the edge of the reef when the tidal current is

strong in either direction.

(1404) Temporary anchorage for a small vessel can be had

0.9 mile from shore and 2 miles SW of Possession in 4

fathoms, sandy bottom. It is sheltered from easterly

and southeasterly winds, but considerable sea makes

around Point Possession at times from the violent

northeasterly winds that blow at intervals out of

Turnagain Arm.

(1405) Shoals with a least depth of 7 feet (2.1 m) are between Point Possession and Fire Island, in the entrance

to Turnagain Arm. The entrance is subject to drastic

and continual change. Fire Island Shoal, marked by a

seasonal lighted bell buoy, is about 6.3 miles NNE of

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 231
Point Possession; see Fire Island Shoal, indexed as

such, later this chapter under Shelter Bay. A submarine

pipeline extends from the mainland shore close E of

Burnt Island in a 024°30' direction across the arm to

the opposite shore.

(1406) Point Campbell, on the NE side of the entrance to

Turnagain Arm, is 2.5 miles E of Fire Island. The area

between is a mudflat that bares at low water.

(1407) Turnagain Arm is only partially surveyed. Most of it

is a large mudflat, bare at low water and intersected by

winding sloughs. The channels wind from side to side

and are subject to change, and strong currents and tide

rips increase the difficulties. It is reported that sediment from the rivers is causing further general shoaling in the arm. The Arm is not trafficked beyond 4 miles

in except for infrequent local construction barges. Passage is not recommended. The shoreside facilities at

Girdwood, Portage and Hope are accessed by highway.

Tides and currents

(1408) The currents are very strong and the flood frequently comes in as a bore, with large tides, under certain weather conditions. This bore is said to be 4 to 6

feet high at times, and is very dangerous for small craft.

Boats should be beached well above the level of the

flats, to avoid the bore when it comes in. The bore can

be heard about one-half hour before it arrives, sounding like breakers on the beach; it travels slowly. Its rate

of advance is about 6 knots but the velocity of the current may exceed 6 knots in places.

(1409) Turnagain Arm is noted for the violent winds which

blow out of it whenever the wind is easterly. With light

to moderate easterly winds in other parts of the inlet, a

moderate gale will frequently blow out of the arm and a

heavy sea and tide rips will be raised from its mouth

across to North Foreland on the W shore of Cook Inlet.

Vessels north and south-bound in the Inlet should be

alert to the potential for heavy sets caused by the combination of strong winds, waves, and currents emanating from Turnagain Arm. It is reported that vessels

often steer 10 to 25° offset from their desired course

past Turnagain Arm to account for this set.

Charts 16665, 16663, 16660

(1410) Fire Island is about 6 miles NNE of Point Possession. A tug channel, closed to deep-draft traffic, proceeds up Cook Inlet W of Fire Island and E of Fire Island

shoal. In 2004, the channel had shoaled to 16 feet (4.9

m). Fire Island is wooded and has elevations of more

than 250 feet in its central part. Near the SW end are

high sandhills, with bare summits. The shores are

mostly high bluffs except at West Point and North

Point, the NE extremity. A gravel airstrip is on the E

side of the North Point.

(1411) Note: Due to the narrow width of the channel between Fire Island and Fire Island Shoal, the Coast

Guard recommends that all inbound and outbound

traffic broadcast a voice security call on VHF-FM channel 16 (156.80 MHz), and establish voice communications with opposing traffic on VHF-FM channel 13

(156.65 MHz), prior to transiting the area.

(1412) West Point, the SW extremity of Fire Island, is

marked by West Point Light (61°07'34"N., 150°16'56"W.),

30 feet (9.1 m) above the water, shown from a skeleton

tower with a red triangular daymark. Race Point, the

NW extremity of Fire Island, is marked by Race Point

Light (61°10'03"N., 150°13'30"W.), 170 feet (51.8 m)

above the water and shown from a skeleton tower with

a red and white diamond-shaped daymark.

(1413) Shelter Bay, on the W side of Fire Island between

West Point and Race Point, is mostly mudflats, bare at

low water. Except for about a 3-knot current closer to

shore, the current is strong throughout the flood, but

the ebb is weak and after the first 2 hours is nearly

slack. With fresh southwesterly, northwesterly or

northerly winds, the anchorage has rough seas and tide

rips.

(1414) In 2001, Fire Island Shoal,had shifted ESE to the

position of West Point Shoal, 1.5 mile WNW of West

Point. The shoal, about 2.4 miles long, had rapidly

shifted ESE and extended to Shelter Bay. In 2003, the

shoal closed the Race Point Range to all but tug and

landing craft traffic. The shoal is marked to the NW by

seasonal Lighted Bell Buoy 6 in 61°09'00"N., 150°20'01"W.

and is subject to drastic and continual change.

(1415) Point Woronzof, 3.5 miles NE of Point Campbell, is

on the S side of the entrance to Knik Arm. A 242°

lighted range (Fire Island Range) NE of Race Point

Light, and a 081° lighted range on Point Woronzof,

mark the channel in Cook Inlet from Phillips-A Platform to Point Woronzof. It is reported that the 242°

Fire Island Range is sometimes difficult to see when

the sun is directly behind the range markers. (See

Routes, following, on the Port of Anchorage for more.)

(1416) Point MacKenzie is on the N side of the entrance to

Knik Arm about 2.2 miles NNE of Point Woronzof.

Point MacKenzie Light (61o14'18"N., 149o59'14"W.), 80

feet (24.4 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark

on the point.

(1417) Anchorage, on the SE side of Knik Arm, 175 miles

from the entrance to Cook Inlet, and 1,428 miles from

Seattle, is Alaska’s major seaport and largest city, with

slightly over half the state’s population. The main industries are government, tourism, oil production, and

transportation.

232 ■ Chapter 4 ■ Volume 9
Prominent features

(1418) When approaching Anchorage, the lights on Fire

Island and Point Woronzof, the container cranes at the

Port, the control tower and aerobeacon at the International Airport, a number of radio and television towers,

the ARC and B of A buildings and Hilton Hotel downtown, and water tanks in the vicinity of Ship Creek are

among the conspicuous landmarks. The N tank near

Ship Creek is painted in red and white checkers. The

ARC building also forms a natural range with Point

Woronzof for an long-distance extension of the Point

Woronzof range.

Routes

(1419) From the entrance point to Cook Inlet, 41⁄2 miles S

of East Chugach Island Light, set courses to pass 6

miles S of the W end of Cape Elizabeth Island, 2 to 5

miles W of Point Adam and Flat Island, thence 6 to 7

miles W of Anchor Point Light, 5 to 51⁄2 miles E of Kalgin Island Light, 4 miles E of West Foreland ; thence

transit through the oil production platforms as traffic,

currents, and ice conditions allow. After exiting this

area, set a course to pass 11⁄2 to 2 miles SE of the Phillips-A Platform and after another 61⁄2 miles intersect

the Point Woronzof Range, thence 079° to the

intersection with Fire Island Range (back range),

thence 062° along Fire Island Range to a point 1.05

miles 304° from Point Woronzof Rear Range Light,

thence 070° to the city of Anchorage facilities. During

especially severe winter ice pack conditions, larger vessels transit inside the shoal off Nikiski, round the East

Foreland, continue in the upper Inlet 5 to 7 miles off

the E shore from East Foreland to Moose Point, thence

transit up between Beluga and Fire Island Shoals to the

intersection of the Point Woronzof Range.

(1420) Mariners are cautioned to favor the S side Point

Woronzof Range to keep off Susitna Flats, and the

Fire Island Range should be limited to higher tide

stages and should be used slightly favoring the SE

side to keep SE of Knik Arm Shoal.

Channels

(1421) The main channel presently proceeds up the W side

of the upper Inlet to the E of Phillips-A Platform and W

and N of Beluga Shoal, S of Susitna Flats, N of Fire Island Shoal and Fire Island, and between Knik Arm

Shoal and Woronzof Shoal. The channel is marked by

lighted ranges and seasonal buoys at critical locations.

The chart is the best guide.

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 233
Anchorages

(1422) A temporary anchorage for deep-draft vessels is

about 1 mile W to SW of the port, in depths of 10 to 12

fathoms, silt bottom. The usual anchorage for small

vessels is closer to the shore about 1.5 miles SW of the

port, in depths of 5 to 7 fathoms. Holding bottom at

both sites is fair and requires constant vigilance because of the potential for dragging and fouling. It is

dangerous to remain at anchor in this area, especially

when there is ice.

Dangers

(1423) In addition to the dangers in Cook Inlet previously

described, North Point Shoal, about 2.5 miles NNE of

North Point on Fire Island, changes radically from year

to year and bares several feet at low water. Knik Arm

Shoal, with a least depth of 19 feet (5.8 m) and marked

by a seasonal buoy, is about 2 miles W of Point

Woronzof. Woronzof Shoal, a long shoal that bares is

about 0.4 to 2.6 miles SW of Point Woronzof and is subject to drastic and continual change. The flats off Anchorage and rocky flats S of Cairn Point should be

avoided. The area eastward of Point MacKenzie is also

subject to drastic and continual change. In July 2005,

shoaling extended 1.7 miles eastward of Point MacKenzie Light and across the Fire Island Range with a least

depth of 12 feet in 61°14'26"N., 149°56'23"W.

Tides and currents

(1424) The diurnal range of tide at Anchorage is 28.8 feet

and the observed extreme low water is 6.5 feet below

mean lower low water. (See Tide Tables for daily predictions.) Anchorage has a PORTS site which provides water level, wind speed and direction, and barometric

pressure information, that is updated every ten minutes. The PORTS site is accessible through a voice response system at 866-257-6787. It is reported that

vessels often steer 10° from their desired course when

passing Knik Arm Shoal because of prevailing cross

currents. Close off the town, the current floods NE at a

velocity of 1.5 knots and ebbs SW at a velocity of 2.5

knots. One mile off the town, the current averages 2.9

knots. Strong currents which attain velocities of 4

knots or more, at times, in midchannel, and swirls in

the area make navigation difficult. It is reported that

the flood following the higher of the low waters is unpredictable, especially during the last 3 hours, in the vicinity of the Port of Anchorage wharves. An eddy gyre

flows up the E side of Knik Arm during the latter half of

an ebb current inside the bight, bordered on the S by

the barge wharves and small-boat launching ramp. The

ramp also deflects the start of the flood current until

half tide and reduces its flow thereafter. Alongside maneuvering at the Port is affected by a set onto the flats

with the latter half of the flood current and a set off the

wharves on the first of the ebb. The currents further up

Knik Arm have a moderate velocity near the W shore,

strong in midchannel, and, like all of the upper Inlet,

are congested with ice packs in the winter.

Weather, Anchorage Vicinity

(1425) The Alaska Range lies in a 650-mile-long arc from

SW, through NW, to NE of Anchorage, approximately

180 miles distant. Anchored at its SW end by Ilama

Lake, it includes Mount McKinley, and terminates at its

SE end at the White River in Canada. During the winter, this range is an effective barrier to the influx of very

cold air from the north side of the range. Extreme cold

winter weather, associated with a high pressure system

over interior Alaska, may lead to a succession of clear

days in Anchorage, with temperatures dropping to

-15°F to -25°F (-26.1° to -31.7°C), as contrasted to the

-50°F (-45.5°C) and even -60°F (-51.1°C) readings in

the interior. There are some factors, however, which

tend to offset the sheltering effect of this mountain barrier. Chief among these is cold air entrapment in various suburban areas during periods of light winds. This

results occasionally in temperatures on the outskirts of

Anchorage as much as 15°F to 20°F (range of 18 to

21°C) colder than observed at the official observation

sites.

(1426) The four seasons are well marked in the Anchorage

area, but in length, and in some major characteristics,

they differ considerably from the usually accepted standards in middle latitudes.

(1427) Winter is considered to be the period during which

ponds, streams, and lakes are frozen; this normally extends from mid-October to mid-April. The shortest day

of the year has five hours and 28 minutes of possible

sunshine. Periods of clear, cold weather normally alternate with cloudy, mild weather during the Anchorage

winter. The clear, cold weather is frequently accompanied by significant fog because of the important

low-level moisture source provided by the arms of Cook

Inlet which surround the area on three sides; while

considerable floating ice is prevalent, the high tides

maintain some open water throughout the winter. Visibilities of one-half mile, or less, occur about three percent of the time during December and January, and

most of these low visibilities are associated with fog.

Snow visibilities generally range from one to three

miles though heavier snowfalls will, of course, restrict

visibilities to less than one mile on a few occasions. The

first measurable snow occurs, on the average, on October 15, but has been as early as September 20; latest

measurable snow in the spring averages April 14, but

has been as late as May 6. Snow occurs on about 15 to

20 percent of the mid-winter days, and most of the

234 ■ Chapter 4 ■ Volume 9
snow falls in relatively small daily amounts, with only

two percent of the mid-winter days having more than

four inches (101.6 mm). The heavier snows occur in

conjunction with vigorous storm centers moving

north across south-central Alaska. Normally, the depth

of snowfall on the ground does not exceed 15 inches

(381 mm). Strong, gusty, north winds which occur, on

average, once or twice during the winter will, under favorable snow conditions, cause drifting and packing of

snow cover. Although normally an area of light winds,

strong “northeast” at Anchorage occasionally result

from the rapid deepening of storms in the nearby Gulf

of Alaska at a time when the interior is covered by an

extensive mass of quite cold air.

(1428) Spring is the period immediately following the

famed Alaska “Break-up.” This season is characterized

by warm, pleasant days and chilly nights; the mean

temperature rises rapidly; precipitation amounts are

exceedingly small.

(1429) Summer comprises the period from June through

early September, and is, in reality, two seasons of about

equal length, the first of which is dry and second wet. At

the time of the summer solstice, possible sunshine in

Anchorage amounts to almost 191⁄2 hours. About the

middle of July average cloudiness increases markedly,

and the remainder of the summer usually accounts for

about 40 percent of the annual precipitation.

(1430) Autumn is brief in Anchorage, beginning shortly

before mid-September and lasting until mid-October.

The frequency of cloudy days and precipitation drops

sharply in early October. Measurable amounts of snow

are rare in September, but substantial snowfalls sometimes reaching 10 to 12 inches (254 to 305 mm) occasionally occur in mid-October. Some of the stronger

southerly winds, a few with damaging effects, occur in

the late summer or fall; these are post-frontal winds

following the movement of a storm from the southern

Bering Sea or Bristol Bay, northeastward across the

Alaskan interior. Somewhat less frequent, but more

damaging, are the southeasterly “Chugach” winds

which are funneled down the creek canyons on the

northwest slopes of the Chugach mountains east of the

city; gusts estimated at 69 to 87 knots have caused considerable damage to roofs, power lines and trailers on a

few occasions.

(1431) The growing season in Anchorage averages 124

days, with the mean daily temperature above freezing

from April 8 to October 23. May 15 is the average date

for the occurrence of a temperature as low as 32°F

(0°C), while September 16 is the average first date with

32°F (0°C) in the fall. The latest date with 32°F (0°C) in

the spring has been May 22 (1964), and the earliest in

the fall has been August 28 (1984).

(1432) (See Appendix B for Anchorage climatological table.)

Ice

(1433) Upper Cook Inlet rarely, if ever, freezes solid because of the enormous tidal range. Vessels can navigate

Cook Inlet in the winter, but the combination of currents and ice floes can cause a strain on mooring lines.

Propulsion and machinery have special equipment and

operating requirements, also cargo operations, moorage, and vessel draft. See Winter Operating Guidelines,

Cook Inlet, indexed as such, earlier this chapter, and

contact the Coast Guard Captain of the Port, Western

Alaska in Anchorage for more information. The inlet is

ice free from about May to mid-November. The ice floes

move with the tide, and patches of open water are occasionally visible. Extra caution should be exercised in

the restricted approach to Anchorage. Ice leads can

break the wrong way and potentially cause up to 30

course diversion, especially for lower-powered vessels.

Pilotage, Anchorage

(1434) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska. (See Pilotage, general (indexed), chapter 3, and Pilotage, Cook Inlet and Pilotage Homer(indexed) for details.)

Towage

(1435) Tugs including a 3,500 hp tractor tug, are available

at Anchorage 24 hours a day. Prior arrangements for

their use should be made.

Quarantine, customs, immigration, and agricultural

quarantine

(1436) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

Quarantine

(1437) A U.S. Public Health Service Contract Physician is

at a hospital in Anchorage. (See Appendix A for additional information.)

Customs

(1438) Anchorage is a customs port of entry.

Coast Guard

(1439) A Sector Office is in Anchorage. (See Appendix A

for address.)

Harbor regulations

(1440) The Port Director enforces harbor regulations and

assigns berthing at all municipal piers, wharves, and

bulkheads. In winter, the combination of currents and

Cape Spencer to Cook Inlet ■ Chapter 4 ■ 235
236 ■ Chapter 4 ■ Volume 9

ice floes can cause a strain on mooring lines. Propulsion and machinery have special equipment and operating requirements, as does cargo operations,

moorage, and vessel draft. See Winter Operating

Guidelines, Cook Inlet, indexed as such, earlier this

chapter, and contact the COTP W Alaska in Anchorage

for more information.

Wharves

(1441) Anchorage has one deep-draft wharf facility with

berthage for three vessels, two petroleum terminal

docks, many commercial barge wharves, two floating

docks for tugs, and a small-boat launching ramp. For a

complete description of the port facilities refer to Port

Series No. 39, published and sold by the U.S. Army

Corps of Engineers. (See Appendix A for address.) All

depths alongside are reported. Vessels normally moor

starboardside-to in the winter ice.

(1442) Port of Anchorage, General Cargo Terminals No.

1, No. 2, and No. 3: (61°14'23"N., 149°53'13"W.);

2,110-foot face (643 m); 2,800 feet (853 m) of total

berthing space; dredged annually to 35 feet (10.7 m)

alongside; deck height, varies from 27 to 40 feet (8.2 to

12.2 m); a 40- and two 30-ton container cranes; a

300-ton mobile crane; 31-ton forklifts; 27,000 square

feet of heated, covered storage, and 54 acres of open

storage; water, electricity, and telephone service; highway and rail connections; receipt of general,

containerized and RO/RO cargo; mooring cruise ships;

and receipt of bulk cement at No. 1; owned by Municipality of Anchorage and operated by Port of Anchorage

and Alaska Basic Industries, CSX Lines of Alaska, and

Totem Ocean Trailer Express, Inc.

(1443) Port of Anchorage Petroleum Terminal No. 1: offshore wharf just S of and contiguous with General

Cargo Terminal No. 1; 612 feet (186 m) of berthing

space with dolphins; dredged annually to 35 feet (10.7

m) alongside; deck height, 40 feet (12.2 m); water, electricity; highway and rail connections; receipt and shipment of petroleum products, bunkering vessels, owned

by Municipality of Anchorage and operated by Port of

Anchorage and various oil companies.

(1444) Port of Anchorage Petroleum Terminal No. 2: offshore wharf just S of Petroleum Terminal No.1;

184-foot (56 m) face; 655 feet (200 m) of berthing space

with dolphins; dredged annually to 35 feet (10.7 m)

alongside; deck height, 41 feet (12.5 m); water, electricity; highway and rail connections; receipt and shipment of petroleum products, bunkering vessels; owned

by Municipality of Anchorage and operated by Port of

Anchorage and various oil companies.

(1445) Anderson Terminal: 0.45 mile S of the Port Anchorage facilities; 376-foot (114 m) outer face; bares on

an 11-foot tide; cranes to 300 tons are available; 15,000

square feet of covered storage, and 22 acres of open

storage; highway and rail connections; receipt and

shipment of general cargo and heavy lift equipment by

barge; owned by Alaska Railroad Co and

(1446) Anchorage Dock: just S of Anderson Terminal and

on the N side of Ship Creek; 60-foot (18.3 m) face; 400

feet (121.9 m) of berthing space with dolphins; bares on

a half tide; deck height, 50 feet (15.2 m); a 230- and a

150-ton crane; forklifts to 45-tons; highway connections; receipt and shipment of containerized general

cargo by barge; owned by Swan Bay Holdings and operated by Northland Services, Inc.

(1447) Port MacKenzie Dock: (61°16'05"N., 149°55'01"W.),

on the W shore of Knik Arm, 1.3 mile WNW of Cairn

Point; 500-foot (152 m) face; 20 feet (6.1 m) alongside;

deck height, 36 feet (11 m); 1200-foot (366 m)

deep-draft dock, 60 feet (18.3 m) alongside; filter rock

ramp; 8,940 acres of open storage; water, electricity;

highway connections; receipt of bulk commodities,

containerized cargo, iron and steel materials, petroleum products, vehicles and heavy equipment, and

modular buildings. Owned and operated by the

Matanuska-Susitna Burough.

(1448) Knik Dock Co., Pt. Mackenzie Wharf: (61°17'31"N.,

149°54'58"W.), on the W shore of Knik Arm, 2.4 miles

NNW of Cairn Point; 330-foot face; bares on a 4-foot tide;

deck height, 35 feet; 25-ton mobile crane and 15-ton

forklift; 2,400 square feet of covered storage, and 30

acres of open storage; water, electricity; highway connections; receipt and shipment of break-bulk general

cargo and heavy lift equipment by barge; owned and operated by Cook Inlet Tug and Barge Co., Inc.

Supplies and repairs

(1449) Gasoline, diesel fuel, and water are available at the

Port Anchorage Petroleum Terminal. Marine supplies

and emergency ship machinery repairs can be obtained

in town. Engine and hull repairs are available for small

boats.

Oil Spill Response Resources

(1450) Limited resources are available in Anchorage, with

additional resources available from Nikiski and Homer.

For further information, contact Coast Guard Captain

of the Port Western Alaska, in Anchorage.

Communications

(1451) Anchorage is served by coastwise and ocean freight;

truck lines serve the port via the Alaska Highway System. The city is the railroad, highway, and aerial center

for western and south-central Alaska. It is the headquarters of the Alaska Railroad, the State-owned line
Cape Spencer to Cook Inlet ■ Chapter 4 ■ 237

which connects with Seward, Whitter, and Fairbanks.

Highways connect with places on the Kenai Peninsula,

Fairbanks, Valdez, and other places in Alaska. The

Alaska Highway also provides a land route through

Canada to the conterminous United States.

(1452) The International Airport, 4 miles SW of Anchorage, is the hub of trans-Pacific air service; flights are offered to all parts of the world.

(1453) Landline telephone, cellular telephone, and cable

communications are available. The Port of Anchorage

guards VHF-FM channel 16; call sign, WHJ-82.

(1454) A small-craft ramp and 300-foot float are about 200

yards SW of the mouth of Ship Creek. The ramp and

float dry at low water, however, at other than low water,

boats up to 30 feet can be accommodated.

(1455) Ship Creek, on the NE side of the Anchorage waterfront, bares at low water, and there is no range for entering. Small boats rest on the bottom at low water, and

local knowledge is recommended.

(1456) From about 7 miles above the entrance to Knik

Arm to the head are extensive mudflats that bare soon

after high water. The flats are cut by numerous channels and sloughs. The main channel is close to the W

shore of Knik Arm, then winds E and N; it is narrow and

intricate, navigable only on the tide, and then only with

knowledge of conditions.

(1457) Knik is a village on the NW side of Knik Arm, about

15 miles above the entrance, and accessible by highway

from Anchorage. The channel to Knik is close along the

W Shore. Eklutna, also accessible by highway from Anchorage, is on the S bank at the entrance to Knik River.
238 ■ Chapter 5 ■ Volume 9
Kodiak Island

(1) This chapter describes Afognak and Kodiak Islands

and the numerous smaller off-lying islands which surround their shores. Also described are the various

passes and straits leading between these islands, the

port of Kodiak, and the numerous other fishing villages.

Chart 16580

(2) Kodiak Island and Afognak Island, close together

and separated from the mainland SW of Cook Inlet by

Shelikof Strait, are large and have numerous small islands along their shores. The group is about 54 by 155

miles in extent, with its greatest length in a SW direction. The land is rugged and mountainous, with elevations of 2,000 to 3,000 feet along the shores and more

than 4,500 feet in the interior. The rocky shores are indented by deep, narrow inlets.

(3) The 1912 eruption of Katmai Volcano, on the mainland 90 miles W of Kodiak, covered this group with a

thick deposit of volcanic ash. The effects of the eruption

have gradually disappeared and large ash deposits are

seen only in a few places.

(4) Kodiak, on Kodiak Island, is the principal business

center in the area. Afognak Island, mostly timbered, is a

Government forest reserve. Some cattle and sheep are

raised, and a few mineral prospects have been located.

Salmon canneries operate during the fishing season.

The crab, halibut, and herring fisheries also are important; the halibut fleet operates on Albatross and

Portlock Banks. The periods of good weather are longer

on these islands than on the adjacent mainland, and

considerable success has been attained in growing vegetables.

(5) Afognak Island is separated from Kodiak Island by

Marmot Bay, Kupreanof Strait, and the passages on either side of Whale Island. These waters provide a direct

route from Kodiak Harbor to Shelikof Strait. Kodiak,

on the NE coast of Kodiak Island, lies behind the islands in the NW part of Chiniak Bay; one approach is

from the N, and the other is from the SE through

Chiniak Bay.

(6) The December 1999 earthquake may have caused

bottom uplift in and around all Kodiak Island coastal

waters, shoaling and new dangers may exist requiring

extreme caution until a complete survey is made of

the entire area.

Weather, Kodiak Island

(7) On Afognak Island the prevailing winds are northeast except in spring and again in late summer when

they shift to southwest and west directions. At Kodiak,

the winds, usually northwest in late fall, winter, and

spring, shift to the northeast in early summer and then

to southeast until the end of September. The average

wind speed is nine knots at Kodiak, and the area is subject to violent williwaws.

(8) Annual precipitation averages 65 inches (1651

mm) on Kodiak Island, and 53 inches (1346 mm) on

Afognak Island. Annual snowfall averages 75 inches

(1905 mm) at Kodiak, and measurable snow has been

recorded in every month of the year except July and August.

(9) Mean annual temperature is 41°F (5°C) at Kodiak.

Extreme temperatures noted were 86°F (30°C) in June

(1953) and -16°F (-26.7°C) in January (1989). Water

temperatures are about 1°F (17.2°C) lower than air

temperatures in summer, and 1° and 2°F (17.2 and

16.7°C) higher in late fall, winter, and early spring.

Womens Bay, on the northeast coast of Kodiak Island,

is frequently blocked by ice in midwinter.

(10) Fogs are common over the area and are most frequent at Kodiak in June and July. Cloudiness is considerable.

Chart 16604

(11) Shuyak Island appears as part of the N end of

Afognak Island, but is separated from it by Shuyak

Strait. The S portion is densely wooded, with the

higher hills showing bare rocky outcrops. Proceeding

N the trees gradually disappear and the N part is entirely grass covered.

(12) Stevenson Entrance, the passage between the Barren Islands and Shuyak Island (see chapter 4), is navigable in clear weather. Kennedy Entrance, the passage

N of the Barren Islands, is generally used if bound for

Shelikof Strait from the E.

(13) Latax Rocks, the northernmost feature of the Kodiak-Afognak-Shuyak group, are three rocky islets

Kodiak Island ■ Chapter 5 ■ 239
lying in line of the trend of the W coast of Shuyak Island. They are 32, 27, and 20 feet high, respectively, the

outer one being the lowest and the most ragged. A rock,

which uncovers 7 feet, is about 0.5 mile N of the outermost rock, and a reef, which uncovers 6 feet, is about

0.4 mile W of the outermost rock. Several detached

shoals are in the vicinity of Latax Rocks. Ships using

Stevenson Entrance should pass N of Latax Rocks.

Latax Rocks Light (58°41'22"N., 152°29'02"W.), 40 feet

(12.2 m) above the water, is shown from a tower with a

red and white diamond-shaped daymark on the N end

of the northernmost rock.

Current

(14) In the vicinity of Latax Rocks it has been noted that

the current flows in a W direction on a rising tide and E

on a falling tide with velocities reaching about 3 to 4

knots. The current appears to be less in the deeper water in the passage N of Latax Rocks. (See chapter 4.)

(15) Tide rips in the vicinity of Latax Rocks are particularly heavy and should be avoided by small vessels. (See

caution as to tide rips in the locality of the Barren Islands, chapter 4.)

(16) Party Cape is the NW end of Shuyak Island. It is 178

feet high and grass covered for 1 mile or more back.

(17) Dark Island, between Party Cape and Latax Rocks,

is about 0.8 mile in diameter, 115 feet high, and grass

covered. Several large black rocks are off the SW end of

Dark Island. Starr Rocks, which uncover 6 feet, are between Dark Island and the E part of Party Cape.

(18) Currents observed during one-half day in June on

the SW side of Dark Island set W on the flood with a velocity of 1.3 knots. The ebb velocity was 1 knot.

(19) The passage between Latax Rocks and Dark Island

has a 51⁄4-fathom shoal near the middle where the currents and tide rips may appear heavier than elsewhere

in the passage. The passage can be used by well-powered vessels by keeping 0.45 mile N of Dark Island on a

due E or W course, with careful attention to the set

from the strong currents.

(20) Dark Passage, between Starr Rocks and Party

Cape, may be navigated by keeping 0.4 mile off the cape

and passing N of a rock 3 feet high lying 0.9 mile WNW

of Party Cape. Because of the strong currents and heavy

tide rips, the passage should be avoided.

(21) Shag Island and the W coast of Shuyak Island are

described later in this chapter.

(22) The N coast of Shuyak Island from Party Cape to

Point Banks is very irregular and fringed with numerous rocks and islets. Heavy currents and tide rips are

found along this coast. Carry Inlet and Shangin Bay,

the main indentations, are narrow and tortuous. They

may be used only by small craft with local knowledge.

Carry Inlet has its entrance channel about 2 miles SE of

Party Cape. The narrowest part of Shangin Bay, 1.2

miles from its entrance, has a midchannel rock which

is awash at minus tides.

(23) Perevalnie Islands, 95 feet high and grass covered,

are close to the N shore of Shuyak Island and 0.5 mile W

of Point Banks. Perevalnie Passage, between the islands and the mainland, may be used as a boat passage

with a depth of about 5 feet.

(24) Temporary anchorage during S weather appears

feasible 1 mile WSW of the W end of Perevalnie Islands.

(25) Point Banks, an island about 0.4 mile long, and 130

feet high, is entirely grass covered. The narrow passage

between it and the NE end of Shuyak Island has several

rocks and is choked with kelp.

(26) Sentinel Island, a rock 33 feet high 0.9 mile NW of

Point Banks, is a good landmark from the E or W. Its

sides are nearly vertical.

(27) Fronting the E coast of Shuyak Island, 1.5 to 3.5

miles offshore, are a series of reefs and rocks separated

by broken bottom areas and extending 7 miles in an approximately true S direction from a 21⁄2-fathom reef,

1.4 miles SE of Point Banks, to the vicinity of a bare

rock 52 feet high. A similar series crosses the former in

the latitude of Sea Otter Island.

Routes

(28) Vessels using the passage along the E coast of

Shuyak Island, inside the series of reefs and rocks,

should proceed with caution. The bottom in this passage is extremely broken. It is considered that only a

wire-drag survey would prove the absence of all dangers. The known dangers may be avoided by rounding

the SE end of Point Banks Island by 0.5 mile until the E

end of the island bears true N. Then proceed 5.8 miles

on course 175° until the prominent group of rocks,

highest 15 feet, are a little less than 0.8 mile to the W,

then steer 205° into Perenosa Bay. Tidal currents are

very strong.

(29) The main approach from seaward to Andreon Bay,

Shuyak Strait, and Perenosa Bay, is S of the rocks SE of

Sea Otter Island and between the 52-foot bare rock and

Seal Islands, but its use by large vessels cannot be recommended. Indications of shoals along the approach

are numerous, but they have not been examined with

the wire drag. There are evidently pinnacle formations

in this region. To avoid the known areas of extreme broken bottom, steer course 282° from seaward, pass 3.2

miles N of Tolstoi Point, then 1.9 miles S of the large

rock, 52 feet high, lying SW of Sea Otter Island, and

then pass 1.5 miles N of the sharp black rocks N of

Posliedni Cape.

240 ■ Chapter 5 ■ Volume 9
(30) Sea Otter Island, 7.5 miles SE from Point Banks, is

grass covered, 0.4 mile long, and 105 feet high. Bare

rocks and breakers extend to the E and SE for 2.3 miles.

(31) Little Fort Island, 85 feet high, off the E coast of

Shuyak Island and 8 miles S of Point Banks, is grass

covered and marks the entrance to Andreon Bay. Big

Fort Island forms the S side of the bay. Big Fort Channel separates the island from the mainland. This channel bares at half tide. Anchorage for small boats may be

had in Andreon Bay near the entrance to Big Fort

Channel in 12 fathoms, muddy bottom. The axis of the

entrance channel is a little less than one-third the way

from the NE end of Big Fort Island to Little Fort Island,

it then follows the rounded N end of Big Fort Island

about 350 to 400 yards offshore.

(32) Shuyak Strait has a navigable entrance at its W end

and is described later in this chapter.

(33) Perenosa Bay, on the N side of Afognak Island, is

between the E entrance to Shuyak Strait and Posliedni

Point. The NW part of the bay is foul. Anchorages may

be found in several arms of Perenosa Bay, but the approach to the bay from seaward is characterized by a

very broken bottom, as described above.

(34) Delphin Bay is the W one of the S arms of Perenosa

Bay. The channel W of tree-covered Delphin Island is

foul. Rocks are in the center of the passage E of the island, and the best water is 270 yards off the E points of

Delphin Island. Boats can anchor in 16 fathoms, hard

bottom, in the center of the head of the arm, after passing the island. A heavy swell comes into Delphin Bay in

N weather.

(35) Discoverer Bay, the SE arm of Perenosa Bay, has

excellent anchorage in 15 fathoms, muddy bottom, E of

Discoverer Island, which is tree covered and northernmost in the bay. A 33⁄4-fathom shoal is about 0.5 mile

NW from the E entrance point, and a 1-fathom spot is

between the shoal and the point. Small boats can enter

the channel on the W side of the island and go to the

head of the arm. Two mooring buoys are in the SE part

of Discoverer Bay.

Pilotage, Kodiak Island

(36) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(37) The Kodiak Island area is served by the Southwest

Alaska Pilots Association. (See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and

other details.)

(38) Vessels en route to Discoverer Bay can contact the

pilot boat by calling “DISCOVERER BAY PILOT BOAT”

on VHF-FM channel 16 or on a prearranged frequency

between pilot and agent/vessel.

(39) Phoenix Bay, the arm of Perenosa Bay just W of

Posliedni Point, is a good anchorage for all weather except NW; anchor in 10 to 17 fathoms, muddy bottom,

1.2 miles from the entrance. Shields Point forms the W

entrance of the bay.

(40) Seal Bay, in general, extends from Posliedni Point

to Tolstoi Point. From a point 1.1 miles N from

Posliedni Point a series of rocky islands and reefs extend in an ESE direction across Seal Bay. Navigation in

this area should not be attempted without local information.

(41) Tonki Bay, on the W side of Tonki Cape, has two

arms separated by a headland. A 106-foot rocky islet is

0.5 mile N of the headland. Three rocks awash are

about 0.3 mile from the E shore and 2 miles S of Tonki

Cape. Anchorage is about 0.3 mile from the head of the

E arm in 10 fathoms, soft bottom, but it is not secure

with N winds. Small boats may anchor in the small cove

on the E side of the head of the E arm in 8 fathoms,

muddy bottom, in any weather.

(42) The W arm of Tonki Bay extends 6.5 miles S of the

headland separating the two arms. Anchorage may be

had in 18 fathoms, muddy bottom, about 0.3 mile from

head of the arm.

(43) On the E part of Afognak Island is a series of mountain ridges with low depressions between them running through the island from N to S. From a distance

Marmot Island appears as the easternmost of these

ridges. The lower parts of Afognak Island are wooded,

except its E coast, and its SW end S of Paramanof Bay.

Caution

(44) In making Tonki Cape or Marmot Strait from the N,

a very irregular set to the W has been experienced. In

foggy weather a vessel is liable to be too close to the

breakers off Sea Otter Island unless precautions are

taken. Likewise in running to this locality from

Seward, abnormal set has been experienced. From the

experience of a survey vessel making these runs and in

lying-to offshore, there seems to be two factors for

which allowance should be made. First, if the run is

made during the time of a flood spring tide, extra allowance should be made for set to the W. Second, if the

course of the vessel passes over a bank or even a locality

where the water is shoaled, extra allowance for a stronger current should be made.

(45) Tonki Cape, the NE end of Afognak Island, is a narrow grass-covered point 87 feet high near its N extremity. A low-lying gap connects it with the ridge

separating Tonki Bay and Marmot Strait. A short reef

extends N from the cape 0.3 mile, terminating in a rock

awash at high water. It is recommended that vessels

Kodiak Island ■ Chapter 5 ■ 241
clear the N end of the cape by at least 1.5 miles. Tonki

Cape Light (58°21'09"N., 151°59'12"W.), 75 feet (22.9

m) above the water, is shown from a skeleton tower

with a red and white diamond-shaped daymark.

(46) Sealion Rocks are two bare rocks close together,

the larger about 35 feet high, about 5.5 miles E from

Tonki Cape and 4 miles N from Marmot Island. A reef

that uncovers 7 feet is 0.6 mile NE from these rocks.

Sealion Rocks have been used as a bombing target.

(47) Marmot Island, about 6.5 miles long, parallels the

E side of Afognak Island. Marmot Island is wooded to a

height of about 500 feet. The N end is low and rises

gradually to the highland. The E side and S end of the

island are bluffs over 1,000 feet high in places. The W

shore is also steep but lower. Three high rocks are close

to Marmot Cape, the S end of the island, and two more

are close to its SE side.

(48) The SE shore of Marmot Island is a Steller sea lion

rookery site. There is a 3-mile vessel exclusionary

buffer zone around all but the NW shore of the island.

(See 50 CFR 223.202, chapter 2, for limits and regulations.)

(49) Shoal areas adjacent to the NW shore of Marmot Island extend N toward Sealion Rocks and border the N

approach to Marmot Strait. A 4-fathom spot in this area

is 2 miles off the N end of Marmot Island.

(50) The point on the NW shore of Marmot Island, 1.5

miles from the N end, is marked by a rock, 12 feet high,

600 yards offshore.

(51) Two covered rocks, on which the sea generally

breaks, are about 1 mile apart and 2.5 miles E of Cape

St. Hermogenes, the E end of Marmot Island. The N

rock lies in the bearing 288° to the N end of the island.

The S rock lies in the bearing 225° to the SE end of the

island. Two pinnacle rocks close to the SE side of Marmot Island bear 232° when in range, the range passes

SE of both breakers. A vessel should pass over 2 miles

outside the breakers to avoid broken bottom.

(52) Marmot Strait, between Afognak and Marmot Islands, is 2.5 miles wide at its narrowest part. The strait

is apparently free from dangers except along the

shores. A shoal of 11⁄4 fathoms is 650 yards off the W

shore of Marmot Strait, 6 miles from Tonki Cape. A

midchannel course through the strait is recommended. Tidal currents have an estimated velocity of 1

to 3 knots, the flood setting N through the strait.

(53) King Cove, 6 miles W of Marmot Cape, is an open

bight 1.5 miles long, indenting the coast 1.8 miles. It

may be used as a temporary anchorage in 7 to 12 fathoms, sand bottom. It is exposed to E and S weather.

(54) The W coast of Marmot Strait for about 5 miles S

from Tonki Cape is broken and rocky, with reefs extending offshore. Along this stretch is a low bluff with a

grass- and muskeg-covered plain, extending 0.3 mile

inland to the main ridge which rises abruptly. S to King

Cove the bluffs increase in height with the shores

steep-to. From King Cove to Pillar Cape the shoreline is

a steep, bare bluff from 500 to 1,000 feet high.

Charts 16594, 16576

(55) Marmot Bay extends W between Afognak and Kodiak Islands to Whale Island. In the center of the bay,

near the entrance and N of The Triplets, in places the

bottom rises abruptly from deep water to 14 to 17 fathoms. These areas should be avoided because there may

be less water than indicated.

(56) The route from Marmot Strait to Kodiak is E of the

broken bottom in the center of Marmot Bay entrance.

However, shoal spots exist along this route E of Spruce

Island and in the vicinity of Spruce Cape.

(57) The route in Marmot Bay from the vicinity of Marmot Strait to the passes at Whale Island lies between

the general broken ground in the center of the bay and

the N shore. Pillar Cape may be rounded at 1.5 miles in

depths of 20 fathoms or more. Similar depths exist 0.8

mile off Cape Izhut. In the W end of Marmot Bay danger

will be avoided by keeping well E of a line between the E

end of Cape Kostromitinof and Stripe Rock, and E of

this line extended S until Hog Island is open from the

NW side of Whale Island.

(58) The route along the S side of Marmot Bay through

Narrow Strait and Whale Passage is generally used by

vessels from Kodiak bound for Shelikof Strait. Passage

at the time of maximum current in Whale Passage

should be avoided. Current predictions for Whale Passage may be obtained from the Tidal Current Tables.

(59) Pillar Cape, the outer end of the N shore of Marmot

Bay, is a bluff over 500 feet high, similar to the SE side

of Marmot Island. A high pinnacle rock is at the foot of

the bluff, 0.5 mile E of the S end of the cape. About 1.5

miles W of the cape is an open bight from which lowland extends through to the W arm of Tonki Bay.

(60) Izhut Bay, a N arm of Marmot Bay, is about 5 miles

wide between Pillar Cape and Peril Cape and extends

about 7.5 miles in a NW direction. The only dangers are

along the shores and in the arms of the bay. The bay

proper is exposed to S weather, but some of the arms afford protected anchorages.

(61) The most important of these anchorages is Kitoi

Bay, an arm on the W side. Its head is a landlocked basin about 0.5 mile in diameter. The swinging radius

from the center of the basin is about 300 yards. To enter

Kitoi Bay pass the N entrance point of this arm slightly

less than 0.5 mile off on a course 305°, picking up the

range defined by the prominent point on the N side

about 1.8 miles in and the stream at the head of the

242 ■ Chapter 5 ■ Volume 9
small bight at the head of the arm. Continue on course

or range until 0.3 mile from Midarm Island, a small

prominent midbay island, 50 feet high. This position is

between another islet 600 yards to starboard and a

3-fathom spot 125 yards to port. The islet on the starboard beam is 100 yards from the N shore. The

3-fathom spot is marked by only a few streamers of kelp

which are difficult to see. Then change course to pass S

of the islet and steer midchannel course to the center of

the basin which is clear to within a few yards from

shore. A low-water spit extends a few yards off the N entrance point of the basin. Anchor in 20 to 22 fathoms,

good holding ground. Small vessels may anchor in a

small bight SW of the basin in 11 to 12 fathoms.

(62) Two fingerlike arms in the NE part of Izhut Bay extend N about 5 miles. Saposa Bay, the E arm, has an island about 0.5 mile from its entrance. A rock, covered

1⁄2 fathom, is about 125 yards S of the island. The passage is W of the island. The controlling depth is 2 fathoms. Small vessels may anchor above the island in 7 to

10 fathoms, sand bottom. The W arm is not recommended as an anchorage.

(63) Peril Cape, the outer end of the W shore of Izhut

Bay, is a prominent precipitous headland about 600 feet

high with a high pinnacle rock close to its S side.

(64) Cape Izhut, 2.5 miles SW of Peril Cape, is a projecting, long, wooded, hilly point from 250 to 500 feet high.

There is deep water around the cape as close as 0.3

mile.

(65) Duck Bay is about 6 miles long from Cape Izhut to

Cape Kostromitinof. At the E end of the bay temporary

anchorage, with a swinging radius of about 300 yards,

may be had in the middle of the cove 1.5 miles NW of

Cape Izhut, in 6 to 7 fathoms. The anchorage is E of an

islet, 16 feet high, 0.3 mile from the N shore and should

not be approached closely. Selezen Point forms the W

side of the cove.

(66) A round, rocky island, 168 feet high and grass covered on top, is 2.5 miles W from Cape Izhut and 0.6 mile

from shore. Kelp extends nearly 0.3 mile W and N of the

island, and numerous bare rocks extend 0.5 mile E of

the island and to the shore NE of it. On Selezen Bay, the

cove N of the island, is the small native settlement of

Little Afognak. Temporary anchorage may be had in

the middle of the cove in 10 to 12 fathoms. Enter the

cove W of the island between the island and a large rock

awash at high water, which lies 0.3 mile S from the W

point of the cove.

(67) Mary Anderson Cove, the next cove W, with its entrance 1 mile NW of the 168-foot island, is 1 mile long

and 0.7 mile wide. The bottom is rocky and kelp extends

some distance from shore in places. Small craft entering with care can anchor in 5 to 8 feet at the head.

(68) Cape Kostromitinof, on the N shore of Marmot

Bay, is a projecting, long, level, wooded point, about

200 feet high, with bluffs in places at the water. N from

the cape the land rises gradually in a distance of 5.5

miles to Duck Mountain, a prominent peak, 2,048 feet

high.

(69) Kazakof Bay, referred to as Danger Bay by local

fishermen, extends 6 miles in a N direction from the

NW part of Marmot Bay. Anchorage for small vessels is

found at the head of the bay. (See Routes, Kazakof Bay.)

(70) The cove on the E side, 3.5 miles above the entrance to Kazakof Bay, affords shelter for a small vessel

anchored in 12 to 14 fathoms. Small craft can anchor in

the SE end of the cove in about 5 fathoms. A reef extends about 100 yards off the S side of the entrance. The

small bight in the E shore is shoal. In 1981, a logging

camp was operating on the E side of the cove.

(71) Parrot Island, round, rocky, and 70 feet high, is in

the entrance to Kazakof Bay. Channels for entering are

on either side of the broken ground on which Parrot Island and other rocky islets and rocks awash are

grouped. A submerged ledge with some kelp and a

depth of 31⁄2 fathoms is about 0.8 to 1.5 mile SE of Parrot Island; its N end is 0.5 mile off Cape Kostromitinof.

(72) Stripe Rock, 2.8 miles S of Parrot Island, is marked

by a prominent white streak which extends along the

entire height of the rock. It is composed of two pinnacles close together, about 35 feet high; the white streak

is on the higher of the two pinnacles. A large bare ledge,

30 feet high, is between Stripe Rock and Parrot Island.

(73) W of Stripe Rock and the large bare ledge, the area

extending to the shore is mostly foul and should be

avoided by vessels.

Routes

(74) Routes, Kazakof Bay.–From E, shape the course

for a position about 0.5 mile S of Cape Kostromitinof.

Head for Parrot Island on a 305° course until the SW

end of the cape is a little forward of the beam. Change to

330° and pass 0.25 mile off the SW end of the cape and

the same distance NE of Parrot Island.

(75) Then steer 359°, with Parrot Island astern, to the

head of the bay. Above Parrot Island, give the shores a

wide berth and avoid the low bare rock about 0.4 mile

from the E shore and about 0.6 mile from the head of

the bay. The anchorage is about 0.4 mile W of this rock

in about 18 fathoms, mud and gravel bottom. The head

of Kazakof Bay separates into two arms. Small vessels

can anchor in 8 to 10 fathoms, either in the broadest

part of the W arm 0.3 mile from its head, or in the entrance to the E arm.

(76) From SW, keep Hog Island open from the NW side

of Whale Island until Stripe Rock is in range with the E

side of Cape Kostromitinof. Then steer 041° for 2.3

Kodiak Island ■ Chapter 5 ■ 243
miles to a position 0.25 mile E of Stripe Rock. Then

steer 006° for 1.1 miles to a position 0.25 mile E of a

bare ledge about 15 feet high. Then steer 333° for 0.9

mile. Then steer 358° for 0.8 mile, keeping Stripe Rock

open W of the bare ledge astern until Parrot Island is

0.5 mile on the starboard beam. From this position a

005° course will lead to the head of the bay.

(77) Afognak Bay, the W tributary to Marmot Bay,

makes into Afognak Island about 3.5 miles. There is secure anchorage off an abandoned cannery at

Rivermouth Point, near the head. (See Routes,

Afognak Bay.) Litnik is an abandoned village on

Afognak River at the head of the bay. The approach

from Marmot Bay is through Eastern Passage, between Hog Island and Big Rock, which are off Afognak

Bay. This approach is endangered by a rock awash,

marked by a buoy, 0.6 mile SE of Big Rock. Foul ground

marked by kelp extends about 350 yards from Hog Island into Eastern Passage, and shoal water extends

about 0.3 mile SSW of Big Rock.

(78) A straight channel, bordered by dangers, leads

from Eastern Passage to the central part of Afognak

Bay. On the NE side of the channel are the Skipwith

Reefs, with shoal water projecting channelward. On the

SW side are Danger Reef, which uncovers about 5 feet.

An unmarked 31⁄4-fathom shoal is 0.9 mile SE of the

reef. A rock, covered 21⁄4 fathoms, is 0.6 mile NW of

Danger Reef.

(79) Hog Island is the prominent mark for approaching

Afognak Bay and also Afognak Strait. It is 0.4 mile long

and has two wooded knolls with a saddle in between.

(80) Hog Island Light (58o00'07"N., 152o41'10"W.), 40

feet (12.2 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark

on the S side of Hog Island.

(81) Big Rock, 1 mile from Hog Island with Eastern

Passage between, is comparatively narrow, irregular,

and 100 yards long in a N and S direction.

(82) Skipwith Reefs, a chain of bare rocks and reefs, extend about 2.5 miles NW from the rock awash in Eastern Passage to Lamb Island. The SW side of the rocks

should be given a berth of over 0.4 mile.

(83) Lamb Island, 0.5 mile long and wooded, is near the

point which marks the outer end of the E shore of

Afognak Bay. The area between the point that marks

the outer end of the E shore of the bay and Lamb Island

is foul and should be avoided.

(84) Alexander Island, 0.8 mile E of Lamb Island, is

grass covered and has a knob about 80 feet high at its N

end. Foul ground surrounds the island and extends 1.2

miles toward Stripe Rock.

(85) Dot Island, small and wooded, is the westernmost

of three small islands close to Posliedni Point, where

Afognak Bay narrows to 0.5 mile. On the W shore opposite Dot Island is a cascade where water can be obtained

by boat.

(86) Graveyard Point marks the outer end of the W

shore of Afognak Bay; Lipsett Point is the next point inside the bay. Aleut Village is on the shore of the bight

between these points.

(87) Village Reefs, partly bare at low water and covered

with kelp, extend over 1 mile E from the shore around

Graveyard Point toward Hog Island. The point of the

reefs is midway between Graveyard Point and Hog Island. SE from the point of the reefs is a detached shoal

with a least found depth of 31⁄2 fathoms. Between this

shoal and the reef extending 650 yards W from Hog Island is a channel 0.5 mile wide. The channel is sometimes used by vessels, with local knowledge, to enter

Afognak Bay from Afognak Strait.

(88) Head Point is 1.4 miles S of Graveyard Point, and

between these points is the former village of Afognak,

whose inhabitants moved to Settler Cove in 1965. The

white church with green roof, 0.3 mile S of Graveyard

Point, is the best mark in the village.

(89) Small vessels can anchor in 5 fathoms near the kelp

on Village Reefs, with the church in Afognak bearing

344° and Head Point in line with Deranof Rock. Little

current will be felt here, but there is exposure to E

winds.

Routes

(90) Routes, Afognak Bay.–From NE, keep Hog Island

open from the NW side of Whale Island, bearing anything W of 250°; this range will lead about 0.3 mile SE

of the rock awash 0.6 mile SE of Big Rock. After Big

Rock appears in range with the E end of Lamb Island,

turn to pass midway between Big Rock and Hog Island,

and steer 315° for the old cannery building at

Rivermouth Point, showing midway between Dot Island and Posliedni Point. Keep this range for about 2

miles until the W end of Lamb Island is abeam. Then

steer 308° for 1.8 miles and pass 400 to 500 yards S of

Dot Island. Keep this course for about 0.3 mile past Dot

Island until 0.25 mile off the cascade on the W shore.

Then steer 353° for 0.8 mile, favoring slightly the W

shore. Anchor near midchannel off the old cannery at

Rivermouth Point in 8 to 10 fathoms. The anchorage is

clear if Winter Island, in the W arm, is given a clearance of 300 yards and Last Point, on the N shore, 400

yards.

(91) From S steer 359°, with Big Rock and the SW end

of Alexander Island on range ahead, to pass E of Hog Island. When the N end of Hog Island is abeam, turn from

the range to pass midway between Big Rock and Hog Island.

244 ■ Chapter 5 ■ Volume 9
(92) Whale Island, at the W end of Marmot Bay, is about

4 miles in diameter. Its S half is a grass-covered mountain, 2,028 feet high, with a narrow light streak down

its E slope. The N side of the island is low, and the lower

parts of the island are generally wooded. Treeless Islet,

rocky and grass covered, is 0.4 mile off the E side of the

N end of the island. Whale Passage and Afognak Strait

are S and N of Whale Island, respectively.

(93) Afognak Strait, between Whale and Afognak Islands, is used mostly by small vessels.

(94) The currents in the strait are only half as strong as

in Whale Passage. The dangers are marked by kelp,

which grows in depths up to about 6 fathoms and shows

at slack water.

(95) If precaution is taken, navigation is not difficult on

a clear day when the marks for the strait can be seen,

and when the summit of Kupreanof Mountain is not

hidden. The range formed by this mountain peak and

Deranof Rock, off Deranof Island, effectively marks the

channel through Afognak Strait, except in the central

part of the strait and just inside the W entrance. In the

central part of the strait the range passes close to the

edge of foul ground making out from the N shore; here

a vessel should guard against going anything N of the

range. Just outside the W entrance, a 21⁄2-fathom depth

on a rock lying 600 yards from the Whale Island shore

is on or a very little N of the range. The channel is just S

of the rock, and here it is necessary to deviate a little S

of the range to avoid the rock; the channel is only 300

yards wide between the 21⁄2-fathom rock and the reef

making out from Chiachi Point; the general depth is 24

feet.

(96) A reef awash is 0.4 mile NNW from Chiachi Point or

400 yards N of Kupreanof Mountain-Deranof Rock

range.

(97) Most of the N half of Afognak Strait is foul. SW of

Head Point the foul ground extends 0.3 mile offshore

and its S edge is near the Kupreanof Mountain-Deranof

Rock range.

(98) Dolphin Point is the NE end of Whale Island. A reef,

partly bare at low water, extends 600 yards from Whale

Island at a point 0.3 mile W of Dolphin Point.

(99) Fox Bay, the bight in Whale Island 1 mile W of Dolphin Point, has in its entrance a reef which uncovers at

low water. A small vessel can anchor in the bay inside

the reef in 4 to 5 fathoms, but the S shore must be given

a berth of 300 yards.

(100) W of Fox Bay the shore of Whale Island is clear to

Chiachi Point, the NW end of the island, from which a

shelving reef makes out about 350 yards in a NW direction.

(101) Temporary anchorage may be had in the channel of

Afognak Strait between Fox Bay and former Afognak

village, in 7 to 8 fathoms, but exposed to the full

strength of the currents and to E and N winds.

(102) A good anchorage in Afognak Strait, but exposed to

E weather, can be had in 5 to 7 fathoms about 400 yards

off a gravel beach on the SE end of Little Raspberry Island. The bottom is sand and gravel and the anchorage

is suitable for large or small vessels. To make this anchorage from the E, hold a 270° course with the S end

of Little Raspberry Island ahead. The end of this island

can be recognized as the N side of the passage N of

Deranof Island. Remain on the bearing 270° on the S

end of Little Raspberry Island in order to avoid foul

ground off Shoal Point and to avoid a rock S of this

course which uncovers 1 foot. This rock is marked by

kelp which tows under at most stages of the tide. If this

course is used coming into this anchorage, or for small

vessels in The Narrows, it is possible to select a good

range for this course, with the S tip of Little Raspberry

Island against the slope of a mountain on Raspberry Island near Last Timber Point.

(103) With E winds, small vessels can anchor in about 4

fathoms about 0.3 mile W of Afognak Point, on the N

side of Afognak Strait; caution is required. When

rounding into the anchorage, pass NE of a reef, bare at

low water, 0.4 mile SW of the point; give the point a

berth of over 300 yards.

(104) Deranof Island, 0.5 mile long, low and wooded, is

the southernmost and largest of the islands at the W

end of Afognak Strait.

(105) Deranof Rock, about 15 feet high, is nearly 200

yards S of the island. Broken ground with a least depth

of 21⁄2 fathoms is 0.4 mile E of the island and 074° from

Deranof Rock.

Tides, Afognak Strait

(106) High and low water occur about 1⁄2 hour later than

at Kodiak. The diurnal range of tide is about 10 feet.

Tidal currents

(107) The tidal currents in Afognak Strait set W on the

flood and E on the ebb. The estimated velocity is 2 to 5

knots at strength, depending on the range of the tide.

During the flood there is a strong set into Raspberry

Strait; this should be kept in mind when in the W end of

Afognak Strait.

Routes

(108) Routes, Afognak Strait.–From E in Marmot Bay,

keep Hog Island open from the NW side of Whale Island, bearing anything W of 250°; and pass 0.25 mile or

more S of Hog Island and 0.5 mile N of Dolphin Point.

(109) Passing 0.5 mile NW of Dolphin Point, steer for

Deranof Rock in range with the summit of Kupreanof

Mountain; or if the mountain is obscured, steer for

Kodiak Island ■ Chapter 5 ■ 245
Deranof Rock with the S end of Hog Island astern,

course 253°. Off Head Point and for 0.8 mile to the W,

go nothing N of the range. When approaching the W

end of the strait, keep a little S of the range to avoid the

rock with 21⁄2 fathoms over it; but give the shore of

Whale Island a berth of over 300 yards; on the flood,

guard against a N set toward Raspberry Strait.

(110) When the E one of the two highest peaks on the S

side of Whale Passage opens W of Whale Island, bearing

184°, steer 238° and pass 0.25 mile SE of Deranof

Rock. Continue the course 0.8 mile past the rock, and

then steer 286° with the summit of Whale Island

astern. This course made good will lead through

Kupreanof Strait, passing 0.4 to 0.5 mile S of Gori

Point, 0.9 mile N of Outlet Cape, and 0.5 mile S of

Malina Point.

(111) Raspberry Strait is described later in this chapter.

(112) Raspberry Island, extending from Shelikof Strait

to Afognak Strait, is about 15 miles long in a NW and

SE direction, and averages about 5 miles wide. On the

NE side it is separated from Afognak Island by Raspberry Strait, and Kupreanof Strait borders its SW side.

This island is rugged and mountainous with elevations

up to 2,350 feet. Most of the shores are bold and precipitous except where numerous valleys meet the shore.

The island is grass-covered except along the Shelikof

Strait side, where it is for the most part bare sheer

cliffs, and along the SE half of Raspberry Strait where

the island is heavily covered with spruce.

(113) The description of features along the various

shores of this island is given in connection with the information pertaining to Kupreanof, Raspberry, and

Shelikof Straits.

(114) Whale Passage, S of Whale Island, joins Kupreanof

Strait to form a part of the main route between Kodiak

and Shelikof Strait. Strong tidal currents occur in

Whale Passage. Eddies may cause vessels to veer toward

danger. The S shore of Whale Passage is foul with rocks

and kelp; the N shore is generally clear of obstructions.

The islands bordering both sides of Kupreanof Strait

are grass covered and mountainous, especially the N

shore which rises abruptly. The timber extends W along

the shore to Last Timber Point and Dry Spruce Island,

where it terminates except for scattered clumps. Navigation in the daytime is not difficult when the current

is not too strong; however, careful attention to steering

is required under any condition.

(115) Ilkognak Rock Light (57°54'49"N., 152°47'02"W.),

18 feet (5.5 m) above the water, is shown from a pile,

with a red and white diamond-shaped daymark in the

middle of the E entrance to Whale Passage. Broken

ground, covered 31⁄2 fathoms, is 0.3 mile E of the light,

and a rock, covered 23⁄4 fathoms, is 0.1 mile W of the

light. Broken ground, covered 31⁄2 fathoms, is 0.2 mile

NE of the light. A strong ebb current, heavy swirls, and

upwelling occur in the wake of this broken ground, and

dangerous tide rips prevail at such times with NE gales.

A rock, marked by a buoy, is about 0.4 mile N of the

light. A rock pile, marked by a daybeacon, 0.1 mile off

Whale Island and 0.8 mile NW of the light, uncovers

about 3 feet. A rock, covered 17 feet, is 0.3 mile off

Whale Island and 0.9 mile NW of the light; heavy swirls

and eddies occur in this area.

(116) Shag Rocks, 0.4 mile SW of Ilkognak Rock Light 1,

uncovers about 2 to 3 feet.

(117) Koniuji Island, marked by a light, 0.3 mile from

the S side of Whale Passage and 2 miles NW of Ilkognak

Rock Light 1, is 40 feet high and grass covered. Kelp extends 0.2 mile W from the island. Koniuji Island should

be given a good berth on the N side as the current sets

toward it at times.

(118) Kupreanof Strait, 1.8 to 3 miles wide, is clear in

midchannel but several shoal spots must be avoided.

(119) Chernof Point, on the S shore of Kupreanof Strait,

5.3 miles W of Ilkognak Rock Light 1, is low and

wooded but prominent. A ledge of rock about 150 feet

long and 50 feet wide, 0.5 mile W of the point and 0.2

mile offshore, uncovers about 5 feet; it is marked by

heavy kelp. Ostrovka Point, 2 miles W of Chernof

Point, is low and wooded; a high grassy islet is close-to.

(120) Broken ground, covered 41⁄2 to 10 fathoms, extends

4.5 miles NW from Chernof Point up to 0.8 mile off

Ostrovka Point and Dry Spruce Island.

(121) Last Timber Point Light 6 (57°58'40"N.,

152°59'01"W.), 35 feet (10.7 m) above the water, is

shown from a small house with a triangular red

daymark on the point on the N side of Kupreanof Strait,

7.4 miles NW of Ilkognak Rock Light 1. Thomas Rock,

1.5 miles SE of Last Timber Point Light 6, is awash at

low water; a patch, covered 6 fathoms, is 0.3 mile SW of

the rock.

(122) Gori Point, 2.5 miles W of Last Timber Point Light

6, is the base of an abrupt sloping ridge with its summits close to the shore.

(123) Kupreanof Mountain, on Kupreanof Peninsula 10

miles W of Ilkognak Rock Light 1, is 2,440 feet high and

consists of prominent broken gray rock.

(124) Dry Spruce Island, on the S side of Kupreanof

Strait 8.5 miles W of Ilkognak Rock Light 1, is 225 feet

high and wooded. Dry Spruce Island Rock Light 7

(57°57'53"N., 153°04'11"W.), 30 feet (9.1 m) above the

water, is shown from a tower with a square green

daymark off the NW end of the island on a ledge which

uncovers about 6 feet. Two grassy islets and a pinnacle

rock are off the N side of the W end of the island.

246 ■ Chapter 5 ■ Volume 9
(125) A small wooded island and shoals, dry at low water,

are between Dry Spruce Island and Drying Point, the

end of the mainland on the N side of Dry Spruce Bay.

(126) Bare Island, just W of Dry Spruce Island, is partly

wooded on its E half. Dry Spruce Bay Entrance Light

(57°57'20"N., 153°06'12"W.), 76 feet (23.3 m) above the

water, is shown from a skeleton tower with a red and

white diamond-shaped daymark on a small grassy island 0.4 mile W of Bare Island.

(127) A rock, covered 21⁄2 fathoms is marked by a buoy

about 3.3 miles NW of the entrance to Dry Spruce Bay.

Anchorages

(128) Temporary anchorage can be had in the bight on

the N side of Whale Passage if stopped by too strong a

flood current in the passage E. There is an eddy current

in the bight, and care should be taken to get in far

enough to ride to the eddy alone. A good place is in 8

fathoms, 300 yards from Whale Island, with Koniuji Island bearing about 238°.

(129) A better anchorage can be had 0.3 to 0.4 mile off the

W side of Whale Island, in 8 to 10 fathoms. This is convenient to either Whale Passage or Afognak Strait, and

is well out of the current; the anchorage is exposed to W

winds.

(130) Anchorage may be had in places near the shore of

Kupreanof Peninsula, but the only secure harbor is Dry

Spruce Bay.

Tides and currents

(131) Passage through Whale Passage at times of maximum current should be avoided. Floating aids to navigation may be dragged under or off station during these

periods; mariners are urged to exercise particular caution. The tidal currents in Whale Passage set NW on the

flood and SE on the ebb. During large tides, the currents are very strong with boils and swirls. The current

velocity is about 4.5 knots. (See the Tidal Current Tables for predictions.) In summer 1981, slack water was

observed to occur from 1 to 2 hours later than predicted.

(132) The tidal currents at Kupreanof Strait have an estimated velocity of 2 to 3 knots during large tides. At the

W end of Kupreanof Strait near Onion Bay, high and

low water occur about the same time as at Seldovia.

The diurnal range is 14.4 feet. The tides meet in the

strait a little W of Dry Spruce Island.

Routes

(133) Enter Whale Passage on a 262° course from

Kizhuyak Bay, passing S of the buoy off Yuzhni Point

and 0.25 mile N of Ilkognak Rock Light 1. When

Ilkognak Rock Light 1 bears 118°, 0.5 mile, and Inner

Point bears 180°, change course to 298°. Gori Point

open a little S of the S end of Koniuji Island heads S of

the 21⁄2-fathom rock. When Uzkosti Point bears 023°,

0.3 mile, change course to 317° until 0.3 mile N of

Koniuji Island, then change to course 292° until 0.4

mile off Gori Point where a 286° course will lead into

Shelikof Strait, passing 0.5 mile S of Malina Point Light

8. This route passes 0.5 mile N of a buoyed 21⁄2-fathom

shoal, 3.9 miles W of Gori Point.

(134) Some of the courses are at an angle with the axis of

the current; natural ranges should be used to aid in

maintaining the courses.

(135) Dry Spruce Bay, on the N side of Kodiak Island and

on the S side of Kupreanof Strait, may be entered on either side of Bare Island.

(136) Approaching Dry Spruce Bay from E, give Dry

Spruce Island a berth of 0.8 mile and steer for the W

end of Bare Island on any bearing S of 226° until past

Dry Spruce Island Rock Light 7; then haul E and pass

midway between Dry Spruce and Bare Islands, course

about 139°. This route is contracted to about 400 yards

by a low water rock about 200 yards from shore inside

the W end of Dry Spruce Island. Shoal water extends

from the E end of Bare Island.

(137) In approaching Dry Spruce Bay W of Bare Island,

care is necessary to avoid the foul ground extending

over 0.2 mile from the S shore of Kupreanof Strait, 1.8

miles W of Bare Island.

(138) Port Bailey cannery and wharf are on the S shore of

Dry Spruce Bay. The cannery is operated by Columbia-Wards Fisheries and manned from about mid-May

through August. The cannery’s VHF-FM radio has call

sign, KJD-83; the single sideband (SSB) radio has call

sign, KWC-56. The cannery uses 2450 kHz SSB and

VHF-FM channel 79A as working frequencies. During

the open season, the services of a nurse are available

and water can be had at the wharf. The cannery has a

machine shop and a store; emergency supplies of diesel

fuel and gasoline are usually available. The 150-foot-long

wharf has depths of 27 feet alongside. Unlighted mooring dolphins are along the shore SE of the cannery.

(139) Air service is available to and from Kodiak once a

week during the off season and daily except Sunday

during the open season.

(140) The best anchorage for large vessels is about 0.5

mile E of Bare Island and 0.4 mile off the cove in Dry

Spruce Island, in 16 to 19 fathoms. A small vessel can

anchor in the middle of the entrance to this cove in

about 6 fathoms taking care to keep clear of the flat,

that extends 250 yards from its NE side, and the

unlighted mooring dolphins across the entrance to the

cove. With strong SW winds, some williwaws are felt

from Kupreanof Mountain. A midbay rock awash is 0.8

mile from the head of Dry Spruce Bay.

Kodiak Island ■ Chapter 5 ■ 247
Pilotage, Port Bailey

(141) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(142) The Kodiak Island area is served by the Southwest

Alaska Pilots Association. (See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and

other details.)

(143) Vessels en route to Port Bailey can contact the pilot

boat by calling “PORT BAILEY PILOT BOAT” on

VHF-FM channel 16 or on a prearranged frequency between pilot and agent/vessel.

(144) Outlet Cape is the W end of Kupreanof Peninsula,

included between Kupreanof Strait and Viekoda Bay.

The cape has a steep slope to a peak 1,607 feet high, E of

which is a low divide. Laida Rocks are a cluster of bare

rocks 350 yards off the NW end of the cape.

(145) Viekoda Bay is described later in this chapter.

(146) Onion Bay makes into Raspberry Island about 2

miles, and from its head a low divide extends through

to Shelikof Strait. The entrance is narrow, and just inside, the bay is blocked by shoals partly bare at low water, between which are narrow channels suitable only

for small craft. The tidal currents have an estimated velocity of 3 to 5 knots in the entrance. Temporary anchorage can be had 0.4 to 0.5 mile off the entrance in 10

to 15 fathoms.

(147) Malina Point Light (58°02'19"N., 153°21'58"W.), 80

feet (24.4 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark at

the S end of the mountainous headland on the SW part

of Raspberry Island. The point itself is projecting and

prominent. It has a grass-covered knoll at its end, with

a low neck behind it, and then a steep slope to 1,570

feet.

(148) During NE weather, small craft can find excellent

protection behind Malina Point.

(149) Raspberry Cape, at the W end of the mountainous

headland on the SW part of Raspberry Island, is steep

and high and has areas of bare rock. There are some

bare rocks in the water close to the foot of the cape.

Local magnetic disturbance

(150) Differences of as much as 3° from normal variation

have been observed in Kupreanof Strait about 0.4 mile

S of Raspberry Cape.

(151) Kizhuyak Bay is the continuation of Marmot Bay,

and from Whale Island and Kizhuyak Point it extends S

for about 14 miles into Kodiak Island. The outer bay is

exposed to NE weather, and only at or near the head is

protection afforded from seas sweeping in from Marmot Bay. A landlocked anchorage for small vessels is

available in Anton Larsen Bay, but local knowledge is

required to navigate its narrow entrance channel.

Sharatin Bay, another arm, is exposed to seas from the

NE.

(152) A midchannel course in Kizhuyak Bay is clear of

known dangers; however, a bank of 6 to 9 fathoms, irregular in outline and rocky in places, extends across

the bay, 2 to 3 miles S of Peregrebni Point. A somewhat

similar bottom exists between opposite shores in the

locality of the islet, 2.5 miles from the head. A small

rock and a rock awash are 300 yards W of the islet.

(153) Peregrebni Point, on the W side of Kizhuyak Bay, is

on a wooded peninsula that is backed by Settler Cove.

The bottom of the cove, favoring the W shore, is sandy,

and rises gradually from a depth of about 2 fathoms just

inside the entrance to the mudflats at the head of the

cove.

(154) Port Lions is the name given in 1965 to a settlement near the head of Settler Cove, created when all

the inhabitants of Afognak moved in and declared it

their new home. A good small-craft anchorage is 0.5

mile NE of the village. A breakwater forms a small-boat

harbor about 0.5 mile NE of Port Lions. A light is on the

E end of the breakwater, and a daybeacon marks the E

side of the harbor entrance. In June 2005, the controlling depth was 14 feet in the approach and harbor entrance, thence depths of 10 to 13 feet were along the S

and W piers with 14 feet along the center and N piers.

The small-boat harbor has moorage for about 80 vessels.

(155) Port Wakefield is at the head of Port Wakefield, a

cove on the W side of Kizhuyak Bay about 0.7 mile SW

of Peregrebni Point. A reported shoal, marked by a

lighted buoy, is off the entrance to Port Wakefield. A

causeway across the shallow head of Settler Cove connects Port Wakefield with Port Lions. A City Dock extends 200 feet (61 m) from shore on the E side of the

cove. The outer face is 250 feet (76 m); 24 feet (7.3 m)

reported alongside; deck height, 10 feet (3.1 m); used

for receipt of conventional general cargo and petroleum products; and landing for passenger- and vehicular ferry.

Pilotage, Port Wakefield

(156) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(157) The Kodiak Island area is served by the Southwest

Alaska Pilots Association. (See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and

other details.)

(158) Vessels en route to Port Wakefield can contact the

pilot boat by calling “PORT WAKEFIELD PILOT BOAT”

on VHF-FM channel 16 or on a prearranged frequency

between pilot and agent/vessel.

248 ■ Chapter 5 ■ Volume 9
(159) At Peregrebni Point the bay narrows to a width of

1.5 miles. The W shore from 1.2 to 4.5 miles S of

Peregrebni Point is foul; a rock awash is 2.3 miles S of

the point and 0.4 mile from the W shore.

(160) A flat extends 0.5 mile from the head of Kizhuyak

Bay, where there is a large valley. Vessels may anchor

off this flat in 19 fathoms, mud bottom; the depths are

regular and there is ample room.

(161) Kekur Point marks the N end of the E shore of the

narrow part of Kizhuyak Bay. A rocky patch of 6 fathoms and probably less depth, is 0.9 mile 032° from

Kekur Point.

(162) Between Kekur Point and Kizhuyak Point, the W

shore of the outer bay is indented by Sharatin Bay and

Anton Larsen Bay. The waters along the intervening

shore between the two bays, from Three Pillar Point to

Crag Point, have several submerged rocks about 0.3 to

0.4 mile from that shore; and a patch of broken ground,

with a depth of 9 fathoms, is 1 mile offshore in

Kizhuyak Bay. Off Anton Larsen Bay is a kelp patch with

a depth of only 3 feet, 0.9 mile 006° from Crag Point.

(163) Sharatin Bay, E of Kekur Point, has a small

grass-covered islet near the center of the bay. A rock,

covered 3 feet, is 400 yards N of the islet. A rock, that

uncovers 9 feet, is 300 yards off the projecting point of

the bay shore W of the islet. A rock, covered 6 feet, is

about 0.5 mile NNW of Three Pillar Point. A tide flat extends 0.8 mile from the head of the bay.

(164) Anton Larsen Bay, between the point 0.9 mile S of

Kizhuyak Point and Crag Point, has its entrance nearly

blocked by islands; and only small craft can enter. A

rock, covered 3 feet and marked by kelp, is about 0.5

mile N of the outer entrance island N of Crag Point. A

reef, bare at minus tides, lies 260 yards 045° from Crag

Point. The passage into the bay E of Crag Point and the

two passages at the N entrance are very narrow.

(165) The northernmost passage into Anton Larsen Bay

was used by a survey tender, 77 feet long and drawing

61⁄2 feet. The entrance to this passage is between the

northernmost island in the bay entrance and the N

point of the bay. About 0.3 mile inside this entrance and

about 130 yards from the mainland is a large rocky

patch, part of which uncovers. The channel is S of this

rocky patch. At the narrowest part of this passage is a

small, narrow islet which hugs and parallels the mainland. The survey indicates that the channel borders

close along the outer side of the narrow islet and makes

a slight turn around the W end of the islet. Opposite the

Kodiak Island ■ Chapter 5 ■ 249
W end of the islet, the SW side of the channel is bordered by rocks. Extreme caution and local knowledge

are necessary.

(166) Anton Larsen Bay has a 3-mile stretch of water

about 0.5 mile wide, extending in a S direction from the

N entrance passage. A rock, awash at high tide, is in the

middle of this stretch, about 1 mile from the entrance

passage. The channel is between the rock and the shore

W of it. A vessel may anchor about 0.3 mile S of the rock

in about 15 fathoms.

(167) A road runs from the W side of Anton Larsen Bay to

Kodiak. It is closed during the winter.

(168) Kizhuyak Point marks the outer end of the E side of

Kizhuyak Bay. A 21⁄4-fathom depth in a kelp patch is

about 0.8 mile 210° from Kizhuyak Point.

(169) The broad point 0.8 mile NE of Kizhuyak Point is

partly wooded and terminates in white cliffs in places. A

rock, which uncovers about 4 feet, is 400 yards N from

this point. Shoal water extends 300 yards N of the rock.

(170) Between the broad point and Shakmanof Point is

Shakmanof Cove. A rock, covered 3 feet, is near the

center of this cove.

(171) Shakmanof Point, on the S side of Marmot Bay

about 2 miles W of the entrance to Narrow Strait, is

prominent and heavily wooded. Some rocks awash are

close to the point, and it should be given a berth of over

300 yards.

(172) Shakmanof Point Light (57°55'31"N., 152°35'16"W.),

60 feet (18.3 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark.

(173) Low Island Anchorage, the cove between

Shakmanof Point and Low Island, affords anchorage in

suitable depths but it is exposed to N weather. N winds

in this locality are infrequent.

(174) Three Brothers, 1.2 miles E of Shakmanof Point, is

a kelp-marked reef 600 yards long and steep-to on its W

side. Parts of the reef uncover about 2 feet. Near its SW

end are two rocks which uncover about 4 feet, and at its

NE end is a rock which uncovers about 3 feet. A light is

on the southwesternmost rock. Kelp extends about 250

yards S of the light toward Low Island.

(175) Low Island, in the middle of the bight on the S

shore of Marmot Bay between Shakmanof Point and

the W entrance to Narrow Strait, is grass covered, and

about 40 feet high at its S end. Most of the island is

wooded.

(176) Vessels cross the 7-fathom bank or bar about 0.3

mile NNE of Low Island, bound to or from Narrow

Strait. A range consisting of Prokoda Island Light just

open on the nearly vertical bluffs of Ouzinkie Point

leads between a red buoy marking a submerged rock on

the N side of the crossing and a green buoy marking a

31⁄2-fathom shoal on the S side of the crossing. A wire

drag examination along the range reveals a clear depth

of 30 feet. It is required, however, that no deviation

from the range be made. The submerged rock is 800

yards from Low Island and has less than 14 feet over it.

The 31⁄2-fathom shoal is at the end of a reef extending N

from Low Island. These dangers are marked by kelp.

(177) The passage S of Low Island is blocked by shoals

that bare at low tide.

(178) Narrow Strait and Ouzinkie Narrows are described

later in this chapter.

(179) Spruce Island, on the S side of Marmot Bay, is

about 6 miles long in an E and W direction. The island

is rugged, with Mount Herman, 1,595 feet high 2 miles

W of East Cape. The lower elevations are in general

heavily wooded, with a low wooded area 0.8 to 1 mile

wide extending between the E shore of the island and

the base of Mount Herman. Grass is quite pronounced

on the higher slopes of Spruce Island. The higher summits are barren. The waters adjacent to the N and E

shores of the island have not been completely surveyed.

(180) About 1 mile off the W shore of Spruce Island and

approximately on a line between Three Brothers and

Wooded Island are two dangers: a kelp-marked shoal

with a depth of 2 fathoms is about 1 mile from Three

Brothers, and a rocky islet, 24 feet high, is 0.9 mile

from Wooded Island.

(181) Reefs extend 600 yards off the W shore of Spruce Island, 0.8 mile N of Ouzinkie Point, described later in

this chapter.

(182) Wooded Island, 174 feet high, is 300 yards off

Zapadni Point, the promontory on the W side of Spruce

Island. It is heavily wooded. A fair anchorage protected

from E winds can be had just to the S of the island. A

3-fathom shoal is 700 yards 098° from the SW end of

Wooded Island.

(183) The Triplets, 2 miles W of North Cape, are a chain

of three high, grassy islets extending 1 mile in a general

N and S direction. The northernmost islet, 275-foot

Taliudek Island, is the highest of the group.

(184) North Cape, the N headland of Spruce Island, is a

wooded knob 551 feet high. Rocky islets and rocks

awash at various stages of the tide fringe the N side of

the cape within 400 yards of the shore. A shoal of 21⁄4

fathoms is 0.4 mile off the E point of the cape.

(185) Island Bay, just S of North Cape and opening to the

E, has not been surveyed. It affords fair anchorage for

medium-size craft from W wind. If small craft use the

head of the bay, care should be taken to pass N of a rock

awash at low water about 0.3 mile from the head.

(186) Knee Bay is the outer portion of the indentation in

the N shore of Spruce Island about 2 miles S of North

Cape. Balika Cove, narrow and about 1 mile long, is the

continuation of Knee Bay. The bay and cove have not

been surveyed. The first enclosure of Balika Cove affords

250 ■ Chapter 5 ■ Volume 9
excellent shelter for small craft, but can be entered

only at high tide because of a ledge at the entrance to

the cove.

(187) The N shore of Spruce Island between Knee Bay

and East Cape is bordered by rocky islets and rocks

awash at various stages of the tide. Some of these are

over 0.3 mile offshore.

(188) East Cape, the NE end of Spruce Island, is a wooded

flat extending about 0.8 mile inland to the base of

Mount Herman. A group of bare rocks is within 300

yards E of the cape. Banks with depths partly under 10

fathoms extend nearly 2 miles NE of the cape.

(189) A rock awash at low water is about 0.5 mile S of the

point of East Cape and 400 yards from the E shore of

Spruce Island.

(190) Two wooded islands, forming Ostrof Point, about 1

mile S of East Cape, are surrounded and connected to

the E shore of Spruce Island by a reef. The outer part of

this reef terminates in a rock, which uncovers about 2

feet, 300 yards E of the outer island. Rocks awash at low

tide are 0.3 mile NE of the outer island. A rock, which

uncovers about 4 feet, is 250 yards S of the outer island.

(191) Icon Bay is the small indentation in the E shore of

Spruce Island halfway between East Cape and South

Point. This bay, as well as the adjoining small bays to

the S, has not been surveyed. Shoaling to 11⁄2 fathoms is

in the middle of the bay. It is reported that a medium-sized craft may find temporary anchorage in W

weather. A rock awash baring near low water, is 300

yards from the head and 150 yards from the N shore of

Icon Bay.

(192) Narrow Strait, between Spruce and Kodiak Islands,

is used by vessels bound from Kodiak to Shelikof Strait.

It has a clear width of 1 mile at its E end, while at its W

end the channel is 100 to 300 yards wide with a least

depth of about 7 fathoms. With E gales a heavy swell

sets into the strait, but this generally loses much of its

force toward the W end.

(193) Ouzinkie Narrows, the narrow passage of Narrow

Strait in the vicinity of Otmeloi Point and Prokoda Island, is described later in this chapter.

(194) The W approach to Narrow Strait is S of Three

Brothers and across the buoyed 7-fathom bank 0.3 mile

NNE of Low Island.

(195) The best anchorage in Narrow Strait is in the middle of Ouzinkie Harbor between Prokoda Island and

Ouzinkie, in 18 to 20 fathoms, somewhat exposed to an

E swell. A small vessel and small craft can anchor at the

head of Ouzinkie Harbor near Ouzinkie, slightly favoring the W side, in 5 to 10 fathoms.

(196) South Point, the E end of Spruce Island, is marked

by a high black rocky islet about 600 yards off the point.

This rocky islet is 65 feet high; several lower ones are

just to the S and W thereof.

(197) Two islands are on the N side of Narrow Strait. Eider Island, the E one, is very uneven and grassy on top.

A small low rocky islet is 400 yards E of the E island,

and a rock awash at low water is 200 yards S of the E island. Nelson Island, the W one of the two islands, is

higher and wooded. A group of rocks, which uncover 5

feet, is 350 yards S of Nelson Island and similar rocks

are 0.3 to 0.4 mile W of the island.

(198) The passages leading to the cove back of Nelson Island are mainly foul or composed of broken bottom.

They should be avoided by vessels of any size, except

perhaps by small craft with local knowledge.

(199) Sunny Cove, the bight on the N shore of Narrow

Strait, 2.3 miles NW of South Point, affords anchorage

for small craft in 3 to 4 fathoms, sand bottom. A ledge

covered 11⁄2 fathoms is 0.3 mile S from the W point of

the entrance to Sunny Cove. Two bare rocks are off the

middle of the entrance. A rock awash is 90 yards NW

from the E point of the entrance. In entering, the W

shore of Sunny Cove should be favored.

(200) A rocky patch, covered 23⁄4 fathoms and marked by

kelp, is 0.3 mile from the N shore of Narrow Strait just

SE of Black Point.

(201) Prokoda Island, in the middle near the W end of

the strait, is 114 feet high and partly wooded. An islet is

100 yards off its NE end, and kelp extends 100 yards off

the islet and the SE side of the island.

(202) Prokoda Island Light 2 (57°54'38"N., 152°30'23"W.),

40 feet (12.2 m) above the water, is shown from a small

house with a red triangular daymark on the SW point of

the island. The light is a guide for navigating the passage S of the island.

(203) The channel N and W of Prokoda Island is 300 yards

wide and clear, but the turns are sharp and difficult to

make when the current is running.

(204) Ouzinkie is a small native village at the head of the

cove in Spruce Island N of Prokoda Island. The most

conspicuous features in the town are the warehouse

close to the near shore of the cove, the Russian Orthodox Church spire, and the boardwalk which runs

around the N side of the cove. Fishing is the principal

industry in Ouzinkie.

(205) An L-shaped pier, connected to land at both ends, is

on the W side of the cove and can handle vessels up to

120 feet long and drawing about 15 feet. A grid of

sawed-off pilings is along the E side of this pier; the grid

is considered hazardous because of the steel spikes protruding upward from the piles. A foul area is about 100

feet SW of this pier. A cannery and pier were built over

the water on the E side of the cove. The pier can accommodate vessels 80 feet long and drawing 12 feet. A rock,

covered 6 feet, is 400 feet SSE of the S corner of the

pier; the rock is usually marked with a fishing float. A

breakwater, marked by a light, is S of the rock. Fuel is

Kodiak Island ■ Chapter 5 ■ 251
available on the W pier. There is scheduled air service

between Ouzinkie and points on Kodiak Island. Radiotelephone and radiotelegraph communications are

maintained.

(206) In entering Ouzinkie from the E, care should be

taken to avoid the reef that extends some distance off

the SE shore of Prokoda Island. A small general store is

in the warehouse at Ouzinkie.

(207) Ouzinkie Point, SW end of Spruce Island, is the

point on the N side of the W entrance to Narrow Strait.

At the point are cliffs above which a wooded slope rises

steeply to a knoll about 110 feet high. The knoll is connected with the land back of it by a low, narrow,

grass-covered neck.

(208) Kelp is close to Ouzinkie Point and the point

should be given a berth of about 125 yards.

(209) Entrance Point, on the S side at the W entrance of

Narrow Strait, is grassy with some scattered trees, and

a rock 12 feet high is 100 yards off its E side. A

kelp-marked shoal, with 7 to 12 feet over it, extends 250

yards N from Entrance Point. A rocky ledge, covered 7

feet and marked at the outer end by a buoy, extends

about 325 yards NNE of the point.

(210) Neva Cove, between Entrance Point and Otmeloi

Point, provides good anchorage for medium-size craft

from all winds except NW, in 13 fathoms, soft bottom.

(211) Mariners using Ouzinkie Narrows, the narrow passage of Narrow Strait in the vicinity of Otmeloi Point

and Prokoda Island, should be careful because the currents will set a vessel into danger rapidly. Depths of 5

fathoms or less extend 200 yards SE of Prokoda Island,

and depths of 4 fathoms or less extend 200 yards N from

the small mainland point 0.5 mile E from Otmeloi

Point. Between these areas are depths of over 10 fathoms for a width of 150 yards. The best route through

Ouzinkie Narrows from the E is midway between the

SE point of Prokoda Island and the small mainland

point to the SE, thence proceed at midchannel until

abreast of Prokoda Island Light 2. From abreast the

light to abreast of Ouzinkie Point, the route is practically a straight course that passes between Otmeloi

Point and a rock which uncovers about 6 feet. The rock,

marked by a daybeacon, is about 275 yards N of Otmeloi

Point. The channel between the rock and a shelving

spit with kelp that extends 125 yards from Otmeloi

Point has a depth of 7 fathoms, and is about 100 yards

wide. Vessels usually pass about 80 yards S of the

daybeacon to avoid the shelving spit. Mariners should

favor the N half of the passage between Entrance Point

and Ouzinkie Point, so to pass clear of a 2-fathom ledge

which extends 350 yards N of Entrance Point. The ledge

is marked by a buoy.

(212) Course Point, on the S shore of Narrow Strait,

about 2 miles E of Otmeloi Point, is prominent and is

marked by a small rocky, grass-covered islet, 150 yards

from shore.

(213) A pinnacle rock, 70 feet high, is near the S shore of

Narrow Strait about 0.9 mile SSE of Course Point. The

cove SE of the pinnacle is foul except for a small area in

the center. A 41⁄4-fathom shoal is 400 yards from the S

shore near Azimuth Point

(214) Termination Point is the E limit of the S shore of

Narrow Strait. Foul ground extends nearly 0.5 mile N

of the point.

(215) Monashka Bay, just E of Termination Point, is clear

inside except within 0.3 mile of the shore. Anchorage

may be found near the SE part of the head of the bay,

but there is full exposure to NE weather.

(216) Miller Point, on the E side of Monashka Bay entrance, is partly wooded and terminates in a rocky bluff.

High, bare rocks extend more than 200 yards off the

point, and rocks baring at various stages of the tide are

outside of them. The outermost rock uncovers 9 feet

and is 0.6 mile 040° from Miller Point. The range, consisting of the NE end of Long Island open N of the outer

Hanin Rocks, clears the rocks off Miller Point.

(217) Tidal currents in Narrow Strait are weak except in

the W entrance where the velocity is about 1.5 knots.

The times of the slacks and strengths may be obtained

from the Tidal Current Tables.

Charts 16594, 16593, 16595

(218) Chiniak Bay, a 13-mile-wide indentation in the NE

coast of Kodiak Island between Spruce Cape and Cape

Chiniak, is the approach to the important commercial

port of Kodiak on the N side and a Coast Guard base in

Womens Bay on the W side.

(219) Spruce Cape, the NW point of Chiniak Bay and

marked by a light, is a low bluff, grass covered on top

and backed by woods. Bare rocks and foul ground extend 0.6 mile N from the cape to Hanin Rocks which

are two rocks about 30 feet high with an extensive surrounding ledge. Hanin Rock Light (57°50'05"N.,

152°18'52"W.), 43 feet (13.1 m) above the water, is

shown from a skeleton tower on the SW rock. A reef,

mostly bare at low water, extends 250 yards N of Hanin

Rocks.

(220) Williams Reef, 5 miles E from Spruce Cape, is the

outermost danger in the NE approach to Chiniak Bay.

The reef consists of two rocks, 100 yards apart, that uncover at lowest tides; deep water is close-to and breakers generally occur, except near high water with a

smooth sea. A lighted whistle buoy is NE of Williams

Reef.

(221) A small patch, covered 31⁄4 fathoms, is 1.7 miles 285°

from Williams Reef.

252 ■ Chapter 5 ■ Volume 9
(222) Hutchinson Reef, 0.8 mile NE of Spruce Cape, is

0.4 mile in extent with a least depth of 13⁄4 fathoms. A

large kelp patch is between the reef and Hanin Rocks. A

lighted whistle buoy, 0.4 mile NE of Hutchinson Reef,

marks the W side of the N approach to Kodiak.

(223) Broken ground, 0.9 mile E of Spruce Cape, is covered 41⁄4 fathoms and marked by a lighted whistle buoy.

(224) On the W side of the channel, 0.4 to 1 mile S of

Spruce Cape, are two bare reefs; the outer edges are

about 600 yards from shore. The E edge of the S reef is

marked by a lighted buoy. Channel Rock, on the S reef,

is black, 7 feet high, amid extensive ledges. Kelp surrounds the reefs and extends SSW of Channel Rock,

gradually trending toward the shore and joining the

shore kelp. Deep water extends close to the edge of the

kelp at 150 yards off Channel Rock.

(225) A rock, covered 11⁄2 fathoms, is 0.9 mile SE from

Spruce Cape; it is marked by a lighted whistle buoy.

(226) Woody Island, 2 miles S of Spruce Cape, is about

200 feet high and heavily wooded except for a high

grass-covered bench at the S end and a small area back

of Icehouse Point. Some buildings are conspicuous

from W of the point. Just N of Icehouse Point is a

200-foot finger pier with two floats; depths alongside

range from 6 to 9 feet. Ruins of an old concrete pier are

75 yards NE of the present pier; caution is necessary. An

aero radiobeacon is on the SE side of the island.

(227) Anchorage is prohibited in the area between Woody

Island and the Kodiak shore as shown on chart 16595.

(228) Foul ground extends 1.3 miles N from the NE side

of Woody Island. A shoal, covered 33⁄4 fathoms, is 1.5

miles 092° from Woody Island Light.

(229) There are three large white buildings back of

Shahafka Cove on the N shore across the channel from

Woody Island.

(230) Woody Island Light (57°47'46"N., 152°20'19"W.),

50 feet (15. 2 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark at the top of the bluff on the W side of the N

point of the island. The light marks the E side of the

passage between Woody Island and the mainland. The

outer limits of foul ground and kelp surrounding the N

part of Woody Island are 0.4 mile W and 0.6 mile NNE

from the light.

(231) A kelp patch of a 4-fathom shoal, marked by a buoy,

is 0.35 mile 255° from Woody Island Light. Another

kelp patch of a 4-fathom shoal, marked by a lighted bell

buoy, is 0.7 mile 265° from the light. The recommended channel is between these shoals.

(232) The group of islands W of Woody Island is surrounded by foul ground. Bird Islet, the easternmost of

the group, is 68 feet high, small, and grass topped; foul

ground and kelp extends 550 yards N and 350 yards S of

the islet. A 21⁄4-fathom spot is about 550 yards SSW

from the southernmost extremity of Bird Islet. Holiday

Island, W of Bird Islet, is 131 feet high and wooded on

its N half. Near Island, the largest of the group, is 202

feet high and grass covered.

(233) The area between the N side of Near Island and the

Kodiak shore is shoal and mostly foul, except for the

200-foot-wide dredged channel at the E approach to

Kodiak. Cyane Rock, 350 yards NE of Near Island, is

awash at lowest tides; a lighted bell buoy marks the

rock. The NE entrance to the dredged channel is between the buoy marking Cyane Rock and the foul

ground which extends nearly 200 yards from the bight

NW of the rock.

(234) Long Island, the easternmost island in the N end of

Chiniak Bay, is 3.5 miles long, 251 feet high, hilly, with

cliffs at the water, and wooded except toward its N end.

The NE end of the island is formed by two grass-covered knolls, the E one is joined to the other by a narrow

neck almost covered at high tide. The NW corner of the

island is a prominent vertical bluff more than 100 feet

high, rising to a grass-covered knoll 178 feet high. Two

prominent pinnacles, 50 feet high, with lower bare

rocks nearby, are off the N extremity of the island.

(235) Kodiak Rock, covered 3⁄4 fathom, is about halfway

between Long Island and Williams Reef. Extensive

reefs, partly marked by kelp and having some high bare

heads, extend 0.6 to 0.9 mile N from the N shore of

Long Island. Shoal spots are between the end of these

reefs and Kodiak Rock. Shoal rocky spots, covered 33⁄4

to 8 fathoms, extend 1.8 miles E of Kodiak Rock; a rock,

covered 21⁄2 fathoms, is 1.6 miles W of Kodiak Rock.

(236) The SE side of Long Island is fringed with rocks and

kelp; detached dangers are 0.3 to 0.5 mile from the

shore. Refuge Island, a small, steep, grass-covered

rocky islet, 80 feet high, connected with Long Island by

a reef, is off the S extremity of Long Island.

(237) An extensive covered ridge with extremely broken

bottom extends NNE for 10 miles from the S side of

Chiniak Bay. A distinctive submarine valley borders the

W side of the ridge; its seaward outlet leads around the

N end of the ridge, while the S part leads into Kalsin

Bay. The valley forms a deep basin S of Long Island.

(238) The outermost danger on the ridge is a rock, covered 41⁄4 fathoms, 4.2 miles E from Refuge Island,

which breaks in a heavy swell.

(239) Humpback Rock, 2.8 miles SE from Refuge Island,

is low and of small extent. Vessels should pass not less

than 1 mile N of the rock to avoid the broken ground; a

lighted whistle buoy is 0.6 mile NE of the rock.

(240) Numerous reefs comprise the ridge from Humpback Rock to the S shore. Kalsin Reef, 1.8 miles SW

from Humpback Rock, is awash at high water.

(241) A well-enclosed bay, making in from the W side of

Long Island, is accessible to small vessels and affords

Kodiak Island ■ Chapter 5 ■ 253
good shelter and holding ground of mud. An island,

just inside the middle of the opening, is connected with

the E bay shore by a bar. A black rock, about 6 feet high,

is between the island and the S point of the opening. To

enter the S part of the bay, steer 179° and pass between

the black rock and the S point, slightly favoring the

rock and then the W bay shore at the point. Anchor in

the center of the basin. Access to the N part of the bay

requires local knowledge.

(242) Vasilief Rock, covered 1⁄2 fathom and marked by

kelp, is about halfway between the S point of Woody Island and Refuge Island.

(243) Inner Humpback Rock, 0.5 mile 170° from the S

point of Woody Island, is an 11-foot-high pinnacle; the

intervening area is foul. Foul ground extends 600 yards

SW of Inner Humpback Rock.

(244) A detached rocky patch, covered 3 fathoms and

marked off its SW side by a lighted buoy, is 0.6 mile W

from the S end of Woody Island.

(245) A rock that uncovers is 0.4 mile SW of Icehouse

Point. A shoal, covered 31⁄2 fathoms, is 600 yards 348°

from the point. A rock that uncovers is between the

31⁄2-fathom shoal and Bird Islet. The channel W of

Woody Island is marked by buoys.

(246) St. Paul Harbor, the W part of Chiniak Bay between

Crooked Island on the N and Cliff Point on the S, is

fronted with many reefs and islets, but affords a S passage to Kodiak.

(247) St. Paul Harbor Entrance Light (57°44'19"N.,

152°25'48"W.), 38 feet (11.6 m) above the water, is

shown from a spindle tower with a red and white diamond-shaped daymark, 0.9 mile NNE of Cliff Point. A

racon is at the light. A buoyed channel through the

reefs is 500 yards N of the light. A lighted whistle buoy

marks the approach to the channel.

(248) A 31⁄2-fathom spot and a 41⁄2-fathom spot are about

600 yards W, and 900 yards SSW, respectively, from the

light.

(249) Puffin Island, near the center of St. Paul Harbor, is

80 feet high, small, and grass covered. The end of the

foul ground, extending 600 yards SW from the island, is

marked by a lighted bell buoy.

(250) The W part of St. Paul Harbor is bordered by dangerous reefs and shoals up to 0.6 mile offshore.

(251) Gull Island, 0.5 mile W of Near Island, is 24 feet

high and narrow. A shoal extending 350 yards SW from

the S point of the island is marked at the W extremity

by a lighted buoy. The foul ground N of the island is

254 ■ Chapter 5 ■ Volume 9
marked by a lighted buoy about 260 yards off the N

point. More foul ground, marked by a buoy at the outer

extremity, extends about 300 yards SE of the island.

(252) Kodiak is the fifth largest and one of the oldest

towns in Alaska; the domes of the old Russian church

are conspicuous. Most of the people are employed in

the fishing industry.

Weather, Kodiak Vicinity

(253) Kodiak has primarily a marine climate that is exemplified by the limited daily and annual temperature

ranges. For instance, the mean annual temperature

range is about 30°F (-1.1°C). The normal monthly temperature is less that 32°F (0°C) for December through

February, and 50°F (10°C) or higher, July through September. During the summer, the mean air temperature

closely approximates the mean sea surface temperature, rising slightly above it during August but falling

below again in September. In winter, the mean maximum air temperature more closely resembles the

mean sea surface temperature curve. Because of the

proximity of a large landmass to Kodiak, the absolute

temperature range is 102°F (about 39°C) regardless of

the marine influence. In summer, maximum temperatures will vary 10°F to 20°F (-12.2°C to -6.7°C), depending on whether the northwest gradient is strong

enough to maintain a flow of air from over the island,

or whether it is weak enough that the sea breeze predominates. The highest daily maximum temperatures

occur with northwest winds in the summer.

(254) Precipitation is normally abundant throughout the

year. Maximums normally occur in September and October with April and July the driest months. All

months, however, have a wide variation in the amount

of precipitation. The normal annual precipitation is

over 65 inches (1651 mm) but ranges from about 38 to

95 inches (965 to 2413 mm). A very high percentage of

the precipitation falls during northeast to southeast

winds. Small amounts of snow may fall as late as May or

as early as September with good ground cover anticipated in November. The mean annual snowfall is about

75 inches (1905 mm) with extremes of 178.1 inches

(4523.7 mm) in 1956 and 15.9 inches (403.9 mm) in

1945. Precipitation measurement is often difficult due

to strong, gusty surface winds which frequently accompany precipitation. Drifting and blowing snow occasionally close the airfield for periods of up to

twenty-four hours.

(255) Although the prevailing winds direction is northwest every month except June, and the average speed is

about nine knots these data may be misleading because

of the extreme variability in both direction and speed.

The maximum gust recorded at the station was 99

knots in January 1950. However, Coast Guard cutters

docked in Womens Bay, have reported williwaw winds

off Old Womens Mountain in excess of 120 knots, in

January 1973. Gusts of over 50 knots have occurred

during each month of the year, but are most likely to

occur in the winter months. An average of eight storms

each year brings winds in excess of 55 knots with the

average duration of gusts in excess of 55 knots about

eight hours per storm.

Prominent features

(256) The N part of Kodiak Island W of Chiniak Bay is

mountainous; there are several prominent peaks near

the shore. Spruce Cape, Cape Chiniak, and the islands

overspreading the N part of the bay are comparatively

low.

(257) Devils Prongs, 2 miles NW of Kodiak, are three

prominent peaks that appear nearly equal in height approaching from SE; the middle one is flat on top and

the N prong is 2,075 feet high and sharp.

(258) Pillar Mountain, a short 1,274-foot ridge, rises

steeply from the shore back of Kodiak.

(259) Barometer Mountain, 5 miles SW of Kodiak and 2

miles inland from the W shore of Chiniak Bay, is 2,488

feet high and a useful guide in clear weather for the N

approach. A notch shows the W side of its summit from

N. An aerolight, 1.5 miles E of Barometer Mountain, is

178 feet above the water and useful in the approach to

Chiniak Bay when it is not obscured by the islands to

the NE and the mainland to the S.

(260) The gantry crane at the Container Terminal, 1 mile

WSW of Kodiak, and the landslide just NE of the

terminal are prominent when approaching Kodiak from

the S.

Channels

(261) There are three marked approaches to the wharves

in Kodiak Harbor. From N, the channel is N of Woody

Island and Near Island. In May 2006, the controlling

depth was 22 feet (3.7 fathoms) in the 200-foot-wide

dredged channel N of Near Island. From S, the channel

is S of Long Island, W of Woody Island, and N of Near Island; controlling depth, about 22 feet (3.7 fathoms); or

S of Long Island, SW of Puffin Island, and thence in St.

Paul Harbor W of Gull Island; the controlling depth is

29 feet (4.8 fathoms).

Anchorages

(262) Inner Anchorage, locally known as Winter Anchorage, is 0.4 mile W of Kodiak, 250 to 300 yards off the Kodiak Island shore. In May 1985, the City of Kodiak

declared that vessels do not anchor within this area due

to possible fouling and damage to the waste water discharge lines of the canneries in the vicinity. (Kodiak

City Ordinance No. 653, §18.28.190(g) applies.) The

Kodiak Island ■ Chapter 5 ■ 255
mooring buoy in the anchorage, still in use, has capacity for mooring large vessels. Other vessels may anchor

just outside the Inner Anchorage, location depending

on weather conditions and vessel size; however, never

anchor in or near the cable area crossing the narrow

passage between Near Island and Kodiak. Anchoring

information is available from the harbormaster who

monitors 4125 kHz and VHF-FM channels 12, 14, and

16.

(263) A fixed highway bridge with a clearance of 101 feet

crosses Kodiak Harbor, connecting Kodiak and Near Island.

Dangers

(264) Chiniak Bay and approaches are full of dangers that

must be avoided.

(265) The March 1964 earthquake caused a bottom subsidence of 5.8 feet at Kodiak. Until a complete survey

is made of the area, caution is necessary because

depths may vary from those charted and mentioned in

the Coast Pilot.

Routes

(266) From Northward: In coming from Narrow Strait,

pass 1 mile N of Hanin Rock Light, thence E of Hutchinson Reef Lighted Whistle Buoy 4, and then follow the

buoyed channel N of Woody and Near Islands to Kodiak

Harbor. From Marmot Strait, a 206° course will enter

Chiniak Bay E of Hutchinson Reef Lighted Whistle

Buoy 4, then follow the buoyed channel to Kodiak Harbor. The routes from N pass over or near a 51⁄2-fathom

spot NE of Spruce Cape which has not been examined

with the wire drag.

(267) From Northeastward: Keep N of the line to Spruce

Island summit bearing 294° until the cliffs near the

SW end of Long Island are well open W of the sheer cliff

at its NW corner. Then steer 241° for about 4 miles

with Barometer Mountain ahead and Spruce Cape

slightly to the right. This course passes E of Hutchinson Reef Lighted Whistle Buoy 4, thence through the

buoyed channel to Kodiak Harbor.

(268) The N approach to Kodiak Harbor is not difficult in

clear weather, but is dangerous at night or in thick

weather. Exercise care to avoid Williams Reef and the

other dangers in the entrance. Depths are irregular in

the approach so that surroundings cannot be relied

upon as a guide to the entrance or to avoid danger.

(269) The narrow passage N of Near Island leading to Kodiak Harbor requires careful piloting: strangers should

not attempt it without thorough knowledge of the dangers, and tide and current conditions.

(270) From Eastward and Southward: Enter Chiniak Bay

N of Humpback Rock Lighted Whistle Buoy 1, then follow the buoyed channel through the reefs N of St. Paul

Harbor Entrance Light and St. Paul Harbor to Kodiak

Harbor. If it is desired to approach Kodiak Harbor

through the narrows N of Near Island, use the buoyed

channel W of Woody Island after entering Chiniak Bay

N of Humpback Rock. Exercise caution to avoid Inner

Humpback Rock and the dangers SW of it.

(271) In approaching Chiniak Bay, the bank with a least

depth of 41⁄4 fathoms, 3.5 miles SE of Long Island, and

the reefs extending from Humpback Rock SW to the

mainland should be avoided.

Tides and currents

(272) The diurnal range of tide at Kodiak is 8.5 feet. Daily

predictions for Kodiak are given in the Tide Tables.

(273) In Chiniak Bay, the flood current sets NE and the

ebb current SW with considerable velocity in places

around the islands. In the N entrance, the tidal currents have a velocity of 2 to 3 knots during the strength

of the larger tides. They turn sharply around Spruce

Cape and across the reefs N of it.

(274) In the narrows off Kodiak, the current velocity is

about 0.9 knot. The flood sets NE. (See the Tidal Current Tables for predictions.)

Pilotage, Kodiak Harbor

(275) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the inside waters

of the State of Alaska.

(276) The Kodiak Island area is served by the Southwest

Alaska Pilots Association. (See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and

other details.)

(277) Vessels en route to Kodiak or Women's Bay can

contact the pilot boat by calling “KODIAK PILOT

BOAT” or “KODIAK KING” on VHF-FM channel 16 or

on a prearranged frequency between pilot and

agent/vessel.

Quarantine, customs, immigration, and agriculture

quarantine

(278) (See chapter 3, Vessel Arrival Inspection, and Appendix A for addresses.)

(279) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

Customs

(280) Kodiak is a customs port of entry.

(281) Coast Guard Integrated Support Command Kodiak is in Womens Bay, 5 miles SW of Kodiak. It is described later in this chapter. Coast Guard Air Station

Kodiak is located at the Integrated Support Command.

256 ■ Chapter 5 ■ Volume 9
Wharves

(282) The waterfront facilities at Kodiak consist of three

deep-draft municipal wharves, administered by a Port

Director; a small-boat harbor, administered by a

harbormaster; and many private wharves used mostly

by the fishing industry.

(283) Kodiak City Pier 3, Container Terminal:

(57°46'53"N., 152°26'09"W.): a wharf 1 mile SW of Kodiak; 490-foot (149 m) face; 880 feet (268 m) of berthing space with dolphins; 38 feet (11.6 m) alongside;

deck height, 19 feet (5.8 m); one 271⁄2-ton gantry crane;

receipt and shipment of containerized cargo and automobiles; mooring cruise ships, fishing vessels, and

other vessels; storage space for 375 containers; owned

by the City of Kodiak and operated by Horizon Lines.

(284) There is a heavy surge at the Container Terminal

during and after SW through SE gales.

(285) Kodiak City Pier 2, Container Terminal: a wharf

0.4 mile NE of City Pier 3, contiguous with Fisherman’s

Wharf; 760-foot (231 m) face; 910 feet (277 m) total

berthing space; 38 feet (11.6 m) alongside; deck height,

19 feet (5.8 m); handling supplies and equipment for

fishing vessels; and mooring cruise ships, fishing vessels, and other vessels; owned by the City of Kodiak and

operated by Horizon Lines; the Port Director’s office is

on this wharf.

(286) Union Oil Pier: a T-pier just NE of the Kodiak City

Pier 2, Cargo Terminal; 125-foot face, 180 feet total

berthing space; 35 feet alongside; deck heights, 18 feet;

receipt of petroleum products; bunkering vessels;

30-foot floating pier adjacent; gasoline, diesel fuel, and

water are available; pipelines extend from wharf to storage tanks in rear, total capacity 35,700 barrels; owned

by Union Oil Co. of Calif. and operated by Kodiak Oil

Sales, Inc.

(287) There are many cannery wharves from the Union

Oil Pier NE to the small-boat harbor.

(288) Kodiak Small-Boat Harbor, just SW of downtown

Kodiak, is protected by two breakwaters. A light marks

the outer end of the W breakwater. In 1975, depths of 8

to 12 feet were available in the basin. In April 1981, a

submerged rock was reported in the entrance in the vicinity of Kodiak Boat Harbor Daybeacon 2; caution

should be used in the area. The basin has berthing

space for 220 vessels; contact the harbormaster for

berthing assignments. Electricity and water are available at the floats. Two wharves, a boat grid, and a

launching ramp are available. The basin is owned and

operated by the City.

(289) Star of Kodiak Wharf: E of the small-boat harbor;

275 feet (84 m) of berthing space, 30 feet (9.1 m) alongside; deck height, 20 feet (6.1 m), receipt of seafood;

owned and operated by Trident Seafoods Corp.

(290) The STAR OF KODIAK, a grounded 430-foot (131

m) ship, is used as a seafood processing plant and cannery.

(291) Alaska State Ferry Terminal, City Pier No. 1: a

wharf just NE of the STAR OF KODIAK; 204-foot face;

28 feet alongside; deck height, 19 feet; landing for passenger and vehicular ferry; receipt of petroleum products; fueling vessels; handling supplies and equipment

for fishing vessels; pipelines extend from wharf to storage tanks in rear, total capacity 42,400 barrels; owned

by the City of Kodiak and operated by the State and

Petro Marine Services.

(292) Vessels moored at the Ferry Terminal must be attended by a crew member at all times and be capable of

moving on notice. No vessel may moor at the wharf

when the amber light on top of the terminal building is

flashing.

(293) City of Kodiak, Transient Float: 200 yards E of the

Ferry Terminal; 425 feet (129 m) of berthing space; 28

to 30 feet (8.5 to 9.1 m) alongside; mooring transient

vessels; owned and operated by the City of Kodiak.

(294) Berthing assignments at the transient float are

made by the harbormaster; his office is on the NE side

of the small-boat harbor.

(295) There are more private commercial wharves NE of

the transient float for a distance of about 700 yards.

(296) A small boat harbor near the head of St. Herman

Bay, known locally as Dog bay, is between Uski Island

and Near Island. The harbor has two entrances. The S

entrance is protected by two lighted breakwaters and

the N entrance is protected by a single lighted breakwater and marked by a daybeacon. In May 2006, the controlling depth was 13⁄4 fathoms in the N entrance

channel and 31⁄4 fathoms in the S entrance channel.

The basin has space for 320 vessels.

(297) The National Marine Fisheries has a pier and Ocean

Beauty Seafoods has a wharf in Gibson Cove, 1.3 miles

SW of Kodiak. There is a heavy surge in the cove during

NE through SE gales. The entrance to the cove is foul,

with rocks on either side.

Supplies

(298) Marine supplies and provisions are available in limited quantities. Water, gasoline, and diesel fuel are

available at North Pacific Fuel and Petro Marine Services at the Ferry Terminal and just E of the Ferry Terminal.

Repairs

(299) General repairs can be made by local machine,

electronic, and welding shops.

Kodiak Island ■ Chapter 5 ■ 257
Communications

(300) Freight vessels call weekly. Alaska Marine Highway

System has ferry service to Seward, Seldovia, Homer,

Dutch Harbor, and connecting ports. Air transportation is frequent daily to Anchorage, and once daily to

Seattle from Kodiak State Airport, which is about 5

miles SW of town. Charter air services are available at

Kodiak Municipal Airport in town.

(301) Telephone, radiotelephone, and radiotelegraph

communications are maintained.

Chart 16596

(302) Womens Bay, SW of St. Paul Harbor at the extreme

W end of Chiniak Bay, is the site of the Coast Guard Integrated Support Command Kodiak.

(303) Womens Bay is frequently blocked by ice in midwinter and vessels may experience high wind coming

off of Old Womens Mountain. The area routinely experiences storms with winds in excess of 55 knots during

the winter months.

Naval Defensive Sea Area and Airspace Reservation

(304) Under the authority of Executive Orders 8717 of

March 22, 1941, 8597 of November 18, 1940, and 9720

of May 8, 1946, the area in and about Womens Bay is a

designated Naval Defensive Sea Area and Airspace Reservation. Restrictions imposed under the authority of

the above executive orders have been suspended subject to reinstatement without notice at any time that

the interests of national defense may require such action.

Channels

(305) The entrance to Womens Bay is obstructed by numerous and extensive rocks and reefs; some are awash

at extreme low water while others are up to 6 feet high.

A 400-foot-wide buoyed channel passes through this

foul area NW of Zaimka Island to deeper water inside.

The channel is marked by buoys and a 211.1° lighted

range. In June 2007, a depth of 28 feet was available in

the channel.

(306) In the winter, buoys are often moved off station due

to ice floes.

(307) Cliff Point, on the S side of the entrance to

Womens Bay, is the end of a prominent 192-foot-high

headland that is covered with grass and scattered

brush; two prominent pinnacle rocks are among the

reefs E of the point. Broken ground and rocks extend

about 0.5 mile NE of the point. Cliff Island, 0.3 mile N

of Cliff Point, is small and 62 feet high with steep cliffs

on all but the SE side; pinnacle rocks are on the NE and

S sides.

(308) Zaimka Island, the largest of the islands at the entrance to Womens Bay, is 151 feet high, bordered with

cliffs, and covered with bushes and grass. Blodgett Island, 0.7 mile SW of Zaimka Island, is 70 feet high.

(309) Nyman Peninsula, on the W side of the entrance to

Womens Bay, forms a protected inner bay. Nyman Spit,

a submerged sandspit, extends about 800 yards SE

from the S end of the peninsula; a lighted buoy marks

its outer end.

Tides and currents

(310) The diurnal range of tide in Womens Bay is 8.8 feet.

(311) In the outer part of Womens Bay, the currents follow the general direction of the channel, flowing SW on

the flood and NE on the ebb with a velocity of about 1

knot. An eddy has been reported N of Blodgett Island

which will set a vessel to the S at the strength of an ebb

current; this should be guarded against. Also, the ebb

current flows NE across Nyman Spit. Ships passing

near the spit at such a time might experience a set onto

it. There are marked eddies near Frye Point at the W

end of Womens Bay. Although deep water is close to

this point, ships should guard against passing too close

to it.

Routes

(312) Vessels entering Womens Bay, may approach from

NE through the channel W of Woody Island, thence

through the buoyed channel N of St. Paul Harbor Entrance Light, and then follow the marked channel SW

into Womens Bay. From E and S, the approach is the

same as that for the S approach to Kodiak until St. Paul

Harbor Entrance Light is passed, and then follow the

dredged channel which is buoyed and marked by a 211°

lighted range located at the west side of the peninsula

terminating at Cliff Point. Special note should be taken

of Nyman Spit, which extends 700 yards SE of Nyman

Peninsula and is marked by a lighted buoy.

(313) Large vessels are strongly recommended not to

navigate the channel to or from Womens Bay and between the shoal waters of St. Paul Harbor entrance after dark or during low visibility unless a qualified pilot

is on board or the master assumes full risk. It is also not

recommended for vessels to enter or depart from

Womens Bay and between the shoal waters of St. Paul

Harbor during periods of wind velocities of 35 knots or

more, except in emergencies or extreme necessities.

Wharves

(314) The Coast Guard’s waterfront facilities are in

Womens Bay on the NW side of Nyman Peninsula. They

consist of two deep-draft wharves. The Coast Guard

258 ■ Chapter 5 ■ Volume 9
facilities are used only by U.S. Government vessels and

commercial vessels handling military cargoes. Mooring spaces are assigned by the Port Services Office,

Coast Integrated Support Command Kodiak.

(315) Coast Guard Fuel Pier: 250 yards NNE of the Coast

Guard Cargo Wharf; 570 feet long; 29 to 34 feet reported

alongside; deck height, 18 feet; water, electricity, and

fuel for government vessels are available.

(316) Coast Guard Cargo Wharf: 500 yards NNE of the

Coast Guard Fuel Pier; 1,088-foot face; 33 feet reported

alongside; deck height, 18 feet; water and electricity are

available; receipt of military cargo.

(317) Seaport Terminal Services Wharf: about 500 yards

NW of the Coast Guard Cargo Wharf; 1200-foot face; 15

to 30 feet alongside; deck height, 14 feet; cranes to 150

tons; receipt and shipment of conventional general

cargo; handling supplies and equipment for fishing

vessels; and mooring vessels; owned by LASH Corp. and

operated by Seaport Terminal Services, Inc.

Local magnetic disturbance

(318) Differences of as much as 20° to 40° from the normal variation have been observed just off the Coast

Guard Cargo Wharf.

Chart 16593

(319) Middle Bay, between Cliff Point and Broad Point, is

exposed to NE weather. Viesoki Island, near

midentrance, is 101 feet high, small, and flat topped

with sheer rock bluffs. A rock that uncovers is 0.4 mile

NE from the island.

(320) Broad Point is the end of a long peninsula separating Middle Bay from Kalsin Bay. Broken ground with

some dangers extends 1 mile N from the point.

(321) Kalsin Bay, the largest indentation in the SW side

of Chiniak Bay, provides anchorage for large and small

vessels. The low valley between Kalsin Bay and Ugak

Bay, 9 miles SW, is used as a portage.

(322) Queer Island, Kalsin Island, and other small islands in the W part of the entrance to Kalsin Bay, are

surrounded by foul ground. A large expanse of reefs and

small islands overspreads the E part of the bay.

(323) The foul ground can be avoided by entering Kalsin

Bay 0.8 mile SE of Queer Island, then favoring the W

shore. The recommended anchorage is 2 miles from

the head about 0.5 mile off the E shore in 9 to 10 fathoms; this anchorage may be untenable during a NE

storm. Caution is necessary to avoid the rock that uncovers 9 feet on the W side of the bay and the rock that

uncovers 4 feet on the E side of the bay.

(324) A well defined channel along the E shore of Kalsin

Bay leads to a V-shaped cove SE of Svitlak Island,

where excellent anchorage for small vessels is afforded

in any weather.

Routes

(325) To reach the V-shaped cove SE of Svitlak Island

from a position 1.2 miles 000° from Cape Chiniak

Light, steer 267°, heading for Kekur Island with Middle Island summit on range, until the sharp point on

the W end of Isthmus Bay bears 191°. Then turn left to

course 240° and head for the large square rock S of

Svitlak Island until abeam of the N end of Svitlak Island, then turn left to 220° and head for the point at

the S entrance of the cove until the large square rock

bears four points on the starboard bow. Then steer

180° and anchor in 61⁄2 to 7 fathoms 400 yards off the S

shore. To go farther into the cove requires local knowledge. The channel abreast Svitlak Island is narrow with

shoal water on both sides; caution should be exercised

to avoid depths of less than 10 fathoms. The shoal water

on the E side of the channel is extensive and surrounds

the point forming the N limit of the cove.

(326) Isthmus Bay, just E of Kalsin Bay, affords anchorage for vessels in S weather. The range of Kekur Island

and the summit of Middle Island, course 267°, clears

the dangers off the E end of Isthmus Bay. In an emergency, a vessel may be beached on the sand at the head

of the bay.

Chart 16580

(327) Kodiak Island, southeast coast.–A comprehensive

survey was made of the waters along the SE coast of Kodiak Island to and including part of Albatross Bank. A

vessel equipped with echo sounding apparatus would

be aided in determining its position by soundings taken

while cruising over this area.

(328) The shoaler, outer parts of two extensive submarine plateaus form Albatross Bank. A trough of deep water lies between them and branches extend into both

entrances of Sitkalidak Strait and toward Sitkinak

Strait. A very regular trough, NE of Albatross Bank,

leads directly from seaward to Chiniak Bay.

(329) A depth of 8 fathoms, rocky bottom, is in

56°22.5'N., 152°56.0'W. on Albatross Bank.

Chart 16593

(330) Cape Chiniak, the SE point of Chiniak Bay, is low

and wooded for 0.8 mile back and then rises to higher

land. Chiniak Island, 0.5 mile NE of the cape, is flat and

grass covered; numerous high bare rocks extend 1.1

miles NE from it. Cape Chiniak Light (57°37'41"N.,

152°09'12"W.), 120 feet (36.6 m) above the water, is

Kodiak Island ■ Chapter 5 ■ 259
shown from a skeleton tower with a diamond-shaped

red and white daymark on the NW side of the island. An

anchorage, 1.3 miles NW of Cape Chiniak Light, provides protection from S weather in 18 to 20 fathoms.

The cape should be cleared by 1.5 miles to avoid the offshore rocks.

(331) Cape Greville, 2 miles S of Cape Chiniak, is fronted

by several rocky islets. Broken bottom extends 0.8 mile

NE from the cape. In approaching from the vicinity of

Ugak Island, Cape Greville should not be mistaken for

Cape Chiniak.

(332) The land is thickly wooded for about 5 miles S from

Cape Chiniak, then to Narrow Cape it is bare except for

scrubby brush in the gulches and valleys and some

grass and scattered clumps of small spruce trees on the

lower slopes. The valley, 8 miles S of Cape Chiniak, terminates in a sand beach.

(333) Submerged rocks and rocks awash extend up to 0.5

mile offshore for 8 miles S from Cape Chiniak, then

they extend up to 1 mile offshore to Narrow Cape; there

is thick kelp in the vicinity of Narrow Cape. Outside

these areas the bottom is mostly sand and gravel with

some rocky sections off the points. No anchorages are

recommended along this coast.

(334) A 101⁄2 fathom bank is 8.3 miles 166° from Cape

Greville.

(335) Narrow Cape, 13 miles S from Cape Chiniak, is flat,

but gradually drops close to sea level about 0.3 mile

back of the cliff, having the appearance of an island

when seen off Cape Chiniak. From this low part, grassy

slopes with a few scattered spruce trees roll gradually

upward to the mountains N of Ugak Bay. The SE face of

the cape is an abrupt grass 1⁄2 topped cliff, 165 feet high

and 1.1 miles long.

(336) A rocket launch facility is located at Narrow Cape.

Safety zones are established by the USCG COTP for the

safety of vessels operating near Narrow Cape during

launch activity. These safety zones are closed to vessel

traffic during the hours of anticipated launches and are

announced in the Local Notice to Mariners and Broadcast Notice to Mariners. Inquiries should be directed to

USCG MSD Kodiak, AK (907) 486-5918 or MSD Anchorage, AK (907) 271-6700 for specific details.

(337) Ugak Island, 2.5 miles off Narrow Cape, is discernible against the distant background of higher mountains from well out to sea. A ridge over 1,000 feet high

runs the full length of the island close to the offshore

side. The shore is steep and rocky and fringed with

rocks and reefs, except at the NW end where a grassy

slope spotted with a few scattered spruces descends

gradually to a sandspit.

(338) In February 1984, a submerged obstruction was reported about 1.2 miles S of Ugak Island in about

57°20'51"N., 152°16'39"W.

(339) A rock and sandbar extends from Ugak Island to the

S tip of Narrow Cape; the least found depth near the

middle is 61⁄2 fathoms. Although not wire dragged, the

passage is considered safe for moderate sized vessels. It

is regularly used by fishing boats of 81⁄2 to 101⁄2 foot

drafts. Tide rips are experienced, particularly on and

near the bar, except at slack water. These rips increase

with strong NE winds, producing breakers and causing

the false impression that the passage is foul. At such

times the passage is dangerous for small craft.

(340) The current floods NE through the passage between Ugak Island and Narrow Cape. There are strong

cross currents N and S of Ugak Island and tide rips near

the shore.

(341) If the passage S of Narrow Cape is used to Ugak Bay,

avoid the rock awash at minus tides 0.7 mile SW of the

S tip of Narrow Cape, a rocky 41⁄2 fathom shoal 3.6 miles

W of the cape, and a 1⁄2-fathom rock 6.6 miles W of the

cape.

(342) Ugak Bay has its entrance between Pasagshak and

Gull Points and extends W about 19 miles; its inner end

branches into a basin at the N and a narrow arm at the

S. In entering, vessels should pass S of the 1⁄2-fathom

rock a little N of midentrance. Depths of 40 to 55 fathoms will be found 1 mile off the points along the S

shore from the entrance to Saltery Cove, then the bottom abruptly shoals to about 16 fathoms and deepens

again to about 45 fathoms near the junction of the basin and arm at the head of the bay.

Local magnetic disturbances

(343) Magnetic boat compasses have been observed to

swing 15° to 180° in Ugak Bay.

(344) Pasagshak Point, 4 miles W of Narrow Cape, is a

prominent, narrow mountainous headland 894 feet

high. The point presents the appearance of a pyramid

when viewed from the SW.

(345) Pasagshak Bay is rectangular shaped, 1 mile wide

at its entrance, and has its E side formed by Pasagshak

Point. It is shallow a short distance inside and exposed

to any existing swell.

(346) Long Island, the 127-foot-high island off the N

shore of Ugak Bay W of Pasagshak Bay, is rocky and

grass topped. It is surrounded by a reef and numerous

rocky islets. Foul ground is between the island and the

N shore and 1.2 miles SE of the island.

(347) Portage Bay is the rounded bight 4.5 miles W of

Pasagshak Bay. This bay is identified by a small

flat-topped, sheer-bluff islet 42 feet high in the middle

of the entrance, and a pinnacle rock 34 feet high 270

yards SW from it. Both are surrounded by deep water.

The bottom has a gentle slope toward the head of the

bay.

260 ■ Chapter 5 ■ Volume 9
(348) Eagle Harbor is an open cove on the S side of Ugak

Bay, 5.5 miles from the entrance. Its NW point is

marked by two pinnacle rocks. At the NW shore of the

cove are several shacks of the deserted village of Eagle

Harbor. There is no secure anchorage here. The cove is

exposed to E swells.

(349) Between Portage Bay and Kalsin Bay, and between

Eagle Harbor and Shearwater Bay are portages.

(350) Saltery Cove, on the N shore of Ugak Bay and 8.5

miles above the entrance, is a half-moon shaped bight.

It is marked on its E extremity by a reef point surmounted by a pinnacle rock 32 feet high. The cove has a

gently sloping sand and mud bottom, but shoals

abruptly to flats along the shore. A rock is just outside

of the flats near the head of the cove. The recommended anchorage is along the 10-fathom curve near

the E end of the bight. This is regarded as the best general anchorage in Ugak Bay.

(351) Hidden Basin, the N branch at the head of Ugak

Bay, has a slightly curving bottle-neck entrance. The

controlling depth through the approach is only 5 feet.

The channel is along the W shore of the approach.

Strong currents are encountered in the entrance.

Depths charted in the approach to the basin are reported to be inaccurate; this and the swift and turbulent current during periods of maximum and

minimum flood make the entrance hazardous.

(352) The S branch at the head of Ugak Bay is about 7

miles long and about 0.5 mile wide. A rock, which bares

51⁄2 feet at about half tide, is near the middle of the constricted part of the arm. The channel is S of the rock

which may be avoided by keeping 200 yards off the S

shore in 10 fathoms.

(353) Gull Point and the point 1.8 miles S have bold

rocky faces with islets of massive rock close by. The

small cove on the S shore of Ugak Bay W of Gull Point

provides anchorage for small boats in S weather. A sand

beach is at the head.

(354) The cove about 3 miles S of Gull Point is connected

by a tidal channel to a marsh which is flooded at high

tide. The bottom at the entrance to the lagoon and

along the beach for about 1 mile N is sandy and apparently free from rocks. A rock, covered 21⁄2 fathoms, is 0.8

mile NE from the rocky point at the S end of the cove.

Chart 16592

(355) Dangerous Cape, on the SE coast of Kodiak Island

between Ugak and Kiliuda Bays, is the S end of a ridge.

On the S side of the cape is a bluff over 500 feet high. A

large rock, about 30 feet high, is about 400 yards S of

the cape.

(356) Boulder Bay, just W of Dangerous Cape, affords

poor anchorage on hard sand bottom. There are numerous rocks several hundred yards offshore. These

rocks are mostly submerged or awash at high water,

and extreme care should be taken in navigating this

bay.

(357) Inner and Outer Right Capes form a double cape

3.5 to 5 miles SW of Dangerous Cape. Outer Right Cape

is comparatively low with eroded bluffs about 100 feet

high; however, landslides extend almost to the summit

of the mountains along the coast 1 mile NE of the outer

cape. On a clear day these are recognized a long distance offshore. Inner Right Cape rises to 493 feet. Broken ground extends about 1 mile offshore between the

outer and inner capes.

(358) Kiliuda Bay has its entrance between Left Cape and

Inner Right Cape. It extends about 4 miles NW and then

about 6 miles W.

(359) Indenting the NE side of Kiliuda Bay are Santa

Flavia Bay and Shearwater Bay. The shore between

these bays is fringed with islands and rocks.

(360) Kiliuda Rock, 2 feet high and about 1 mile W of Inner Right Cape, is on the range of the tangents of Inner

and Outer Right Capes and about on the range of the

small points along the W shore of Santa Flavia Bay. The

rock is surrounded close-to by depths of 17 fathoms.

(361) Santa Flavia Bay, between Inner Right Cape and

Ermine Point, is apparently clear in the center with

depths of 12 to 15 fathoms, sand bottom, but is exposed

to swells and seas accompanying SE weather. Kiliuda

Rock should be avoided in entering.

(362) Shearwater Bay, the NE arm of Kiliuda Bay, is

about 2.5 miles in extent. Rocks awash extend from either side of the entrance. In the entrance channel between the rocks there are depths greater than 20

fathoms for a width of 0.4 mile. The rocks extending 0.2

mile W of Pillar Point bare at low stages of the tide, and

shoal water extends about 200 yards channelward from

the outermost rock. Near the outer end of the group of

rocks on the NW side of the entrance is a dry patch of

rock 3 feet high. The outermost rock uncovers and is

300 yards from the dry patch in a direction toward the

head of the bay.

(363) Pillar Point marks the SE side of the entrance to

Shearwater Bay. A small islet is about 110 yards N of

Pillar Point. Bluff Point, 0.5 mile farther inside the

bay, is marked by the eroding bluff of a knoll which

overlooks the lowland back of Pillar Point.

(364) The small enclosure, back of the narrow strip of

land at Bluff Point, provides secure shelter for small

craft with local knowledge.

(365) About 0.7 miles from its head, Shearwater Bay contracts to a width of about 0.4 mile between Observation

Point and the opposing point on the SE side. The ruins

Kodiak Island ■ Chapter 5 ■ 261
of a cannery are on Observation Point. Anchorage may

be had about 0.3 mile beyond this contraction midway

between the shores in about 6 fathoms, mud bottom,

avoiding shoal water extending 200 yards N of the opposing point and the shoal depths adjacent to the flats

along the NW side at the head of the bay.

Routes

(366) Routes, Shearwater Bay, from the southwestward.–Round Cape Barnabas 2 miles off and make good

the following courses: (1) 331° for 9.5 miles to Pillar

Point bearing 069°, 1.4 miles; this course passes 1.1

miles off Left Cape and heads for Shearwater Point. (2)

048° for 1.4 miles to Pillar Point abeam, 0.5 mile; this

course heads for the deteriorating cannery wharf at Observation Point. (3) 056° for 1.6 miles to anchorage.

(367) From the northeastward.–Round Dangerous Cape

3.5 miles and make good the following courses: (1)

276° for 3.5 miles to Outer Right Cape (E end) bearing

000°, 2.5 miles. (2) 305° for 3.4 miles to Inner Right

Cape bearing 052°, 1.6 miles; this course heads for the

tangent of the bold shore about 2 miles NW of Left

Cape. (3) 330° for 3.8 miles to Pillar Point bearing

069°, 1.4 miles; this course heads for Shearwater

Point. Then follow courses (2) and (3) of the preceding

paragraph.

(368) The N side of Kiliuda Bay is indented by an open bay

about 1.2 miles wide between Shearwater Point and

Coxcomb Point. Foul ground extends 0.3 mile from

Shearwater Point to Coxcomb Point. A rock, 4 feet

high, is 0.5 mile E of Coxcomb Point. The entrance

channel is 200 yards E of this rock. A N course leads to

the center of the open bay which has a depth of 3 fathoms. The bottom has a gentle rise to an extensive sand

beach at the head. A vessel may be beached here in the

event of an emergency.

(369) A rock, 45 feet high and 0.5 mile SW from Coxcomb

Point, marks the outer limit of shallow depths. A triangular-shaped bank is outside the line drawn from the

rock to Shearwater Point and N of Pivot Point. Anchorage depths on the bank are 14 to 17 fathoms, sand bottom.

(370) The point on the N side of Kiliuda Bay, about 3

miles to the W of Coxcomb Point, is a low grass-covered

sandspit. The axis of a channel of deep water is 300

yards from the sandspit, and the 40-fathom curve is

only 150 yards from the spit. Just S of this channel the

depths are very irregular and the area should be

avoided.

(371) Left Cape is a bold headland separating Kiliuda Bay

from the E part of Sitkalidak Strait. The SE face of the

cape is covered with a series of long rockslides extending almost to the mountain summit back of the cape.

Numerous boulders are close inshore, and submerged

rocks fringe the cape.

(372) Sitkalidak Island, about 18 miles long, is adjacent

to the SE coast of Kodiak Island. The island is grass covered and in general devoid of trees. The easternmost

mountain summit at Cape Barnabas is a good landmark

from the E and SE.

(373) Sitkalidak Strait borders both the N and W sides of

Sitkalidak Island, separating that island from Kodiak

Island. Sitkalidak Passage is the name applied to the

narrow part of the strait.

(374) That part of Sitkalidak Strait N of the Sitkalidak Island extends from the E entrance between Dangerous

Cape and Cape Barnabas to Sitkalidak Passage. The

broken bottom NE of Barnabas Rock had been examined with a wire drag and no dangers were revealed.

This part of the strait is navigable by all vessels as far as

Sheep Island, and offers several secure anchorages. The

controlling depth through Sitkalidak Passage is 7 feet.

The passage and its E approach are marked by lights

and a lighted buoy.

(375) During June and July thick white fogs occur

around the S end of Kodiak Island which sometimes

last for several days. These fogs generally drift about

the sea, but frequently do not enter the strait and adjacent bays. The E entrance to Sitkalidak Strait is frequently clear when a thick fog is less than 1 mile

offshore.

(376) Cape Barnabas, the E end of Sitkalidak Island, is

marked by a conspicuous mountain 1,719 feet high.

There are rockslides on the slopes of this mountain and

a series of eroded bluffs along the NE face. Submerged

rocks and rocks above high water border around the

cape and numerous kelp patches are several hundred

yards offshore. In thick weather this cape is usually easier to pick up than Dangerous Cape.

(377) Vessels making Sitkalidak Strait from the SE

should pass Cape Barnabas 2 miles off and steer 321°,

heading for the NE tangent of Left Cape until Table Island Light bears 195°, then change course to 252° and

follow directions given below.

(378) Barnabas Rock, which uncovers about 3 feet, is 0.8

mile 075° from Table Island. The sea breaks over this

rock at high tide when there is a moderate swell, but often in calm weather at high tide there is no indication

of the rock. It has no kelp. The passage between the

rock and Table Island is apparently clear and has been

used by steam whalers operating from Port Hobron;

but because of uncertain currents the passage is not

recommended. The water between Table Island and

Sitkalidak Island is foul with submerged pinnacles.

(379) Table Island is a flat-topped island about 100 feet

high 2 miles WNW from Cape Barnabas. Table Island

Light (57°11'21"N., 152°55'13"W.), 106 feet (32.3 m)

262 ■ Chapter 5 ■ Volume 9
above the water, is shown from a small house with a red

and white diamond-shaped daymark on the N end of

the island.

(380) Tanginak Anchorage, the bight E of the entrance to

McDonald Lagoon, is a good anchorage in S weather. A

rock awash at low water is about 0.5 mile off the eroded

bluff forming the W end of the bight. Shoal water is between the rock and the point.

(381) McDonald Lagoon, about 4.5 miles W of Table Island, almost divides Sitkalidak Island. It has a bottleneck entrance. A bar channel, 13 feet deep, is W of the

1⁄2-fathom shoal 0.2 miles NW of the bottleneck and follows the N side of the W entrance point until about 200

yards W of the bottleneck; here it is necessary to avoid a

small shoal making out from the N side of the point.

Strong currents run in the entrance and in N weather

the bar breaks all the way across. Small vessels with local knowledge may enter the lagoon which deepens inside and has good holding ground.

(382) Port Hobron is the second deep-indenting bay

along the N side of Sitkalidak Island W of Table Island.

The bay is a good harbor for all vessels except during a

NE gale, when a comparatively heavy sea enters the

bay.

(383) A former whaling station and wharf in ruins are on

the E side of Port Hobron.

(384) At the head of Port Hobron is a small settlement

known as McCord. A cattle ranch is on the E shore.

(385) Cathedral Island, the largest island in Sitkalidak

Strait, is in the middle of the strait at the entrance to

Port Hobron. The island is 192 feet high and covered

with grass. It is dome shaped, with steep eroded cliffs

on all sides except on the S side. The best water is found

passing S of the island.

(386) Nut Island Light (57°12'13"N., 153°09'35"W.), 40

feet (12.2 m) above the water, is shown from a square

steel frame with a red and green triangular daymark 0.9

mile W from Cathedral Island.

(387) Aberdeen Rock, in the middle of Sitkalidak Strait

0.7 mile W of Nut Island, is covered 1 fathom. It is unmarked and breakers occur over it only in the heaviest

NE weather at extreme low tide.

(388) The recommended passage in the vicinity of the

three midstrait obstructions, Cathedral Island, Nut Island, and Aberdeen Rock, is to the S of them. To avoid

Aberdeen Rock when using the passage and when in the

vicinity of the rock, do not go N of the line between Nut

Island Light and Bush Point Light 2. The passage N of

the three midstrait obstructions is clear and is used by

local craft. Three Sisters Rocks, near the N shore, are

low; after passing S of these when bound W in the N

passage, care must be taken to stand well over toward

the N shore in the vicinity of Aberdeen Rock.

(389) Amee Bay, 2 miles W of Port Hobron, is clear in

midchannel and offers fair anchorage, but violent

williwaws blow out of this bay in S weather.

(390) Shag Rock, 6 feet high, is about 150 yards N of Cub

Island which in turn is about 2.4 miles W of Cathedral

Island. Shag Rock forms an important turning point

for vessels using the narrow parts of Sitkalidak Strait.

It is reported that on the rising tide a S set is noticeable

between Shag Rock and Bush Point.

(391) Bush Point is on the N shore of the narrow part of

Sitkalidak Strait 2.8 miles W of Cathedral Island. Bush

Point Light 2 (57°13'04"N., 153°13'01"W.), 20 feet (6.1

m) above the water, is shown from a skeleton tower

with a red triangular daymark on the S extremity of the

point.

(392) Midway Bay, known locally as Sheep Bay, is that

part of Sitkalidak Strait between the narrows at Bush

Point and Sitkalidak Passage. Sheep Island, 50 feet

high, covers the central part of Midway Bay. The bay affords the best anchorage in the general vicinity of the

strait. The recommended anchorage for large vessels is

between Sheep Island and Bush Point; small vessels

usually anchor NE of Sheep Island in 5 fathoms, sticky

bottom.

(393) The through passage is S of Sheep Island. A shoal

bar, strewn with boulders, extends W from the shoal

area surrounding Sheep Island to the E end of the N

shore of Sitkalidak Passage. The channel for entering

Sitkalidak Passage borders the S side of the shoal area

and bar. The shoal on the S side of this channel is

marked by a lighted buoy. In 1993, a visible wreck was

reported to be just N of the channel about 500 yards

NW of the buoy.

(394) Sitkalidak Passage separates the N end of

Sitkalidak Island from Kodiak Island and is the link between the two sections of Sitkalidak Strait. The controlling depth is only 7 feet through the passage. The

passage is fairly straight and about 1 mile long. Inside

the E entrance the channel slightly favors the N shore;

in the W half of the passage it slightly favors the S

shore.

(395) Sitkalidak Passage Light 4 (57°12'33"N.,

153°16'33"W.), 30 feet (9.1 m) above the water, is shown

from a skeleton tower with a red triangular daymark on

the N side of the W end of the passage.

Currents

(396) The currents seem to meet at Sitkalidak Passage

under ordinary conditions of wind and weather, but in

strong S weather the current occasionally flows NE

continuously. No current velocities have been measured, but it is estimated that the maximum velocity

never exceeds 3 knots.

Kodiak Island ■ Chapter 5 ■ 263
Routes

(397) From eastward, enter Sitkalidak Strait on a

midchannel course. Proceed to 0.5 mile 163° from the

E end of Cathedral Island, thence 600 yards S of Nut Island Light, thence 300 yards S of Aberdeen Rock,

thence 150 yards N of Shag Rock, thence 175 yards S of

Bush Point Light 2, thence 400 yards 155° from the W

end of Sheep Island, thence 200 yards NE of Sheep Island Light 3, and leave Light 3 to port. From this point,

make a slow left turn to enter the narrows, avoiding the

shoals W of Sheep Island. Keep in midchannel through

Sitkalidak Passage, favoring the SE side opposite

Sitkalidak Passage Light 4. Continue on a midchannel

course through the SW end of the strait.

(398) Outer coast of Sitkalidak Island.–For several miles

W from Cape Barnabas, the outer coast is particularly

bold and rocky and seldom free of breaking seas. A series of mountain peaks stands close to the rounded outline of this projecting coastal section.

(399) About 5 miles W of Cape Barnabas, a channel navigable by launches in moderate weather leads to a lagoon. Practically all of the lagoon dries at low water.

(400) Partition Cove, having a small islet in the center

and separated from McDonald Lagoon by a low narrow

neck of land, is foul.

(401) Ocean Bay, the pronounced indentation of the

outer coast of Sitkalidak Island, has a wide sand beach

several miles long. The waters adjacent to a long section of the beach are apparently free of rocks. A sheltered anchorage during prevailing SW weather may be

found in 4 fathoms in the lee of the prominent rocky

point marking the S end of the sand beach.

(402) On the coastal ridge between Ocean Bay and Black

Point are two tips, 1,715 feet and 1,527 feet high, between which the ridge sags in a smooth curve. This feature may be recognized from seaward even against the

distant background of higher mountains.

(403) Black Point, the SW end of Sitkalidak Island, is a

low grass-covered cape sloping gently to the adjacent

hills. It does not show darker than the surrounding

country, but there are some low eroding bluffs around

the cape and scattered boulders along the shore.

(404) A coastal shelf, approximately defined by the

18-fathom curve around Black Point, extends 4 miles

offshore and spreads fan shaped about the point. Very

broken bottom exists on the shelf. In some places the

survey indicated rather deep water where live kelp appeared. It is recommended that Black Point be given a

berth of at least 4 miles.

(405) That part of Sitkalidak Strait W of Sitkalidak Island

extends from its S entrance between Black Point and

Twoheaded Island to Sitkalidak Passage.

(406) The most prominent point on the SW end of

Sitkalidak Island is at the W extremity of the coastal

ridge back of the lowland in the vicinity of Black Point.

(407) Ship Rock, 6 feet high, is at the SE entrance of

Sitkalidak Strait. Vessels should give the rock a wide

berth to avoid the broken bottom extending about 1.2

miles to the SW. In June 2004, a shoal area with a depth

of 41⁄2 fathoms was 1.8 miles W of Ship Rock in

56°59'40.8"N., 153°25'50.1"W.

(408) Puffin Island, 75 feet high, is a grass topped irregular mass of rock 0.6 miles NE of Ship Rock. Several bare

rocks, some of the pinnacle type, are near the island.

The passages on either side of the island are not safe.

(409) Tallapoosa Shoal, with a least depth of 7 fathoms in

57°02'20.1"N., 153°27'11.8"W is in the middle of the

strait 3.5 miles NW of Ship Rock.

(410) Rolling Bay, the first bay on the E side of Sitkalidak

Strait from the S entrance, has a sand beach and tide lagoon at the head, and a valley leads to Ocean Bay. The

bay is exposed to the prevailing SW swell.

(411) A prominent rock, 83 feet high, having vertical

sides and terminating in a dome-shaped top, is on the

extensive reef projecting from the N point of Rolling

Bay. A needle-top rock, 40 feet high, is near the point.

(412) Sitkalidak Lagoon is the upper part of Natalia Bay,

the 5-mile inlet just N of Rolling Bay. The restricted entrance to the lagoon around the end of the spit is navigable only by small craft.

(413) Natalia Peninsula, the rectangular mountainous

headland on the E side of Sitkalidak Strait opposite

Cape Kasiak, has two knolls; one of these is at the NW

end of the headland, the other is at Natalia Point, the

SW end. A 31⁄2-fathom shoal is 0.5 mile off the headland.

(414) Newman Bay is on the E side of Sitkalidak Strait

opposite Three Saints Bay. A 5-fathom shoal is 0.5 mile

off the N entrance point. Several dangers are near the S

shore. A shoal of 4 fathoms extends 400 yards N of the

point marked by a 50-foot elevation which appears as

an island from a distance. Anchorage is available in 8 to

9 fathoms in the center of the upper bay.

(415) Old Harbor is a native village on the W side of

Sitkalidak Strait 1 mile from the W end of Sitkalidak

Passage. A school and a trading post are in the village.

(416) An L-shaped City Dock, at Old Harbor, has a

132-foot face with 8 feet reported alongside. The pier

has 160 feet of breasting distance and is available for

the receipt of conventional cargo and petroleum

products.

(417) Commercial air service is available from Kodiak.

Pilotage, Old Harbor

(418) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

264 ■ Chapter 5 ■ Volume 9
(419) The Kodiak Island area is served by the Southwest

Alaska Pilots Association. (See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and

other details.)

(420) Vessels en route to Old Harbor can contact the pilot

boat by calling “OLD HARBOR PILOT BOAT” on VHF-FM

channel 16 or on a prearranged frequency between pilot and agent/vessel.

(421) A small-boat basin has been dredged at the head of

the unnamed cove on the W side of Sitkalidak Strait,

about 700 yards N of Old Harbor. A marked dredged

channel leads W from the strait to the basin. A diversion dike protects the basin on the N side, and a

240-foot-long groin on the S side of the entrance protects the channel from shoaling. In June 2005, the controlling depth was 8 feet (2.4 m) in the entrance

channel and basin except for lesser depths in the vicinity of Daybeacon 3 and along the W edge of the basin.

The basin will provide protected moorage at a 562-foot

(171 m) float with berthing space for approximately 40

vessels. At the NW side of the harbor is a dock available

for handling supplies and equipment for fishing vessels

and fueling small vessels.

(422) Between Old Harbor and the round point on the opposite shore, Sitkalidak Strait narrows to about 0.5

mile. The W half of this part of the strait is a sandy shoal

having depths less than 3 fathoms. Some piles are at the

S end of the shoal, 450 yards E of the L-shaped pier, at

Old Harbor. A small reef, which uncovers 4 feet, is 100

yards off the E shore of the strait opposite Old Harbor.

(423) Barling Bay is the first bay S from Old Harbor. In

NW weather violent williwaws blow out of the bay. The

bay near its head affords excellent holding ground for

small craft and is secure except in NW weather. The anchorage for large vessels is just inside the entrance.

(424) A broad grass-covered sandpoint projects into

Sitkalidak Strait forming the S entrance point of

Barling Bay. One mile S of the point and about 0.6 mile

off the W shore of the strait are a cluster of dangerous

rocks marked by kelp. The least depth over them is 1

foot at low water. The outermost rock is 0.9 mile 204°

from the point. The area between the rocks and the W

shore is shoal.

(425) Three Saints Bay, on the W side of Sitkalidak

Strait, affords anchorage at the head in 14 to 18 fathoms, mud bottom. At the entrance, which is between

Cape Liakik and Cape Kasiak, a shoal borders the SW

shore.

(426) A spit, with some rocks awash, and covered 23⁄4

fathoms near its outer end, extends about 0.6 mile SSW

of Cape Liakik. John Island, 90 feet high, is near the

outer end of the spit, with another islet between it and

Kodiak Island ■ Chapter 5 ■ 265
Cape Liakik. Foul ground extends from John Island to a

submerged rock 2.2 miles N and about 150 yards off the

E shore.

(427) A course through the middle of the entrance leads

between the shoal on the SW shore and a 4-fathom

shoal 0.5 mile NNW of John Island.

(428) The first Russian settlement on Kodiak Island was

established on this bay in August 1784 and named for

the vessel THREE SAINTS.

(429) The cannery on the sandspit on the W side of Three

Saints Bay, was destroyed by fire in 1931. The face of

the cannery wharf remains. Depths at the wharf are 11

feet at the NW corner, 4 feet about 5 yards farther inshore, and 24 feet at the downstream corner. SE of the

wharf the low water shore areas extend beyond the line

of the face of the wharf. A port landing is always made.

With a heavy wind broadside on, it is impossible for a

vessel under her own power to leave the wharf.

(430) An excellent anchorage for small vessels is in the

cove formed by a long sandspit inside the entrance on

the SW side of the Three Saints Bay. A vessel about 65

feet long may anchor here.

(431) Two streams enter at the head of Three Saints Bay

draining separate valleys. The S valley is said to have a

trail leading across Kodiak Island to Uyak Bay.

(432) The three rocky peaks on the ridge that terminate

at the headland at the turn of Three Saints Bay are locally known as The Three Saints. The peaks are over

3,000 feet high and when clear form a leading mark at

sea for identifying the S entrance to Sitkalidak Strait.

(433) Cape Kasiak is a prominent headland on the W side

of Sitkalidak Strait S of the entrance to Three Saints

Bay.

(434) Kaiugnak Bay and Kiavak Bay, collectively known

as Wide Bay, indent the W shore of Sitkalidak Strait between Cape Kasiak and Cape Kiavak. A small shoal of

31⁄2 fathoms is 1 mile SW of Cape Kasiak. A shoal of 2

fathoms is near the middle of the upper part of

Kaiugnak Bay. A rock, which uncovers 5 feet, is 0.5 mile

NE of Cape Kiavak, and a rock awash, about 700 yards

offshore, is about 1 mile NW of the cape. There are two

lagoons, one at the head of each bay; neither permits

entrance except at high water. A large waterfall is in the

NW branch of Kaiugnak Bay.

(435) Anchorage for all weather except E gales is provided in the SW part of Kaiugnak Bay. Large vessels

should not proceed W of a line bearing S from the small

island off the projecting point at the head of the bay.

(436) Knoll Bay is about 2.5 miles S of Cape Kiavak and N

of Twoheaded Island.

(437) The coast from Cape Kiavak to the N entrance point

of Knoll Bay is foul for 0.3 mile offshore. The coast and

shore of the bay are fringed with covered and visible

rocks, which extend about 0.2 mile offshore.

(438) Knoll Point, the S entrance point to the bay, is

fringed with many dangers. A rock awash, marked by

kelp, is about 0.4 mile E of the point, and a large group

of rocks, with kelp close E, are about 0.5 mile S of the

point.

(439) Anchorage in Knoll Bay may be had in 12 fathoms

during W weather, and small craft may anchor under

the bluff in the S corner of the bay.

Chart 16590

(440) Twoheaded Island, off the S extremity of the W

shore of Sitkalidak Strait, rises to two irregularly

rounded peaks; the higher, 1,837 feet, is NE of the S extremity of the island, and the lower, 1,724 feet, is W. A

ridge, 1,442 feet high, extends along the NE part of the

island.

(441) The coast of the island is bold and precipitous, with

numerous large boulders and rocks awash along the

shores. Two bare rocks, 24 and 28 feet high, are near

the SW shore. The 28-foot rock is block shaped and the

24-foot rock is shaped like a finger pointing up from a

heavy base.

(442) The passage N of Twoheaded Island, to Japanese

Bay and Kaguyak Bay, has a channel width of 0.8 mile.

In navigating the passage, vessels should avoid the foul

area extending S of Knoll Point and favor Twoheaded

Island.

(443) Japanese Bay, consisting of an inner and outer bay,

is narrow and has its entrance 2 miles NW of

Twoheaded Island. A rock, covered 2 fathoms and generally not marked by kelp, is in the middle of the entrance. Broken bottom extends NE of the rock to a

group of large rocks, 60 feet high, which overspread the

E part of the entrance. The E and W shores of the bay are

fringed with many submerged and rocks awash. The

channel for entering the bay is W of the 2-fathom rock.

(444) Vessels may anchor near the head of the outer bay.

After entering proceed midchannel until the inner tangent of the group of large rocks in the entrance is in

range with the outermost of the two high rocks off

Twoheaded Island. Then anchor in 15 to 16 fathoms,

mud bottom.

(445) The restricted entrance to the inner bay is about

190 yards wide. The channel curves around the end of

the gravel spit, but has a depth of 11 fathoms. A vessel

may be beached on the N side of the spit. It has been reported that vessels should avoid anchoring NW of the

spit, as the holding ground is poor. Several vessels have

reported being blown ashore in heavy NE weather.

(446) Cape Kaguyak is about 2 miles SW of Twoheaded Island and between them is the passage leading to Japanese Bay. The area in the vicinity of the cape is foul. The

266 ■ Chapter 5 ■ Volume 9
163-foot rocky islet at the SE tip of the cape has the appearance of a huge sun dial. The outermost danger is a

rock, covered 21⁄2 fathoms, 0.6 mile NE of the cape.

Kaguyak Bay, immediately W of the cape, affords anchorage at the head of the bay in 6 to 9 fathoms from W

and S winds. With NE winds small craft may find a

fairly comfortable anchorage under the bluff on the SE

side of the head of the bay.

(447) The coast of Aliulik Peninsula from Cape Kaguyak

to Cape Trinity, the SW extremity of Kodiak Island, is

bordered by foul ground. Extensive foul areas also surround Geese Islands and Aiaktalik Island which are

along this coast. Geese Channel is not navigable except

for small vessels, and ships proceeding along this coast

pass through Sitkinak Strait. Old Kaguyak Bay and

Russian Harbor provide anchorage for small vessels.

(448) The southernmost peak, 2,215 feet high, on Kodiak

Island, is about 5 miles W of Cape Kaguyak. This detached mountain is regular in outline and forms a distinctive mark. From the mountain toward Cape Trinity

is a long gradual slope.

(449) Flat Island, about 0.9 mile off the entrance of Old

Kaguyak Bay and 6 miles SW of Twoheaded Island, is

flat topped and 119 feet high. This island has sheer

rocky bluffs. A pinnacle rock, 38 feet high, and another

rock outside of it, are close to the SW end of Flat Island.

The rocky reef extending 0.7 mile to the NE shows in

small groups of rocks.

(450) A channel is between Flat Island and the mainland;

its width is narrowed by heavy kelp beds on either side.

(451) Old Kaguyak Bay affords protection to small craft

in N weather. A rock, 28 feet high, is in the center of the

entrance and a rock, which uncovers about 3 feet, is

100 yards SW of the elevated rock. To enter pass between the elevated rock and Boot Point but favor the

shore around Boot Point to avoid the rock that uncovers 3 feet. Anchor in about 3 fathoms, sandy bottom, a

little N of the center of the bay.

(452) Boot Point, forming the W side of the entrance of

Old Kaguyak Bay, is marked by a humped hill 496 feet

high.

(453) About 0.5 mile SW of the W extremity of the headland forming Boot Point are two islets close together.

The highest part, the N end of the W islet, is 41 feet. The

islet 0.2 mile farther offshore is 19 feet high. The islet

0.1 mile inside is 10 feet high.

(454) Geese Islands, three in number, are flat in appearance, the E and highest is 150 feet high. The passages

between the islands are dry at low tide and the area for 1

mile S of the islands is foul.

(455) A reef and shoal area extends 3 miles E from the E

Geese Islands, terminating in a rock covered 21⁄2 fathoms. The rock breaks in a moderately heavy sea but not

in ordinary weather. The reefs, 1 mile inside of the rock,

bare 4 to 7 feet. It should be noted that the bottom

shoals very abruptly in this locality.

(456) Aiaktalik Island, about 2.5 miles W of the westernmost of the Geese Islands, shows as two knolls; the E

one, 308 feet high, is the sharper and higher. The area S

of the island is foul for 1.5 miles offshore.

(457) A cylindrical grass-covered rock, 50 feet in diameter and 58 feet high, stands on the shore reef at the W

end of Aiktalik Island.

(458) Sundstrom Island is just off the SW end of Aiktalik

Island. Several wart-like projections rise above the general level of the island which is about 70 feet; the highest is 158 feet. The shores consist of rocky bluffs.

(459) The passage between Sundstrom and Aiktalik Islands should prove useful to small craft in that it avoids

the whirlpools and tide rips around the SW point of

Sundstrom Island. Both sides of the narrow passage are

lined with heavy kelp but the midchannel is clear of

kelp and has a controlling depth of about 21⁄2 fathoms.

(460) The passage between Aiaktalik and Geese Islands is

navigable for small vessels and has a controlling depth

of about 6 fathoms. The chart is the best guide.

(461) The passage between Kodiak Island and the chain

composing Aiaktalik Island and Geese Islands, via

Geese Channel and Russian Harbor, is used considerably by small local vessels.

(462) Geese Channel, the passage N of Geese Islands, has

a controlling depth of 21⁄2 fathoms. Shoals and reefs are

scattered in the passage. Three buoys mark the channel; they are numbered from E to W. Heavy kelp marks

the shoal patch 0.5 to 0.9 mile W of the W island of the

Geese Islands. In October 1979, a submerged obstruction was reported at the W end of the channel, about

200 yards SE of Geese Channel Lighted Bell Buoy 4.

(463) Russian Harbor, between Aiaktalik Island and Kodiak Island, is a temporary anchorage in moderate

weather, in about 8 fathoms, hard sand bottom. There

is but little shelter, and strong tide rips are frequent.

(464) In general it is difficult to make courses good passing through Russian Harbor because of the strong currents, swirls, and eddies. Aiaktalik Island Light 5

(56°43'54"N., 154°03'06"W.), 57 feet (17.4 m) above the

water, is shown from a square frame with a green

square daymark on the N point of the island. A middle

ground in Russian Harbor has a least depth of 2 fathoms.

(465) In Aiaktalik Cove, the seas and wind sweep around

the point in moderate weather, making the cove an uncomfortable anchorage. The best anchorage for small

vessels, affording excellent protection from the prevailing NE weather, is on the Kodiak Island side of Russian

Harbor. This anchorage is 0.8 mile N of the point 3.4

miles E of Cape Trinity, opposite a stretch of sand beach

Kodiak Island ■ Chapter 5 ■ 267
in a break of the shore reef. The anchorage is in 4 fathoms, soft sand bottom.

(466) Sitkinak Strait is the broad strait lying between

Trinity Islands and Kodiak Island. It is navigable for

large vessels.

(467) The E approach is marked by Geese Islands on the

N and Cape Sitkinak, the E end of Sitkinak Island, on

the S. As viewed from seaward, this end of Sitkinak Island shows as precipitous dark rock and shale bluffs

dominated by two peaks or heads; the N one is 605 feet

high and the S one is 821 feet.

(468) Two groups of two bare rocks are 0.5 mile and 1

mile off Cape Sitkinak. The outer group, light gray in

appearance, is 17 feet high, and the inner group is 13

feet high. Rocks awash are outside of the outer group of

bare rocks.

(469) An extensive fan-shaped reef, the limits of which

are marked by thick growing kelp, extends almost 2

miles E and S of the SE point of Aiaktalik Island. It is

made up of two rocky ledges and many individual

rocks, most of which uncover. It is believed that the

rock on which the PAVLOF struck is located near the

edge of this reef.

(470) A bank of considerable extent, with a least depth of

41⁄4 fathoms, is near the middle of Sitkinak Strait about

2 miles N of Whirlpool Point.

(471) Whirlpool Point, N point of Sitkinak Island, is low,

flat, and sandy. Whirlpool Point Light (56°37'00"N.,

154°05'36"W.), 51 feet (15.5 m) above the water, is

shown from a skeleton tower with a red and white diamond-shaped daymark on the point. The tower is reported to be a good radar target.

Currents

(472) The currents in Sitkinak Strait set WNW on the

flood and ESE on the ebb. There are heavy tide rips in

the strait particularly SW and W of Aiaktalik Island. So

far as observed, they are heaviest with a W wind and a

flood current. The tide rips are often dangerous for

small vessels. At times when the current opposes seas

from E in the vicinity of Whirlpool Point, the seas become very steep. Current predictions for Sitkinak

Strait may be obtained from the Tidal Current Tables.

Routes

(473) Routes, Sitkinak Strait.–A rocky ridge on Albatross Bank on which a depth of 8 fathoms was found, is

in the seaward approach to Sitkinak Strait from the SE.

The ridge is about 42 miles 105° from the summit of

Sitkinak Island. It should be avoided.

(474) Enter the strait on a 270° course passing about 4.3

miles N of Sitkinak Cape and 1 mile off Whirlpool Point

Light. Continue on this course for 4 miles until Dolina

Point bears 190°. Then change to 000° and continue to

a position 2.2 miles W from Cape Trinity. Due regard

must be had for the strong currents in this strait.

(475) If bound for Alitak Bay, follow routes given later in

this chapter.

Chart 16580

(476) Albatross Bank, about 45 miles off the SE coast of

Kodiak Island, has depths of 8 fathoms to about 61 fathoms.

(477) An area, having depths of 12 to 20 fathoms and covering about 50 square miles, is between 153°00'W. and

153°20'W., and between 56°20'N. and 56°28'N. The bottom characteristics noted on this area include gray

mud, fine black sand and gravel, and rock. Kelp has

been seen in this area at various times. On occasion,

moderate tide rips have been noted.

(478) A rocky shoal is a short distance to the E of the

large shoal just described. The depths range from 8 to

20 fathoms with a very irregular rocky bottom. The

shoalest part, in 56°22.5'N., 152°56.5'W., is a sharp

rocky ridge with a depth of 8 fathoms. Currents with a

velocity of about 3 knots were observed in this area. It

should be avoided in heavy weather because of possible

breakers.

(479) A 16-fathom bank is in 56°40'N., 152°10'W. There

may be less water. This shoal is separated from the

shoals previously described by an extensive trough of

deep water. This trough extends N, and branches extend into both entrances of Sitkalidak Strait and toward Sitkinak Strait.

(480) Trinity Islands, off the S end of Kodiak Island, consist of Sitkinak and Tugidak Islands inhabited only by

occasional hunters and fishermen in the summer and

trappers in winter. Unsurveyed areas include the SW

coast of Sitkinak Island and all of Tugidak Island except

the N end. Soundings in these unsurveyed areas are

from reports.

(481) The island beaches are heavy shingle, gravel, and in

places fine sand; a few alder bushes are on both islands.

Landings are easy with offshore winds, but with any

change the sea makes up rapidly. Water can be obtained

from the ravines and pools on the islands.

(482) Sitkinak Island (see also chart 16590), the E island,

is divided into two parts by Sitkinak Lagoon, which is

navigable through the N entrance by small vessels, except during E swells or seas. The S entrance, fringed

with rocks that uncover, should be attempted only with

a calm sea; a small launch may enter at high water. The

lagoon is a flat traversed by tidal channels, which are

fairly deep near and inside the entrance, but the connecting channel between them is only 3 feet deep at

high water.

268 ■ Chapter 5 ■ Volume 9
(483) Sitkinak Dome, 1,600 feet high, prominent, and

with a smooth rounded top, dominates the W side of

Sitkinak Island. A parabolic antenna is just NE of the

dome.

(484) The E end of Sitkinak Island and Whirlpool Point

have been described under Sitkinak Strait.

(485) The island E of the lagoon is composed of many

hills, some of which are separated from one another by

low valleys. The NW side of the island, SW of Dolina

Point, is made up of earth cliffs several hundred feet

high, broken by narrow ravines.

(486) The S coast of Sitkinak Island is foul and should be

avoided. Kelp beds extend 0.5 to 2 miles off the E and S

shores. A bank with its center 9.5 miles SSW from Cape

Sitkinak has not been fully surveyed. The bank has

depths of 11 fathoms to 20 fathoms, and covers an area

about 0.5 to 1.5 miles wide and about 6 miles long. It

extends in a NNE-SSW direction and is an extension of

an extensive area along the S coast of Sitkinak Island

having depths less than 20 fathoms with irregular bottom in most places.

(487) A temporary anchorage is off the S entrance to

Sitkinak Lagoon. This part of the S coast of the island is

recognized offshore by the flatland at the lagoon. A

prominent rocky point with an arched opening 50 feet

high marks the entrance to the lagoon. To reach this

anchorage from outside the 20-fathom curve, steer for

the point with the arched opening bearing 026°, and

anchor in not less than 11 fathoms about 1 mile from

the point.

(488) Tugidak Passage, between Sitkinak and Tugidak Islands, has very strong and freakish tidal currents and

rips. Only the N approach has been surveyed. The S approach is apparently blocked by shoals. Tide rips in the

middle of the passage are extremely dangerous to small

boats and should be avoided by hugging the Tugidak Island shore.

(489) Tugidak Island, in its N part, is chiefly sandflats,

but little above high water. A level boulder patch that

uncovers is 0.5 mile off the N coast of Tugidak Island, 5

miles W of Tugidak Passage.

(490) The higher parts of the island are low grassy

sandhills which terminate in bluffs in places along the

shores. The N part is separated from the S or higher

part by a large lagoon having one entrance from the SE.

(491) The lagoon is reported to bare, except near the SW

side of the entrance where there is a pocket or basin of

about 5 to 6 fathoms, sand bottom. The basin is a suitable anchorage for small boats, and is protected from

the sea by a long sandspit that extends E from the entrance point on the SW side. A narrow channel follows

the SE side of Tugidak Island, however, it is almost bare

at low water so passage in and out is possible only at

half or greater tide.

(492) In 1909, Mr. S. Applegate located the foul and broken area which extends about 10 miles S from the S end

of Tugidak Island, as shown on the chart, by compass

bearings on Tugidak Island and the summit of Sitkinak

Island. Until a survey is available it is considered unsafe

for vessels to cross this area. The bottom is very uneven, the depths changing abruptly from 2 to 4 fathoms

in places, and boulder reefs with little depth may be expected. There are strong currents and heavy rips and

overfalls.

(493) The waters off the N end of Tugidak Island have

been surveyed. The general absence of kelp in this comparatively shoal area may be taken as an indication of

the existence of but little if any ledge rock. The bottom

apparently is composed of loose material including

boulders leveled down by the action of the sea to form

the more or less flat area of this region of 5 to 7 fathoms. Slight shoaling occurs in patches where apparently there is a predominance of boulders resisting the

general leveling action of the sea.

(494) The N and W sides of Tugidak Island may be generally approached as close as 1.5 miles in good weather by

a careful use of the lead. Care should be exercised near

the middle of the W side of the island, as an unsurveyed

bank reported to be covered as little as 2 fathoms is possibly 2 or 3 miles off. Anchorage can be found on the E

side of the island between the entrance to the lagoon

and the foul area extending off the S end.

(495) Ptarmigan have been found in great number on

Tugidak Island.

(496) Chirikof Island (see also chart 16587) is about 60

miles SSW of the Trinity Islands. The S part of the island has bold, high peaks and bluffs, from which it

gradually slopes to the N end, terminating in a low,

green undulating country. An islet is near the SE end.

The island is easily recognized and is visible for many

miles in clear weather. In 2006, an obstruction covered

3⁄4-fathom was reported approximately 1 mile E of the

island in 55°48'31"N., 155°32'01"W.

(497) The S shore of Chirikof Island is a Steller sea lion

rookery site. There is a 3-mile vessel exclusionary

buffer zone around the southern half of the island. (See

50 CFR 223.202, chapter 2, for limits and regulations.) In emergency situations anchorage may be

found in the bight at the SW corner, Southwest Anchorage, at the mouth of the stream and opposite the

houses; or in 10 fathoms, on the W side off the bluff just

S of the stream, possibly 2 miles from the NW point.

Anchorage can also be found in the wide bay on the NE

side of the island. In 2006, depths less than those

charted were in the area, possibly due to the March

1964 earthquake. Anchorage difficulties may be experienced in heavy weather due to williwaws and limited

swinging room. Foul ground is between Chirikof Island

Kodiak Island ■ Chapter 5 ■ 269
and the islets W of it. These islets are known as Round

Rock, which is the largest and resembles a haystack,

and Nagai Rocks.

(498) On numerous occasions breakers have been observed off the S end of Chirikof Island. The position of

the breakers is reported to be 55°42'N., 155°36'W. A

least depth of 4 fathoms was reported on the reef. The

area of possible shoal water does not appear to be over

50 to 100 yards in diameter.

(499) A shoal is reported to extend from the E side near

the middle of the island; breakers have been reported 3

miles 114° from the middle of the island. A breaker is

reported in an estimated position 4 miles ESE from the

SE point of the island. A shoal with kelp is reported to

extend about 1 mile W from the NW point of the island.

(500) In 1923, the U.S.S. CARDINAL was wrecked on the

E side of Chirikof Island and the survey ship

DISCOVERER while engaged in rescue work struck a

reef about 1.5 miles offshore.

(501) The wide passage between Chirikof Island and

Tugidak Island has not been adequately surveyed. From

widely scattered soundings taken in this locality, it appears that a submarine ridge with depths less than 19

fathoms extends from one island to the other. Foul and

broken bottom extends about 10 miles S from Tugidak

Island. Fairly regular depths across the ridge are indicated in the more closely sounded area 10 miles N of

Chirikof Island. Tugidak Island is low and featureless

and cannot be used as a navigational guide in the passage. Vessels bound for Chignik from the E use this passage.

Currents

(502) Between Sitkinak and Chirikof Islands the general

set of the current is reported to be about 249°, 0.5 knot.

The current between Chirikof Island and Lighthouse

Rocks has a S set, less than 0.5 knot. From Lighthouse

Rocks to Kupreanof Point the current sets generally

260° and varies from 0.3 to 0.7 knot.

(503) On three runs between Chirikof Island and Castle

Rock on the Shumagin Islands, a S set was experienced

each time, an average of as much as 1.5 knots having

been noted.

(504) Vessels crossing the Gulf of Alaska westbound are

often subjected to a strong N set and should verify their

position by sounding when approaching the meridian

of Chirikof Island. It was this N set in conjunction with

thick weather that was responsible for the loss of the

CARDINAL in 1923.

Charts 16590, 16591

(505) Alitak Bay, at the S end of Kodiak Island has its entrance between Cape Alitak and Cape Trinity, and extends 26 miles in a N direction to the head of Deadman

Bay. Lazy Bay is a good anchorage.

(506) The country is treeless and except for outcropping

ledges of bare rock on the knolls and peaks, the land is

covered by thick moss and grass. A herd of reindeer is

maintained in the vicinity of Lazy Bay by the natives.

(507) The prominent feature in the approach is Twin

Peaks on the peninsula between Lazy Bay and Kempff

Bay. It can be seen from off Cape Ikolik on a clear day.

The peninsula between Kempff Bay and Olga Bay is

mountainous and rises to 2,000 feet.

Pilotage, Alitak

(508) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(509) The Kodiak Island area is served by the Southwest

Alaska Pilots Association. (See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and

other details.)

(510) Vessels en route to Alitak Bay can contact the pilot

boat by calling “ALITAK BAY PILOT BOAT” on VHF-FM

channel 16 or on a prearranged frequency between pilot and agent/vessel.

(511) Cape Trinity, the S entrance point to Alitak Bay, is a

tableland terminating in an almost vertical bluff. Rocks

and reefs extend a short distance off the cape.

(512) Cape Alitak, the N entrance point of Alitak Bay, is

the S end of a sloping ridge with numerous knolls. It is

partly grass covered with much bare rock. Deep water

extends close up to the cape on its SW side, but a long

shoal of fine gray sand makes off its SE side in the direction of Cape Trinity. Numerous rocks are also close off

the N, E, and W sides of the cape. The 10-fathom curve

extends 3 miles off the cape and the 5-fathom curve is

about 1.3 miles off. At the outer end of the shoal the

depth increases rapidly to 20 fathoms. Cape Alitak

Light (56°50'35"N., 154°18'25"W.), 63 feet (19.2 m)

above the water, is shown from a small house with a red

and white diamond-shaped daymark on the S end of the

cape.

(513) Lazy Bay, 4 miles NE from Cape Alitak, is well

marked by Twin Peaks and Egg Island on its N side, and

some white rocky ledges close to its S entrance point.

The shore S of the entrance is clear if given a berth of

0.4 mile with the exception of the shoal making off the

SE side of Cape Alitak.

(514) A cannery with a wharf, operated by the Columbia-Wards Fisheries, is on the N shore about 1 mile W

270 ■ Chapter 5 ■ Volume 9
from Egg Island. The wharf is 180 feet long with 30 feet

reported alongside the face. Water is available at the

wharf, and the cannery has limited machine shop facilities. Diesel and fuel oils are stored in some quantity for

cannery use. The cannery season is May through September. Caretakers man the cannery in the off-season.

The cannery monitors VHF-FM channel 16 and 4125

kHz single sideband (SSB); call sign is KBL-75.

VHF-FM channel 79A is used as a working frequency;

2450 kHz SSB is also available. Telephone service is

available at the village of Akhiok. The cannery maintains a store seasonally. A nurse or first aid technician

is available during the canning season, but there are no

hospital accommodations. Injuries or illnesses requiring hospitalization are flown to Kodiak. Air service is

available to and from Kodiak on Tuesdays and Fridays

during the off-season, and six days a week during the

open season.

(515) A slipway capable of hauling out vessels up to about

130 tons, with a maximum draft of 6 feet forward and 8

feet aft is at the cannery.

(516) The N part of the bay beyond the sandspit above the

cannery consists of mudflats and many boulders.

(517) Anchorage in 9 to 15 fathoms, mud bottom, may be

had between the cannery and the E entrance point to

Rodman Reach. With E gales the wind blows directly in

Lazy Bay and there is little room in case of dragging or

parting a cable. Northwesters blow with great force

into Lazy Bay from over the ridge back of the head of

the bay. Small craft can find excellent shelter and

smooth water in the entrance to Rodman Reach during

E weather.

(518) Rodman Reach is a narrow arm that extends SW

from Lazy Bay and inside of Tanner Head to Cape Alitak

where it forms a shallow basin from which Alitak Lagoon, also shallow, extends 3 miles N, being separated

from the sea by a narrow shingle spit. About 100 yards

off the E entrance point are two rocks awash. Excellent

shelter for small craft will be found in the entrance to

Rodman Reach.

(519) Kodiak National Wildlife Refuge includes waters of

Lazy Bay, Rodman Reach and Alitak Lagoon. Kodiak

National Wildlife Refuge is a Marine Protected Area.

(See Appendix C for additional information.)

(520) Egg Island is the low, flat rocky islet off the N entrance to Lazy Bay. Lazy Bay Light 2 (56°53'31"N.,

154°13'03"W.), 25 feet (7.6 m) above the water, is shown

from a skeleton tower with a red triangular daymark on

the S side of the island.

(521) Twin Peaks, between Lazy and Kempff Bays, are a

mark from as far W as Cape Ikolik. North Twin Peak,

the higher one, is 1,494 feet and South Twin Peak is

1,310 feet. Both peaks are fairly definite, devoid of

vegetation, and very rocky and stony. From the W they

are first raised as an island.

(522) Kempff Bay, on the N side of Twin Peaks, is too

deep for convenient anchorage and on its N side has

broken bottom that should be avoided. There are neither settlements nor improvements in Kempff Bay.

(523) Favoring somewhat the S shore through the bay,

anchorage can be selected near the head in about 18

fathoms. A spit with deep water close-to extends 350

yards from the N shore at a point 0.7 mile from the

head.

(524) A reef, covered at high water, is between Drake

Head and White Rock, and extends 0.5 mile from the

shore just S of Kempff Bay. White Rock, 10 feet high,

should be given a berth of 0.3 mile when passing E of it

in Alitak Bay and the same distance when passing N of

it entering Kempff Bay.

(525) Akhiok, a native village on the beach of Akhiok Bay

about 1.5 miles NE from Kempff Bay, has a schoolhouse

and a Russian Orthodox Church. The village has telephone service. A foot trail leads from the cannery at

Lazy Bay to Akhiok. Akhiok is best reached by launch

via the passage from Kempff Bay. This passage is shoal

and has many rocks. A pilot can usually be obtained at

the Lazy Bay cannery.

(526) Round Hill, 193 feet high, is a symmetrical, round

grassy knoll at the E end of Akhiok Island which forms

the N side of the entrance to Kempff Bay.

(527) Akhiok Reef, awash at extreme high water and always showing, is a group of black jagged rocks about

0.6 mile off the SE point of Akhiok Island. In clear

weather the reef makes a good landmark. A deep pocket

of 30 fathoms is 350 yards SE of Akhiok Reef. A

41⁄4-fathom spot, marked on its E side by a buoy, is 0.4

mile E of Akhiok Reef.

(528) Small vessels, with local knowledge, when bound

from Lazy Bay to Moser Bay pass between Akhiok Reef

and Akhiok Island. Strangers are advised to keep to the

E of the buoy marking the 41⁄4-fathom spot.

(529) Middle Reef covers an area about 2 miles long in

the central part of Alitak Bay. The NW end of the reef

area is marked by a group of black rocks that uncover

about 7 feet and will usually be seen or breaking. A

kelp-marked rock, which uncovers 2 feet, and a ledge,

which uncovers 51⁄2 feet, are along the E side of the reef

area. The kelp-marked shoal at the S extremity is covered 23⁄4 fathoms. There is little if any warning of shoaling of the general depths of the bay adjacent to the reef

area.

(530) Nelson Reef, which has a least known depth of 21⁄2

fathoms, is 1.5 miles N of Middle Reef and 2.7 miles

ESE from the entrance to Moser Bay. A thin growth of

kelp is sometimes seen on this reef.

Kodiak Island ■ Chapter 5 ■ 271
(531) Moser Bay, the large NW arm of Alitak Bay, has

depths of 10 to 15 fathoms, soft mud bottom. It is a secure harbor and an excellent anchorage. The entrance

is between Bun Point, low, sandy, and marked by a

light, and Amik Island, rocky, on the S; it is obstructed

by a rocky shoal that makes N from Amik Island for

about 0.5 mile. The N end of the shoal is marked by a

buoy.

(532) The channel between Bun Point and the N end of

the rocky shoal is 175 yards wide and is close to Bun

Point. It has a least depth of about 51⁄2 fathoms, and

strong tidal currents flow in the direction of the axis of

the channel.

(533) About halfway between Bun Point and Fassett

Point is a shoal that extends halfway across from the

NE shore toward a spit on the opposite shore. The shoal

has a depth of 3 fathoms at its outer end which is

marked by a buoy.

(534) A gravel shoal, which uncovers, extends 400 yards

ENE from the spit on the S shore opposite the shoal described above.

(535) Fassett Point, a low grassy head with lower land

back of it, is the turning point on the NE side of Moser

Bay, about 2 miles inside the entrance.

(536) Trap Point is the low point across the channel from

Fassett Point. The Alaska Packers Association maintains a warehouse, wharf, and ways for hauling out

scows here. The wharf has a face of 100 feet and a least

depth of 34 feet alongside.

(537) Snug Cove, SW from Trap Point, shoals gradually

to its head. A pass between the mountains extends from

Snug Cove to the sea.

(538) Chip Cove is on the W side of Moser Bay, 1.5 miles

N of Trap Point. The cannery pier, on the W side of the

cove entrance, has depths of 20 feet alongside the working faces.

(539) Radiotelephone and radiotelegraph communications are maintained by the cannery.

(540) Olga Narrows connects Moser Bay with Olga Bay. It

is possible to carry about 21 feet through the passage

only by carefully following the narrow and crooked

channel. It should not be attempted except with local

knowledge.

(541) The current in the narrowest part of Olga Narrows

attains an estimated velocity of 8 knots. During large

tides there is no stage at which there is slack water the

entire length of the narrows. During small tides there

is said to be a period of slack water lasting from 1⁄2 to 11⁄2

hours.

(542) Olga Bay is an irregularly shaped body of water 17

miles long. The W end is separated from the ocean by a

strip of land 1 mile wide at a point 6 miles N of Low

Cape. The shores of Olga Bay are rocky except at the W

end where low grassy bluffs are from 10 to 80 feet high.

On the N and S shores of the bay the land rises abruptly

from 800 to 2,000 feet.

(543) The bay has the appearance of a lake and the rise

and fall of the tide is only from 1 to 2 feet at the former

cannery which was on the N shore about 8.5 miles

above the narrows. The buildings and wharf of the former cannery now are used as a base camp for big-game

guides. The wharf has depths of 7 to 11 feet alongside.

(544) Anchorage for fishing craft can be found at several

places along the shores. The best anchorage is in Anchor Cove on the S side of Olga Bay, 5.5 miles above the

N end of the narrows. The cannery company had dolphins here where small boats tied up over the winter.

(545) Deadman Bay is deep except near the head where it

divides into two arms. The N arm terminates in a mudflat, while the E arm, known as Alpine Cove, affords excellent anchorage. The NW shore of Deadman Bay is

fringed with numerous rocks and reefs, while the SE

shore is bold and unusually clear. No settlements are

along the bay, only an occasional cabin used by trappers

during the winter.

(546) Between Bun Point and Fox Island are several

off-lying islets and rocks and much foul ground. The

shore here should not be approached closer than 1 mile

except with local knowledge.

(547) Fox Island, about 0.5 mile off the W shore near the

entrance to Deadman Bay, is bordered by bluffs and is

90 feet high. It is grass covered, comparatively flat, and

a good mark in entering Deadman Bay.

(548) Alpine Cove, the E arm at the head of Deadman

Bay, is a beautiful cove surrounded by high rugged

mountains. An excellent anchorage is near the entrance in 12 to 15 fathoms, mud bottom, and sheltered

from all winds and seas.

(549) From Cape Trinity, the E shore of Alitak Bay trends

NNE for about 14 miles to Shag Bluff, the S entrance

point of Portage Bay. This section of the coast has many

visible and submerged rocks, and reefs, extending in

places as much as 0.6 mile offshore.

(550) Portage Bay opens into Alitak Bay from the NE.

Bert Point, dark and rocky, 3.7 miles E of Cape Hepburn, separates the bay into two arms.

(551) Sulua Bay, the main or W arm, extends 3.5 miles N

from Bert Point. Between Cape Hepburn and the W entrance point of Sulua Bay, a bank, with reefs and rocks,

submerged and awash, extends as much as 0.5 mile offshore.

(552) The shores of Sulua Bay are precipitous, except at

its head where a stream enters through the flats. Several short gravel spits extend from the W side, and on

the two nearest the entrance are cabins used by fishermen during the season. Mooring piles are on the N side

of these spits.

272 ■ Chapter 5 ■ Volume 9
(553) On the E side of this arm, a bank, with depths of less

than 5 fathoms, extends about 0.3 mile offshore. Two

rocks, the S one of which uncovers 2 feet, are on this

bank, and are about 1.7 and 2.1 miles, respectively, N of

Bert Point.

(554) The E arm of Portage Bay is short and terminates in

a large shoal lagoon extending 2.5 miles NE. A stream

enters through the flats at the head of the lagoon.

(555) Shag Bluff is on the S side of Portage Bay, 2.4 miles

S of Bert Point. A group of rocks, bare and awash, the

highest, 10 feet, is about 1 mile W of the bluff. Between

Shag Bluff and the head of the E arm, a bank covered

less than 3 fathoms, extends about 0.4 mile offshore. A

shoal covered 31⁄2 fathoms, is on this bank about 0.5

mile SW of Bert Point.

(556) A good anchorage is about 0.5 mile SE of a 44-foot

pinnacle rock at the head of Sulua Bay in 10 fathoms,

mud bottom.

Routes

(557) Routes, Alitak Bay.–Coming from the W, steer

075° for 88 miles from Foggy Cape bearing 327°, 10

miles. This will lead to a position in the middle of the

entrance to Alitak Bay 3.6 miles 145° from Cape Alitak.

The southernmost peak, 2,215 feet, on Kodiak Island

should be about 3° on the port bow while passing Cape

Alitak on the course given.

(558) If following the SW coast of Kodiak Island in approaching Alitak Bay, follow the routes given later in

this chapter–Cape Karluk to Cape Alitak bearing 010°,

1.5 miles. Then steer 121° for 2.7 miles to clear the

shoal making SE from Cape Alitak. This will lead to the

midentrance position 3.6 miles 145° from Cape Alitak.

(559) To enter Lazy Bay: (1) From Alitak Bay midentrance position given above, steer 015° for about 5.5

miles until the S shore of Lazy Bay is abeam. Then

change to 309° until Egg Island is abeam on the starboard hand, 350 yards, then change to 284° and enter

the bay.

(560) (2) If coming from Sitkinak Strait, follow routes

given earlier in this chapter, to a position 2.2 miles W

from Cape Trinity. Then steer 003° for about 8 miles

until the S shore of Lazy Bay bears 287°. Then change

to 309° until Egg Island is abeam on the starboard

hand, 350 yards. Then change to 284° and enter the

bay.

(561) To enter Moser Bay: (1) From Alitak Bay midentrance position given above, steer 034° for 9.2 miles

until Akhiok village bears 297°, 3 miles. Then change

to 348°, heading 150 yards off Bun Point. When nearly

up to Bun Point change to 005°, passing 150 yards off

the highwater line at the point. When the buoy bears

237°, haul W to a 290° course, passing about 275 yards

N of the buoy.

(562) Continue on this course for 1 mile until past the

buoy marking the end of the long shoal that makes out

from the NE shore. Then haul to the N and anchor as

desired.

(563) Strong tidal currents will be found at Bun Point

setting along the axis of the channel. Large vessels

should wait for slack water.

(564) (2) If coming from Sitkinak Strait, follow directions given earlier, to a position 2.2 miles W from Cape

Trinity. Then steer 019° for 11.5 miles until Akhiok village is abeam on the port hand, 2.6 miles. Then change

to 348°, heading 150 yards off Bun Point, and follow directions given above for entering Moser Bay.

(565) To enter Deadman Bay: From a position with the

NW Middle Reefs bearing 121°, 1.5 miles, make good a

041° course for about 4 miles until the S end of Fox Island is on the port beam, nearly 1 mile. This course

leads 0.5 mile NW of Nelson Reef, a shoal with a least

known depth of 21⁄2 fathoms. When the S end of Fox Island is abeam haul to the N and steer midchannel

courses up Deadman Bay, if anything favoring the SE

shore.

Chart 16580

(566) Shelikof Strait separates Kodiak and adjoining islands from the mainland of Alaska. The strait is reached

from the E via the passages N and S of the Barren Islands, or via Kupreanof Strait.

(567) From Barren Islands to Cape Ikolik, depths ranging

from 80 fathoms in the N end to 140 fathoms in the S

entrance will be found in midchannel. Along the E

shore, the 100-fathom curve is from 1 to 3 miles off the

various headlands. Suitable depths for temporary anchorage will be found near the shores in most places.

(568) In thick weather when not sure of the position,

depths should not be shoaled less than 50 fathoms. For

deep-draft vessels it is considered safer to favor the E

shore.

Currents

(569) The limited current data available for Shelikof

Strait indicate that the flood sets into the strait from

both ends.

(570) Current observations have been made for short periods at various anchorages used by surveying vessels

near the shore. On the W side of the strait currents of 1

knot have been recorded, setting alongshore in either

direction, with the current in the SW direction predominating. Apparently the current is less along the W

coast of Afognak Island than on the opposite side of the

strait.

Kodiak Island ■ Chapter 5 ■ 273
(571) At the NE entrance to the strait in the vicinity of

Dark Island and Latax Rocks, heavy tide rips, variable in

position, are frequent; strong tidal currents are encountered along the coast of Shuyak Island.

Weather, Shelikof Strait Vicinity

(572) NE winds invariably bring rain and thick weather,

and it is from this direction that most of the heavy

weather comes.

(573) SE winds generally bring clouds, but may be accompanied by either rain or fair weather.

(574) SW and W winds are invariably accompanied by

fine clear weather, but they often blow with great force.

The southwest gale is perhaps the most to be dreaded in

Shelikof Strait, as it raises a short, heavy sea that is trying to a small vessel.

(575) S winds generally bring haze, which is sometimes

so thick as to resemble fog.

(576) NW winds bring fair weather and clear atmosphere;

however, in the wake of the Katmai region, the air may

be hazy due to volcanic dust.

(577) During the early spring, NW gales are often accompanied with freezing weather and vessels are in danger

of becoming iced down. Small craft, especially, should

hug the NW shore under such conditions, so that they

may seek shelter before the icing becomes serious.

(578) Gales in this region last without intermission anywhere from 1 to 3 days.

(579) NE winds are generally accompanied by a low barometer and SW winds by a high barometer, but the

rule is not invariable. The barometer is of little or no

value in foretelling the weather, as it accompanies

rather than precedes corresponding conditions. The

slope of the barometric curve is apt to change suddenly,

the weather changing with equal suddenness. A sure

sign of rainy weather and wind from the NE is the gathering of clouds on the NE side of the mountains.

(580) Blinding snowstorms are frequent in early spring.

(581) In May-August 1975, the NOAA Ship FAIRWEATHER,

working in Shelikof Strait, reported the following

weather conditions: July and August afforded the best

weather and May the worst. Storms with winds to gale

force occurred about twice a month. Some snow showers were experienced in May.

(582) The wind in Shelikof Strait usually blows in only

two directions, either “up” (SW to NE) or “down.” The

direction usually depends on whether the area S of Kodiak Island contains a low pressure (when down the

strait winds result accompanied by driving rain) or a

high pressure (when up the strait winds result). Winds

and seas can increase suddenly and subside just as

quickly.

(583) During windy conditions, wind force is sharply

higher in the vicinity of, and even in the lee of the capes

and point which extend into Shelikof Strait. During

these conditions, entry well into the bays is necessary

for refuge. With “down” wind conditions, seas on the W

side become considerably worse as one progresses NE

from Kukak Bay, and with “up” wind conditions, the

same applies along the W side from Cape Kuliak to the

SW.

(584) Weather conditions in Shelikof Strait can also be of

wide variance from one location to another at any one

time. However, as a rule, weather and seas are much

more amenable on the Kodiak Island side of the strait

than on the mainland side.

(585) The W coasts of Shuyak and Afognak Islands trend

218°. The distance from the northernmost Latax

Rocks, described earlier in this chapter, to Raspberry

Cape is 48 miles. From Raspberry Cape the E coast of

Shelikof Strait trends 230° for 45 miles to Cape Karluk.

Chart 16604

(586) The W side of Shuyak Island is irregular and

fringed by a chain of islets and rocks about 1 mile offshore. Between them and the island are many rocks

and kelp patches. The outer ones are nearly on a line

through Gull Island from Black Cape.

(587) Shag Island, a group of grass-covered islets, is 36

feet high and 0.9 mile W of Party Cape. A bare rock, 3

feet high, is 0.6 mile N of Shag Island. A shoal with a

least depth of 4 fathoms is about 1.7 miles NW of the islets.

(588) Wonder Bay, SE of Shag Island, is rock strewn and

should not be entered except by launches with local

knowledge.

(589) Gull Island, 2.8 miles SW of Party Cape, has a distinctive dome-shaped top, grass covered, and 83 feet

high. Several large reddish rocks are to the N of it. It

marks the entrance to Western Inlet, which is shallow

and foul. Gull Island is connected to the large island at

the entrance of Western Inlet by a sandspit which bares

at minus tides. This area is extremely foul.

(590) Big Bay, 2.5 miles S of Gull Island, is of considerable size, having a main arm branching into four

smaller arms at its head. The main arm has a controlling depth of 21⁄4 fathoms, and although it affords protection in NE weather, it should not be attempted

without local knowledge, as its entrance is obstructed

by numerous rocks, many of which uncover. The

smaller arms are not accessible except to very small

craft.

(591) In 1971, the 231-foot NOAA Ship RAINIER anchored a number of times off the W side of Shuyak Island in about 58°33.6'N., 152°42.4'W., 1.7 miles NW of

Eagle Cape, in 18 fathoms for protection from E winds.

274 ■ Chapter 5 ■ Volume 9
The ship reported that the anchor nearly always

dragged some when dropped before setting in rocky

bottom. The holding quality was fair, though on one occasion no dragging was experienced in winds of 50

knots.

Chart 16605

(592) Shuyak Strait, between Shuyak and Afognak Islands, is not recommended as a through passage for

ships because of its restricted E entrance and broken

bottom in the seaward approach from the E. Its W approach in Shelikof Strait is characterized by less uneven bottom and the W entrance is mainly clear and 1.5

miles wide.

(593) Entering Shuyak Strait from Shelikof Strait, vessels pass about 1 or 1.5 miles N of Rocky Island and

head for the middle of the strait on a course of about

113°.

(594) Islets and rocks, which uncover, are on both sides

of the W approach to Shuyak Strait. The best water is

found by favoring the N side of this approach.

(595) Shuyak Strait is apparently clear of dangers in

midchannel except as noted below. Soundings indicate

depths of 60 to 80 fathoms near midchannel as far E as

Redfox Bay. Wooded hills, about 400 feet high, line the

rocky shores on both sides, and there is practically no

low flatland.

(596) Rocky Island, 4 miles W from Lighthouse Point, is

on the S side of the W approach to Shuyak Strait. It is a

bare rock 12 feet high and about 100 feet wide. Midway

between Rocky Island and Lighthouse Point, but S of a

line between them, is a reef bare at half tide. The reef is

marked by kelp and surrounded by shoal water.

(597) The outermost danger on the N side of the W approach to Shuyak Strait is a group of submerged rocks

with a least depth of 21⁄4 fathoms about 3 miles 052°

from Rocky Island. A rock baring at minus tide is 400

yards NE of the rocky shoal, and the area inside of them

to Green Island and thence to the shore at Neketa Bay

is foul.

(598) Neketa Bay is a small bay E of Green Island, very

shoal, with a reef extending nearly across its entrance.

(599) A rocky bank of 12 to 17 fathoms is about 1.5 miles

NE of Rocky Island. In approaching the W entrance of

Shuyak Strait it would be advisable to pass N of the

bank.

(600) Alligator Island, so called from the resemblance

from certain directions, is grass covered, 0.3 mile in diameter, and 64 feet high; the island is 1.3 miles S from

Rocky Island. Alligator Island Light (58°28'28"N.,

152°47'17"W.) 72 feet (22.0 m) above the water, is

shown from a skeleton tower with a red and white diamond-shaped daymark on the NW side of the island.

(601) Cape Newland, the SW extremity of Shuyak Island,

is 75 feet high and grass covered to the tree line. Rocks

awash at various stages of the tide, are detached 500

yards W and about 600 yards S from the cape. Broken

bottom extends into the entrance to Shuyak Strait

about one-third the way from the cape to Lighthouse

Point.

(602) Lighthouse Point, 4.2 miles E of Alligator Island

and grass covered to the tree line, is on the S side of the

W entrance to Shuyak Strait. The bight just E of the

point is foul. Lighthouse Point Light (58°28'57"N.,

152°39'09"W.), 60 feet (18.3 m) above the water, is

shown from a small house with a red and white diamond-shaped daymark on the point.

(603) Shuyak Harbor is about 1.3 miles N of Lighthouse

Point and SE of Cape Newland. Two bare rocks, 12 and 5

feet high and 100 yards apart, are in midentrance to the

harbor; they are surrounded by rocks awash and are

nearly connected at low water. A pinnacle rock, covered

11⁄4 fathoms, is E of the midentrance rocks, leaving a

narrow channel between it and the E entrance point.

The better channel into Shuyak Harbor is W of the

midentrance rocks. The harbor has about 200 yards of

swinging room. The salteries in this harbor have been

abandoned and the wharves are no longer maintained.

(604) Port Lawrence is a bight on the N shore of Shuyak

Strait, 1.5 miles from the W entrance. A small

grass-covered 10-foot islet, surrounded by foul ground,

is in the E part of the bight. The wharf at the abandoned

herring plant is in bad condition and unusable.

(605) Port William, 0.5 mile E of Port Lawrence, is 0.3

mile wide and 0.5 mile long. The wharf of a former cannery is in disrepair.

(606) Rocks awash are about 250 yards offshore between

Port Lawrence and Port William. Nearby and closer inshore is a rock about 10 feet high.

(607) Redfox Bay, the largest indentation on the S side of

Shuyak Strait, has general depths of less than 20 fathoms, mud bottom, and affords excellent anchorage in

any weather.

(608) An islet, 158 feet high, and wooded on its S half, is

in the middle of the entrance. W of the islet, about 100

yards off the W shore of the bay, is a rock awash. Freight

steamers use the channel between these rocks and the

islet, which is about 200 yards wide and clear, and anchor just S of the islet to discharge cargo to boats and

barges; swinging room of about 700 yards is available

here.

(609) A rock awash, unmarked by kelp, is off the entrance

to a small cove on the E shore of the bay 0.8 mile S from

the entrance islet.

Kodiak Island ■ Chapter 5 ■ 275
Tides and currents

(610) The diurnal range of tide in Redfox Bay is 13.7 feet.

(611) The bay, about 1 mile E of Redfox Bay, is foul in

places and has an irregular bottom.

(612) Daylight Harboris 0.5 mile SE of Port William. The

herring plant here has been abandoned, and the wharf

is in ruins. From this harbor to Cape Current, about 3

miles, there are no important indentations.

(613) A dangerous patch of small rocky heads with a least

depth of 31⁄4 fathoms is in about the middle of the strait

2.3 miles from its E end. This danger is abreast of two

small islets, the W one is about 100 yards in diameter,

partly grass covered and wooded. The kelp marking this

spot usually is drawn under by the current.

(614) Cape Current Narrows, about 1 mile long, forms

the E end of Shuyak Strait. Rocky obstructions in the

narrows near the E end greatly reduce the width of the

channels on either side of them.

(615) The Shuyak Island shore of the narrows is abrupt,

wooded, and about 500 feet high. The Afognak side is

grass covered for about 200 feet back from the shore

and about 50 feet high with level top and abrupt shore.

(616) In the middle of the W part of the narrows, general

depths are about 81⁄2 fathoms or more. In the E part of

the narrows, broken ground with numerous rocks

awash extends almost completely across from Cape

Current to Shuyak Island. Two narrow channels lead

through the broken ground, one about 450 yards NW of

Cape Current, and the other about 75 yards off the S

shore of Shuyak Island. The former channel has a least

found depth of 41⁄2 fathoms; the latter channel has a

least found depth of 51⁄2 fathoms. Mariners are advised

to seek local knowledge before attempting to make passage through Cape Current Narrows.

(617) The tidal currents at Cape Current Narrows are

strong, and bad tide rips are frequent. Current predictions may be obtained from the Tidal Current Tables.

(618) A large kelp patch is NE of the E entrance to the

narrows just S of Big Fort Island.

(619) Bluefox Bay, indenting the shore of Afognak Island

SW from Lighthouse Point, has an entrance about 2

miles wide.

(620) Teck Island, Hogg Island, and Bear Island are the

three principal islands overspreading the entrance and

the area inside of Bluefox Bay. The buildings of an abandoned herring reduction plant, now used as family

dwellings and for the storage of fishing gear, are on the

S side of Hogg Island.

(621) Three channels lead into Bluefox Bay. The W channel has been used by small craft, but it is foul and is not

recommended.

(622) The E channel is the one in general use, but it also

has several dangers and should be navigated with

caution. A 41⁄4-fathom spot is in midchannel about 200

yards off the middle of the E side of Hogg Island. A rock

with a least depth of 11⁄2 fathoms is 375 yards E from the

SE point of Bear Island. A rock awash is about 0.5 mile

S from the same point. At this rock the tangents of

Hogg and Bear Islands are nearly in range. A rock with

21⁄4 fathoms over it is 200 yards off the SE side of the

small island just S of Bear Island.

(623) To enter Bluefox Bay, vessels are reported to hold

the course into Shuyak Strait until the E channel

opens; then to change course to about 177° and proceed

through the E entrance in midchannel, heading for a

wooded point on the E side of the bay near its head, but

favoring the W side of the channel near the 41⁄4-fathom

spot mentioned above. Navigation beyond Bear Island

is difficult, and the chart should be followed closely.

Chart 16604

(624) The W coast of Afognak Island from Shuyak Strait

to Black Cape is irregular, rocky, and wooded to an elevation of about 700 feet. Some grass appears on the

points. The small island about halfway between Black

Cape and Alligator Island is about 0.3 mile in diameter,

48 feet high, and covered with grass. Inside a line from

Black Cape to Alligator Island the water is generally

foul with numerous rocks and islets.

(625) Devil Inlet, 3 miles NE from Black Cape, has

wooded shores. About 0.3 mile inside the entrance, rapids run heavily except for short periods of nearly slack

water preceding and following high tide. The inlet level

inside the rapids is about 11 to 12 feet above low water.

Vessels drawing 3 feet or less may enter about 21⁄2 hours

before high tide. Numerous rocks exist in the channel

and caution is required in making the passage. The preferred time to navigate this passage is during the slack

before ebb which occurs about 2 hours after high water.

Both slack water periods last for about 5 minutes.

Within the inlet, shoal areas exist off the inshore points

of the two islands about 1 mile S of the entrance. Passage must be made to the W of the northernmost island, thence SE between the islands leading to the S

portion of the inlet where depths in excess of 20 fathoms exist. The entrance outside the rapids is a good anchorage in heavy weather for small craft.

(626) Black Cape is low and grassy at the end, and rises

gradually in a narrow heavily wooded ridge to a prominent bald knob, 1,151 feet high. Bare and submerged

rocks extend a short distance off the cape, and a reef,

mostly showing above water, is on its S side. A fair anchorage protected from SE weather can be found 1.2

miles NE of the cape in 17 fathoms, rocky bottom.

276 ■ Chapter 5 ■ Volume 9
(627) Foul Bay, between Black Cape and Ban Island, is

about 4 miles wide at its entrance. The bay extends E

about 4 miles where it divides into a N arm extending E

for about 2.5 miles and a S arm extending S for about 4

miles. The bay was surveyed in 1973, and depths in excess of 10 fathoms were found throughout most of the

bay. Vessels wishing to enter Foul Bay are advised to

parallel the Ban Island shore about 0.4 mile off, passing

S of the island 1 mile E of the N point of Ban Island. The

231-foot NOAA Ship RAINIER used this passage to enter and anchor about 0.5 mile off the point dividing the

bay into N and S arms. The bottom throughout the bay

is broken with numerous rocky areas, and several attempts at anchoring may be necessary in any given area

before finding soft bottom. Small craft may find shelter

in the numerous coves within the bay. The SE arm of

Foul Bay leads to an extension of Paramanof Bay and

may be navigated by small vessels steering midchannel

courses.

(628) Ban Island, separating Foul Bay from Paramanof

Bay, is mountainous with steep slopes on all but the E

end. The island is about 6 miles long in an E–W direction, and about 1.8 miles wide in a N–S direction. Kelp

is close to its W end.

(629) Paramanof Bay, between Ban Island and Cape

Paramanof, was surveyed in 1973 and found to be deep

and nearly clear of hazards. In the outer bay, it is recommended to favor the Ban Island side when entering.

Care must be taken to avoid two rocks which are about

4.5 miles E of Cape Paramanof. The westernmost rock

is bare and is 0.3 mile 025° from a rocky islet close to

the S shore of the bay. A submerged rock, covered about

5 feet, is 0.5 mile 065° from the same rocky islet.

(630) An excellent anchorage is in the cove on the S side

of the bay about 5 miles E of Cape Paramanof. Vessels

should pass N of the rocks mentioned above, thence

steer a S course to the center of the cove where good

protection is afforded from all but strong NW winds.

Holding ground is good in 20 fathoms, soft bottom,

with ample swinging room. Smaller vessels may anchor closer in. The long straight inlet leading S from

this cove can be entered by small craft at one-half tide

or higher.

(631) The E end of Paramanof Bay narrows to a pass with

a small wooded island in the center. Passage S of this island provides the best water with a minimum of 41⁄2

fathoms at midchannel. Current measurements just W

of the island indicate the existence of weak tidal currents, less than 1 knot. The two bays extending SE from

Ban Island are clear of hazards and gradually shoal towards the streams at the head of each bay.

(632) The lower levels of Afognak Island in general are

wooded with the exception of the E coast and the SW

end S of Paramanof Bay.

(633) Cape Paramanof is the NW end of the peninsula included between Paramanof and Malina Bays. It is a low

tongue of land projecting 0.5 mile N from the mountains. A reef is on the N side of the cape inside

Paramanof Bay, and a part of it, about 0.5 mile from

shore, is awash.

(634) The peninsula between Paramanof and Malina Bays

is marked by two mountain ridges trending E, with a

small stream in the valley between. The land is grass

covered, with bare rocks in places, and has no timber.

The N ridge rises in steep, grassy slopes to 1,830 feet,

with a saddle behind it and then extends E with about

the same height. Tanaak Cape is the N point at the entrance of Malina Bay.

Charts 16576, 16594, 16597

(635) Malina Bay, indenting the W coast of Afognak Island, is between the mountainous peninsulas terminating in Tanaak and Steep Capes. It is about 10 miles

long and is a secure harbor. Water can be obtained from

numerous small streams. Some timber is found near

the head of the bay and in some of the valleys. Steep

Cape and the high cliff at the S point at the entrance

and a prominent slide about 1 mile SE of Tanaak Cape

on the N side of the bay mark the entrance.

(636) The bay, 2.5 to 3 miles wide for nearly 4 miles, narrows to a neck about 1.5 miles long with a least width of

0.4 mile, and then separates into two arms. The S arm,

known as Malka Bay, extends from the S side of the

neck 1.5 miles SE. The E arm is about 800 yards wide

near its entrance; it then opens out, forming a basin

about 2 miles long and about 1.2 miles wide. A shallow

arm, about 0.2 mile wide, extends 2 miles E from the E

end of the basin.

(637) The outer part of the bay is clear, with the exception

of a rock awash 0.2 mile from shore in the bight on the

S side about 4 miles inside the entrance. Rocks awash

extend 300 yards off the S side at the entrance to the

neck, and 0.5 mile W of the island in the entrance of

Malka Bay. The depths are suitable for anchorage 0.3 to

0.4 mile from shore nearly anywhere in the bay.

Holding is good in 12 to 18 fathoms, sloping bottom,

along both shores about 1 mile inside the entrance. An

anchorage with fair holding is available on the N side of

its E end, about 0.3 mile W of a rocky islet, and the same

distance from the shore NE, in 15 fathoms. This anchorage is exposed to W weather, and NE winds sometimes blow with considerable force.

(638) In the neck off the entrance of Malka Bay is an island 0.4 mile long and 115 feet high, with a clump of

trees near its middle. There is no safe passage between

it and the shore SE. An islet 30 feet high is on the S side

Kodiak Island ■ Chapter 5 ■ 277
of the neck 0.4 mile E of the island, and foul ground extends 225 yards from the S shore just E of the islet. A

rock, 15 feet high, with a small one close W, is 400 yards

NE of the islet. The best channel is between the 30-foot

islet and the 15-foot rock. A rock awash is 400 yards E of

the 15-foot rock and over 300 yards from the N shore.

(639) To pass through the neck, pass 200 yards N of the

island, steer 121°, and pass 100 yards S of the 15-foot

rock, in the middle of the neck.

(640) The basin has depths of 30 to 47 fathoms in its W

half and shoals gradually E, affording secure anchorage. A rock covered at high water is 400 yards W from

the N point at the entrance to the narrow arm extending E, and a shoal extends 600 yards SW from a point on

the N shore 0.4 mile N of the rock. The best anchorage

is about 0.4 mile off the bight at the N end of the basin,

with the entrance (neck) just closed, in 15 to 18 fathoms, sticky bottom.

(641) Malka Bay is a secure anchorage with a clear width

of 0.2 mile. The NW point of the island in the entrance

should be given a berth of over 100 yards; a rock awash

is 100 yards from the shore SW of the same point.

(642) To enter Malka Bay, steer 163°, pass 150 yards S of

the NW point of the island, and follow the SW shore of

the arm at a distance of about 250 yards. Anchor in the

broad part about 0.6 mile from the head, in about 10

fathoms, sticky bottom. A flat extends nearly 0.4 mile

from the head.

(643) High and low water in Malina Bay occur about 10

minutes earlier than at Seldovia. The diurnal range of

the tide is 14.5 feet.

(644) Raspberry Strait, between Raspberry Island and

Afognak Island, is about 16 miles long, uniformly narrow, and about 1 mile wide from Shelikof Strait, at its

NW end, to Afognak Strait at its SE end.

(645) The approach to the NW entrance is clear of dangers, no known shoals or detached rocks are more than

100 yards offshore. The Shelikof Strait sides of Raspberry Island and Afognak Island are rugged with barren

cliffs and bluffs except where valleys make into the interior of the islands.

(646) The SE end of Raspberry Strait ends in two passes

which lead into Afognak Strait around Little Raspberry

Island. Both passes are dry at from 2 to 3 feet above low

water, and numerous reefs border the shores of Raspberry Island in this vicinity and of Little Raspberry Island. However, the NE pass is used at high water by

local boats drawing less than 8 feet. Neither of these is

recommended without local knowledge.

(647) Steep Cape, also known as Twin Heads, about 2.5

miles N of the NW entrance to Raspberry Strait, is the

most prominent headland between Malina Bay and the

strait. Its bare, gray rocky sides rise abruptly from the

water’s edge to its twin summits, 1,535 and 1,562 feet

high. A light-colored rockslide is quite noticeable. A

prominent 78-foot-high pinnacle rock is about 100

yards offshore; it is indistinguishable when seen

against the cape.

(648) Between Steep Cape and the entrance to the strait

is a bight with a gravel beach at the foot of a valley

blocked by a bluff of glacial moraine about 250 feet

high. The shore between the cape and this bight consists of a steep gravel bluff, 213 feet high, grass covered

at the top, and giving the appearance of a tableland. The

bluff is in the form of a point from which shoals extend

for 0.5 mile offshore.

(649) The rounding point of the headland on the SW side

of the entrance to Raspberry Strait when seen from the

SW is somewhat similar to Steep Cape. However, its

cliffs and rockslides are covered with grassy patches

and do not have the general gray appearance which

makes Steep Cape more prominent. The summit of this

headland is 1,996 feet high and the slopes are steep. A

pinnacle rock, 25 feet high off the SW shore, makes a

good landmark when not seen against the foot of the

headland. Between this headland and Raspberry Cape

are bights from which low valleys lead into the interior

of Raspberry Island. The shores of these bights are

gravel and the valleys are easily distinguished from offshore.

Anchorages

(650) Since Raspberry Strait itself is not wide, small vessels may anchor along the shores throughout the strait

where depths appear suitable, depending upon the protection required. The following anchorages are recommended for deep-draft vessels:

(651) On the NW shore of Raspberry Island in Shelikof

Strait are two bights, with gravel beaches, about 3 and

5 miles SW of the entrance to Raspberry Strait. At the

head of these bights deep valleys extend inland. Anchorage may be had in 10 to 15 fathoms, sand bottom,

with good protection from E storms but exposed to the

W. The NE of these two bights is clear; the SW bight is

foul, and coming in from the N vessels should keep at

least 800 yards offshore.

(652) N of the entrance to Raspberry Strait and S of Steep

Cape is a small bight with suitable protection from E

storms and where anchorage may be had in 10 to 15

fathoms, sand and gravel bottom. The shore of this

bight is a gravel beach just N of which are low

grass-covered hills of glacial gravel.

(653) About 1.5 miles NW of Dolphin Point, vessels may

anchor off the NE shore of the strait, in 12 to 15 fathoms, sand bottom, with good protection from E storms

about 400 to 500 yards offshore.

278 ■ Chapter 5 ■ Volume 9
(654) Fair anchorage for deep-draft vessels is 0.9 mile

about 210° from Dolphin Point Light 3, in 12 to 15

fathoms, mud bottom.

(655) The best anchorage in the strait for large vessels

with protection from E storms is 2 miles SE of the

mouth of Muskomee Bay and 600 yards off the NE

shore. A prominent white cabin, which bears between

250° and 270°, is at the Port Vita Cannery ruins.

Depths are 12 to 18 fathoms, sticky bottom.

(656) Another possible anchorage is located in deeper

water, in midstrait off Selief Bay in about 18 fathoms,

sand bottom.

(657) Anchorage for small vessels with good protection

in any weather may be found in Selief Bay.

Dangers

(658) There are no off-lying dangers or shoals at the NW

approach and entrance to Raspberry Strait. From the

entrance of the strait to Selief Bay, the only dangers are

inside 300 yards of the strait shore except for a shoal of

31⁄2 fathoms about in midstrait, 0.75 mile 124° from

Dolphin Point Light 3. This shoal is passed to the N as

broken bottom is between the shoal and the gravel

point on the S side of the strait.

(659) From Selief Bay to the SE end of the strait are numerous shoals and dangers, and local knowledge is required even by small boats. Deep-draft vessels should

not proceed beyond the entrance to Selief Bay. Between

this bay and The Narrows, are four rocky shoals well

offshore; one of these has a least depth of 11 feet and is

in midchannel about 0.4 mile N of Tiger Cape. From

this cape SE to The Narrows, sandspits make well out

into the strait from many of the points.

Routes

(660) The NW entrance to Raspberry Strait may be approached from any direction by keeping 1 mile offshore. Come into the middle of the entrance off

Raspberry Strait Light 1 and steer a course 138° for

about 4 miles until Dolphin Point Light 3 is abeam

about 700 yards. Thence steer 090° for about 1.5 miles

until abeam the end of a low gravel point. Pass this

gravel point about 0.4 mile and change course to 120°.

Hold this course for about 1 mile and when the abandoned Iron Creek Cannery comes abeam, follow the

middle of the strait on a course 151°.

(661) Approaching The Narrows at the SE end of Raspberry Strait from Kupreanof Strait set a course 007°

with the E end of Little Raspberry Island ahead. Approaching from the E, that is from Afognak Strait, set a

course 270° with the S tangent of Little Raspberry Island ahead, and pass 500 yards S of the foul ground S of

Shoal Point. Give the E tip of Little Raspberry Island a

berth of 400 yards as reefs make out 200 yards off the

high-water line. Enter the pass favoring the N side and

pass about 100 yards off Nochlega Point and the next

point which is adjacent. These two points form a double

point with a short gravel beach between them. The Narrows uncovers several feet and is not recommended to

vessels without local knowledge. This pass can be negotiated at high water springs by vessels up to 8-foot draft

with extreme caution.

Tides and currents

(662) At Dolphin Point the diurnal range of tide is 14.0

feet. The tide at Tiger Cape is 5 minutes later than at

Dolphin Point and the ranges are about 0.5 foot more.

(See Tide Tables.)

(663) Tidal currents in Raspberry Strait are weak, except

at The Slough and The Narrows where the range at the

N end is greater than the range at the S end as a result

of which it is estimated that from approximately

midtide to high tide and vice versa, the current flows

from Raspberry Strait into Afognak Strait. This current

probably amounts to from 2 to 3 knots during spring

tides. At approximately midtide the tidal level at the

two ends of The Narrows is equalized and as the tide

falls below midtide the current reverses and flows from

SE to NW until the pass goes dry at 2.5 feet above low

water.

Weather, Raspberry Strait and vicinity

(664) SW winds prevail from June to September. This

prevailing wind is attended by good weather, mostly

clear skies with little rain. These winds, however, often

blow with such force as to build up heavy seas in

Shelikof Strait, uncomfortable for all except

full-powered vessels. The storms with E winds come

with a frequency of one or two per month from June to

October. During the summer, July is the worst month

as the prevailing wind seems to be E attended by much

rain although there are no severe E storms.

(665) Raspberry Strait Light (58°09'35"N., 153°13'24"W.),

50 feet (15.2 m) above the water, is shown from a small

house with a red and white diamond-shaped daymark

on a small grass-covered island off Cape Nuniliak on

the NE side of the entrance. This island blends with the

shore and it is difficult to pick up except when approaching from the N. Inside the strait, about 1 mile SE

from Raspberry Strait Light on the NE side is a prominent light-gray rocky bluff, which rises from the water’s edge 150 to 200 feet high.

(666) Both shores of Raspberry Strait, from the NW entrance for about 7 miles, consist of rock ledges and numerous short gravel beaches between small rocky

points. The shores rise steeply to the mountains except

where valleys intervene. Close along the SW shore

Kodiak Island ■ Chapter 5 ■ 279
about 1 mile inside the entrance are a number of

off-lying pinnacle rocks, 5 to 41 feet high.

(667) Dolphin Point when approached from Shelikof

Strait, appears as a long grass- and tree-covered point

with several low hills or nobs between it and the foot of

the steep slope inland.

(668) Muskomee Bay, receding 1.5 miles, is about 3

miles E of Dolphin Point on the E side of the strait. This

bay is not suitable as an anchorage for large vessels,

and it offers little protection for smaller vessels as E

and W winds draw through the deep valleys at the head

of the bay. Along its shores are outcropping ledges and

a few gravel beaches. The bottom near the head is

rocky. At the S side of the entrance, 200 yards off the

shore, is a reef which uncovers 71⁄2 feet. Off the N shore

at the entrance to the bay are three rocky shoals with

least depths of 6 to 20 feet. The head of the bay is foul

except around the N side of an island in the head of the

bay.

(669) From Muskomee Bay, the shores of the SE part of

the strait consist of boulder and gravel beaches, and

several low, grass-covered shale or gravel points. The

terrain back of these shores is not as steep as in the NW

part of the strait and is timbered from Dolphin Point.

The points extend from 200 to 300 yards and have

shoals or outcropping ledges extending into the strait

another 100 yards or more. One of these is on the NW

side of the strait about opposite Selief Bay.

(670) Selief Bay is on the SW side of the strait about 6

miles SE of Dolphin Point. The outer part of the small

peninsula on the E side of the entrance to Selief Bay is a

grass-covered glacial hill 93 feet high, serrated at the

top and the most prominent landmark SE of Dolphin

Point. This bay offers good protection and anchorage

for small vessels in any weather, particularly from SE

or E storms. The entrance to the bay is shoal with a bottom formation similar to a bar and with a least depth of

8 feet. Inside the bay the best anchorage is with the end

of the point at the E side of the entrance bearing about

N and in 11⁄2 to 3 fathoms. The bottom is mud and the W

side is shoal.

(671) Tiger Cape, about 2 miles SE of Selief Bay on the

same side of the strait, is a low grass-covered shale

point with several abandoned houses near the foot.

More abandoned buildings of a former sawmill are

about 0.25 mile farther to the SE.

(672) The two islands opposite Tiger Cape and about 2

miles E of the entrance to Selief Bay are also prominent. The crests of these islands are wooded and the

westernmost is 100 feet high, the other 160 feet.

(673) No other landmarks are between Tiger Cape and

the S end of Raspberry Strait.

(674) On the opposite side of the strait N of Tiger Cape is

Yukuk Bay, a shallow bay, about 1 mile wide in a NW

and SE direction, locally known as Cottonwood Bay.

This bay shoals to 1 fathom about 300 yards inside the

general trend of the NE shore of the strait. Throughout

the bay the depth varies from 2 to 8 feet. A long gravel

and rocky spit making into the bay from the N point at

the entrance uncovers. Favor the opposite side in entering.

(675) Another bay, locally known as Waskanareska Bay,

is E of Tiger Cape and on the SE side of a gravel spit

which separates it from Yukuk Bay. Depths vary from 3

to 6 feet. The inner part of the bay and the part along

the NE shore for 200 yards offshore uncovers. The E

half of the entrance is foul and uncovers.

(676) Through The Narrows, which is the pass on the NE

side of Little Raspberry Island, and the approaches in

Afognak Strait, the shores are mostly rock ledges with

many off-lying dangers, some of which are dangerous

to small craft.

(677) Rocks and shoals too numerous to mention are in

the passes among Deranof Island, Little Raspberry Island, and Raspberry Island. The pass on the W side of

Little Raspberry Island is The Slough. These passes are

used only by small vessels with local knowledge, and at

high tide only.

(678) The W side of Raspberry Island is mountainous and

grass covered, the principal points are three high cliffs,

between which are two deep valleys trending E. The S

valley, about the middle of the island, is especially low

and extends through to Onion Bay. The S side of Raspberry Island and Kupreanof Strait have been described

earlier in this chapter.

(679) Viekoda Bay is on the E side of Shelikof Strait between Outlet Cape and Uganik Island. It extends ESE

about 15 miles into Kodiak Island to a narrow head.

Uganik East Passage enters Viekoda Bay on the S side

about 7 miles inside the entrance. Good anchorage for

moderate sized vessels in 12 to 17 fathoms may be had

0.5 to 1 mile NW from the islands 1.5 miles from the

head of Viekoda Bay.

(680) Off the entrance, about 3 miles from Outlet Cape, is

a bank on which the least depth found is 63⁄4 fathoms.

(681) A narrow point, its end detached, extends 0.4 mile

from Uganik Island 1 mile E from its N end. Broken

ground, with depths of 4 and 5 fathoms, extends 0.6

mile N from the point. A fair anchorage in S weather is

in the bight on the E side of the point, 0.3 to 0.4 mile

from shore, in 10 to 15 fathoms.

(682) A rock covered 43⁄4 fathoms, which should be

avoided, is 0.6 mile from Uganik Island and 2.5 miles

NW of Naugolka Point.

(683) This point has an islet near it, and a rock that uncovers, is 0.8 mile E of the islet and 0.4 mile from the S

shore of Viekoda Bay. Depths of 3 to 5 fathoms extend

0.3 mile N of the rock.

280 ■ Chapter 5 ■ Volume 9
(684) Uganik Passage and Uganik East Passage border

the S and E sides, respectively, of Uganik Island, and

connect Viekoda and Uganik Bays.

(685) That part of Uganik East Passage on the NE side of

Uganik Island is clear of dangers in midchannel except

for a flat that extends about 600 yards from the E shore,

about 5 miles SSE of Naugolka Point, leaving a channel

350 yards wide. An islet is close to Uganik Island in the

bight about 0.2 mile SW of the flat.

(686) Terror Bay extends several miles S from the turn of

Uganik East Passage at the SE end of Uganik Island.

The main part of the bay is clear with the exception of

three rocks about 300 yards from the W shore, as indicated on the chart. Secure anchorage for vessels of any

size is 3 miles above the entrance and about 2.5 miles

from the head of the bay, in 7 to 15 fathoms.

(687) The part of Uganik Passage S of Uganik Island is 9

miles long from the SE end of Uganik Island to East

Point, where it joins Uganik Bay.

(688) A rock that uncovers, is 0.3 mile from the S side of

Uganik Island and 0.7 mile from its SE end. A 5–fathom

spot is reported 500 yards SE of this rock.

(689) A peninsula, 500 feet high, extends S from Uganik

Island 2 miles from its SE end and narrows the passage

to 0.2 mile. From the point on the S shore SE of the

peninsula, a ledge, which uncovers, makes out nearly

half way across the narrowest part of the passage. Vessels should favor the SE end of the peninsula in this

part of the passage.

(690) An island is in the middle of the passage W of the

peninsula. Several rocks, submerged and bare at various stages of the tide, are in the vicinity and W of the island. The more prominent of these dangers are: a rock

that uncovers, about 100 yards NE; a bare rock 0.3 mile

NW, and a rock that uncovers, 250 yards N of it.

(691) Vessels from E may pass N of the foul ground, and

clear these dangers, by following the SW shore of the

peninsula at a distance of 200 yards, taking care to

avoid a rock awash that is 350 yards offshore, until the

island is abaft the port beam, and then steer 300° for

the southernmost point of Uganik Island which shows

ahead with the summit of a peninsula a little on the

port quarter.

(692) Foul ground and rocks awash extend 0.3 mile from

Uganik Island 0.4 to 0.9 mile NW of the peninsula.

(693) The channel S of the island is narrower than that N.

To go through this channel from E, bring the S end of

the peninsula barely open from the point E, astern; and

steer for the prominent point on the S shore 0.8 mile W

of the island, course 281°. Keep close on this line, passing midway between the island and an islet near the S

shore 0.3 mile SW of the island. When the islet is

passed, haul N and give the point a berth of over 200

yards. The principal dangers are: A rock that uncovers,

200 yards SE of the island; a rock with 8 feet over it 0.4

mile W of the island and 0.3 mile N of the islet. The islet

should be given a berth of over 100 yards.

(694) W of these dangers Uganik Passage is broad and

free from outlying dangers. In the large bight of Uganik

Island 5 miles E of East Point, shoals extend 0.5 mile

from the N shore for 1 mile from its head. From this

bight a broad, low divide extends across the island.

(695) Anchorage in 12 fathoms, good holding ground,

and good protection from all except W weather, can be

found 0.45 mile off the N shore of the passage in

57°50.7'N., 153°21.8'W.

(696) Rocks that uncover, extend 0.5 mile from the S

shore of the passage 1.8 miles E of East Point, and 0.5

mile farther E rocks make out 600 yards on the NW side

of a point on the S shore.

Charts 16576, 16597

(697) Uganik Bay is on the E side of Shelikof Strait between Cape Uganik and Miners Point. In general the

bay and its arms, with exception of East Arm, have

depths too great for anchoring. Several small shoal

spots rise abruptly from the general level of the bottom.

One of these is in midchannel about 1 mile NW from

Mink Point at the junction of East and South Arms, and

two others are in the passage between Sally Island and

the shore at Starr Point. The shores of Uganik Bay rise

abruptly from cliffs in places and are generally covered

with grass and alder bushes.

Pilotage, Uganik Bay

(698) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(699) The Kodiak Island area is served by the Southwest

Alaska Pilots Association. (See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and

other details.)

(700) Vessels en route to Uganik Bay can contact the pilot

boat by calling “UGANIK BAY PILOT BOAT” on

VHF-FM channel 16 (156.80 MHz) or on a prearranged

frequency between pilot and agent/vessel.

(701) Cape Uganik, the NW end of Uganik Island, is low

and flat for about 0.3 mile back and then rises 1,200 to

1,500 feet. Foul ground extends 1.5 miles S from the

cape and 0.3 mile or more offshore. Vessels should give

the cape a berth of 1 mile.

(702) Noisy Islands, a group of two, are 0.5 and 0.6 mile

from Uganik Island and 2.5 miles SW from Cape

Uganik. The N island is rolling with round-topped,

grass-covered hills, the highest of which is about 192

Kodiak Island ■ Chapter 5 ■ 281
feet. Noisy Islands Light (57°55'55"N., 153°33'48"W.),

80 feet (24.4 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark on the W bluff of the N island. The S island is

also grass-covered, but is low and flat. Two fine sand

beaches are near the N end of this island and a house is

nearby. When off Uganik Bay, these islands are sometimes hard to pick up as they merge into the brown

hills of Uganik Island. Noisy Islands should be given a

berth of 1 mile.

(703) Noisy Passage, between Noisy Islands and Uganik

Island, appears to be clear in midchannel with a least

known depth of 7 fathoms. It is in constant use by small

coasting vessels but it is not recommended for

deep-draft vessels. Vessels using this channel should

avoid the rock awash, about 0.2 mile N of the N Noisy

Islands.

(704) Miners Point, 8 miles SW from Cape Uganik, is distinctive in appearance as it terminates in three

moundlike hills, the inner one is 390 feet high, and the

outer one about 188 feet high.

(705) Broken Point, about 3.5 miles ESE of Miners Point,

is low and flat for 0.4 mile back and then rises to the

highland back of it. The outer end of the point is detached and appears as if it had been broken off. A reef,

which uncovers on a 2-foot minus tide, is about 250

yards off the point. The point should be given a berth of

0.8 mile.

(706) Anchorage in 12 to 18 fathoms, fair holding ground

and protected from S wind, can be found about 1 mile

W of Broken Point in 57°53.4'N., 153°39.0'W.

(707) A stream enters the bay in the bight 1.6 miles S

from Broken Point. Good anchorage sheltered from S

to W winds is off the mouth of the stream in 8 to 15

fathoms.

(708) West Point is a comparatively low rocky cliff that

rises rapidly to the highland behind it.

(709) East Point, 5 miles SE from Broken Point, is the

NW extremity of the peninsula separating Uganik Bay

and Uganik Passage. Two flat rocks with bluff sides are

close to the point and from the point is a long gentle

slope to the high land.

(710) Northeast Arm, the first and largest arm in Uganik

Bay, is about 3.3 miles S of East Point. Northeast Arm

Light 1 (57°47'08"N., 153°27'14"W.), 58 feet (17.7 m)

above the water, is shown from a small house with a

square green daymark, and marks the N entrance point

to this arm.

(711) Rock Point, the S entrance point, has several bare

rocks which extend 250 yards N.

(712) Starr Point is the low rounding point on the NE

side of Northeast Arm where the channel is split by

Sally Island. Starr Point Light 3 (57°45'21"N.,

153°22'04"W.), 30 feet (9.1 m) above the water, is shown

from a skeleton tower with a square green daymark on

a rock just off the point. The rock is awash at extreme

high tide and attached to the shore at low tide.

(713) Sally Island, just 2 miles long, occupies a central

position in the basin at the head of Northeast Arm. The

1,000-foot-high island is covered by grass and alder

bushes.

(714) Sheep Island is a small island just off the SE point

of Sally Island and is connected to it by a gravel spit

which is covered at high water.

(715) A cannery is about 1.3 miles ESE of Starr Point.

The wharf at the cannery has a face 110 feet long, with a

least depth alongside of about 30 feet. In approaching

this wharf care should be taken to avoid the spit which

bares, 150 yards off a small stream 0.3 mile W from the

wharf. Deep water extends close up to the spit.

(716) The cannery at Port O’Brien, 2.2 miles SE of Starr

Point, has a wharf 390 feet long with a 105-foot face,

and a depth of about 32 feet alongside. The oil wharf

parallel to this main wharf is of equal length with a

30-foot face, and has a depth of about 20 feet alongside.

Both canneries store fuel oil, diesel oil, and gasoline for

their own use, and have an abundant supply of water.

They have some machine shop facilities and scow ways.

Tides of 16.5 feet are necessary to use these ways. There

are no marine railways. The cannery at Port O’Brien

maintains radiotelephone and radiotelegraph communications.

(717) Deep water surrounds Sally and Sheep Islands except for the narrow passage between Sheep Island and

the mainland, where it is nearly bare.

(718) A shoal with a least depth of 51⁄4 fathoms, sand and

gravel bottom, is about 300 yards N from the N tip of

Sally Island.

(719) Anchorage may be had off either cannery in about

30 fathoms.

(720) Village Islands are numerous islands and rocks 2 to

3.5 miles S from West Point. A cannery back of the islands maintains radiotelephone and radiotelegraph

communications. An abandoned native village is in the

cove just S of the islands. Anchorage for small craft

may be had in 6 to 12 fathoms, but the approach is over

broken ground making it safe for launches only. There

are apparently no continuous channels between the

various rocks and islands.

(721) East Arm extends SE from Uganik Bay 7 miles S

from East Point. It is 1 mile wide at the entrance and

over 3 miles long, but a flat extends 1.5 miles from its

head or 0.3 mile below the unnamed island on the bight

on the S side of the arm. Depths range from 15 fathoms

at the entrance to 3 fathoms near the flats. A rock 450

yards NW from the island near the S shore uncovers 2

feet. Between this rock and the shore is another rock

that uncovers. A row of four rocks, covered about 2 feet,

282 ■ Chapter 5 ■ Volume 9
is reported near the W shore about 0.4 mile SE of Mink

Point and to extend S about 0.2 mile to the beach. A

saltery is on the S shore W of the unnamed island. It

has a small wharf that bares at low water. In approaching the saltery care should be taken to avoid the rocks

mentioned above.

(722) East Arm affords an excellent anchorage for vessels

of any size in 10 to 15 fathoms, sticky mud bottom. It is

subject to heavy williwaws during S gales.

(723) South Arm extends 5.5 miles S from Mink Point,

the S entrance point to East Arm. The arm near its head

is only 0.2 mile wide. A rock, covered 1⁄2 fathom, is 225

yards off the E shore, 0.6 mile S of Mink Point. Between

the point and the submerged rock is a rock which uncovers 2 feet, 200 yards offshore. Anchorage may be had

near the head in 16 fathoms, sticky mud bottom, where

the arm is 0.7 mile wide.

(724) Routes, Uganik Bay.–From N, round Cape Uganik

1 mile and steer 222° for 3.5 miles to a position 1 mile

off of Noisy Islands. Round the islands 1 mile and steer

158° for about 6 miles to a position midway between

East and West Points.

(725) From S, give Cape Ugat and Miners Point a berth of

1.5 miles and Broken Point a berth of 0.8 mile. Then

steer 143° for 4 miles to a point midway between East

and West Points.

(726) To enter Northeast Arm.–From a position midway

between East and West Points steer 163° for 2.3 miles

until the N tangent of the largest and most N of the Village Islands is on the starboard beam. Then change to

133° for 1.8 miles until Northeast Arm Light 1 is on the

port beam, about 0.5 mile. Then change to 101° for 1.6

miles; thence change to 132°, heading about 0.2 mile

off Starr Point. Round Starr Point 0.2 mile or less and

continue in midchannel along the E side of Sally Island

to anchorage or wharf.

(727) To enter South Arm.–From a position midway between East and West Points, steer 163° for 2.3 miles

until the N tangent of the largest and most N of the Village Islands is on the starboard beam. Then change to

190°, heading 0.4 mile off Mink Point which separates

East and South Arms. From midchannel off Mink

Point, steer midchannel courses taking care to avoid

the rocks which are as much as 225 yards offshore for

0.8 mile S from Mink Point.

(728) To enter East Arm.–Follow courses as above until

off East Arm and then enter on a midchannel course

taking up anchorage as desired.

(729) Cape Ugat, on the E shore of Shelikof Strait 12

miles SW from Cape Uganik, is a high ridge sloping to a

low rocky cliff at the point of the cape. A short distance

off the cape is a small, rocky, grass-covered islet 104

feet high that can be seen for 15 miles up and down the

coast on a clear day. A reef that uncovers about 5 feet is

about 175 yards W of the islet. Between the islet and the

cape is a channel used by the local cannery tenders. Little Riveris a meandering stream that enters the strait a

short distance S of Cape Ugat.

(730) Cape Kuliuk, about 5 miles SW from Cape Ugat, is a

cliff at the end of a ridge about 2,000 feet high. A peculiar and prominent clump of rocks is on the summit

back of the cape.

(731) Uyak Bay is on the E side of Shelikof Strait, S of the

mountainous peninsula terminating in Capes Ugat and

Kuliuk.

(732) The approach between Cape Kuliuk and Rocky

Point (see also chart 16598) is about 11 miles wide, E of

which the bay converges rapidly to Harvester Island. It

extends 25 miles SE from Harvester Island. The shores

of the bay rise in steep slopes of 2,000 to 4,000 feet, and

have many mountain streams. The only timber is some

alders in the gulches and some cottonwoods at the

heads of the bays. Uyak Bay is an important salmon

fishery. The best anchorage in Uyak Bay is found S of

Harvester Island, and in Zachar Bay.

(733) Chief Point, on the N shore of Uyak Bay opposite

Harvester Island, is formed by a grass-covered island

about 90 feet high, and has several ridges and small

hills. Several rocks awash are about 0.3 mile W from

the NW point of this island. The highest of a group of

rocks, known as Bird Rock, is 0.5 mile SE from Chief

Point and is 110 feet high.

(734) Chief Cove is the narrow strait behind the island

forming Chief Point. A rock which uncovers 6 feet is in

the N entrance. The S entrance is very shoal. Depths of

8 to 12 feet are in the N part of the cove. It is used as an

anchorage by cannery tenders during the fishing season.

(735) Spiridon Bay opens into Uyak Bay NE of Harvester

Island. It extends 12 miles inland in an ESE direction.

Broken ground, with a least depth of 41⁄2 fathoms, extends about 0.6 mile NW from the point on the S side of

the entrance. The only good anchorages for large vessels in Spiridon Bay are at the head in 13 to 16 fathoms,

sand and mud bottom. Care should be taken to avoid

the 23⁄4-fathom shoal 0.3 mile off the E shore and 1.2

miles SE from Telrod Cove. A temporary anchorage can

be had in 16 to 18 fathoms about 0.5 mile N from Clover

Rock. The bottom is volcanic ash, which has the appearance of yellow sand and has fair holding qualities.

(736) In entering Spiridon Bay from the N, Chief Point

should be given a berth of 1 mile. In approaching from

the S, the point separating Spiridon and Zachar Bays

should not be approached closer than 1 mile to avoid

the rock which is nearly 0.5 mile off the point. From a

Kodiak Island ■ Chapter 5 ■ 283
position 1.5 miles S from Chief Point steer 097° for

about 8 miles until Ditto Islets are abeam to starboard,

about 0.3 mile. Then change to 135° and anchor as desired.

(737) Clover Rock, 34 feet high, is a rocky islet 0.2 mile

off the S shore and 1.5 miles from the S entrance point

to Spiridon Bay. It is connected to the mainland by a

gravel shoal which bares at minus tides. A large stream

enters the bay just E of Clover Rock.

(738) Thistle Rock is a small islet consisting of black jagged rocks, about 10 feet high, 0.8 mile NE of Clover

Rock. It is always bare and affords a good mark in clear

weather. There are three dangerous rocks in the vicinity of the Thistle Rock. One rock, about 250 yards NW of

Thistle Rock uncovers 1 foot. The other two are submerged 0.9 and 2.3 fathoms and are about 180 yards E

and 440 yards SSW of Thistle Rock, respectively.

(739) Ditto Islets, a pair 30 and 35 feet high, are in the

middle of Spiridon Bay about 7 miles inside the entrance. The bottom between the pair and the S shore is

broken and has several rocks awash and a rock 25 feet

high. A group of islands in a foul area adjacent to the S

shore is SW of the Ditto Islets; of these, Anguk Island is

the largest. There are several dangerous rocks, shoals

and ledges amongst these islets and between Auguk Island and the S shore. These islands should be given a

berth of at least 0.25 mile.

(740) Telrod Cove is a small cove on the N side of the bay

about 10 miles from Chief Point. It affords good shelter

in W weather for small craft. The cove shoals rapidly

with mudflats at its head. Anchorage may be had in 7 to

15 fathoms, sand and shell bottom. A large stream enters the bay here.

(741) Weasel Cove, which forms the W arm at the head of

Spiridon Bay, is 0.3 mile wide and has depths of 5 to 7

fathoms in the middle, sand and mud bottom. The cove

is an excellent anchorage for small craft. To enter Weasel Cove keep from 250 to 300 yards off the W shore and

enter the cove in midchannel, taking up anchorage as

desired.

Chart 16599

(742) Harvester Island, about 9 miles S of Cape Kulink

and 0.3 mile off the SW entrance point to Uyak Bay, is

over 1 mile long, 844 feet high, steep sided, and grass

covered. The 20-fathom curve is about 0.3 mile off the

N and E sides of the island, and foul ground extends off

the N and E sides for 350 yards in places. A spit, which

uncovers and is steep-to, extends 425 yards SW from

the S end of the island. Harvester Island Spit Light 2

(57°38'15"N., 153°59'40"W.), 22 feet (6.7 m) above the

water, is shown from a red triangular daymark on a

multi-pile structure on the end of the spit.

(743) Bear Island, 249 feet high and grass covered, is

about 0.8 mile W of Harvester Island. It is 0.3 mile from

the shore, with which it is connected by a boulder spit

that uncovers about 7 feet.

(744) Uyak Anchorage, between Harvester Island and the

coast to the SW, is one of the best harbors on the E side

of Shelikof Strait S of Uganik Bay. It has two entrances

of which the S is preferred. The depths range from

about 5 fathoms between Harvester Island and Bear Island to 20 fathoms 0.4 mile NNW of Harvester Island

Spit Light 2. The best anchorage is about 0.6 mile NNW

of the light, in 12 to 14 fathoms. Good anchorage, except with heavy NE or E winds, can be had about 500

yards S of the light 0.3 mile offshore, in 12 to 14 fathoms.

(745) The NW entrance is 0.3 mile wide between two

reefs, partly bare at half tide and marked by kelp, one

extending 400 yards W from the NW end of Harvester

Island, and the other 250 to 550 yards E from Bear Island. With care this entrance is not difficult in the daytime, especially at low water when the principal

dangers show above water. Once entrance is made and

the reefs are passed, favor the E side of the channel to

avoid a 2-fathom shoal that is about 0.3 mile SSW of the

NW tip of Harvester Island.

(746) The better and safer entrance to the anchorage is

around the S end of Harvester Island. Cormorant Rock,

which uncovers about 7 feet, is about 0.6 mile SSE of

Harvester Island and 400 yards offshore.

(747) The native village of Uyak and the cannery on the

SW side of Uyak Anchorage have been abandoned and

are in ruins. There are a few homestead cabins along

the shore S of these ruins.

Tides

(748) The diurnal range of tide at Uyak Anchorage is 13.8

feet.

Routes

(749) Routes, Uyak Anchorage.–From northward, round

Cape Ugat about 1.5 miles and steer 220° for 6 miles to

a position 2.5 miles off Cape Kuliuk, bearing 102°.

Then steer 172° for 10 miles, giving the E shore a berth

of about 2 miles, to a position 0.5 mile E of Harvester

Island. (See chart 16597.)

(750) Then steer 237°, passing about 0.3 mile SE of Harvester Island. Anchor 500 yards NE or N of the slipways,

in 10 to 14 fathoms.

(751) To go to the inner harbor, follow the preceding directions, and then haul NW, round the light at 100

yards, and steer 335° for the NW end of Harvester

284 ■ Chapter 5 ■ Volume 9
Island, pass 150 to 200 yards off the ruins of the cannery wharf at Uyak, and continue the course to

midchannel.

(752) From southward.–Give Cape Uyak, Rocky Point,

and Bear Island berths of 1 mile or over, and follow the

E shore of Harvester Island at a distance of 0.5 mile or

more. Then follow directions as given above.

(753) In passing Rocky Point care should be taken to

avoid Wolcott Reef which is 0.3 mile off the point and

bares only at extreme low water.

Chart 16597

(754) Zachar Bay, about 7 miles SE of Harvester Island,

is 0.8 mile wide at the entrance and extends SE for 5.5

miles where the bay terminates in an extensive mudflat

that uncovers. This mudflat affords an excellent place

for beaching a vessel in an emergency.

(755) Carlsen Point, the S entrance point to Zachar Bay,

is low and appears as a bluff when off the entrance. Care

should be taken with several rocks which lie about 200

yards off the N shore of the entrance.

(756) A dangerous rock, covered 23⁄4 fathoms, is 1.6 miles

N from Carlsen Point and 0.6 mile offshore.

(757) Carlsen Reef, which uncovers 10 feet, is a danger

about 0.3 mile NW from the NE tip of Carlsen Point.

(758) A reduction plant is on the N shore of Zachar Bay 3

miles above the entrance. The plant has a wharf with a

100-foot face and a least depth alongside of 18 feet.

Large vessels dock port-side-to. Radiotelephone and radiotelegraph communications are maintained. There is

also float plane service available from Kodiak.

(759) A large stream, with many cottonwood trees along

its sides, enters the head of the bay. Kodiak bears are

numerous in the area.

(760) Excellent anchorage sheltered from all winds may

be had in 12 to 15 fathoms, mud bottom, off the mudflats at the head of Zachar Bay. The anchorage is subjected to moderate williwaws. In anchoring, care

should be taken to avoid the mudflats which extend 1.5

miles from the head of the bay.

(761) In entering Zachar Bay, the shore on the port hand

should not be approached closer than 1 mile and a

course should be laid to pass 300 yards off the

23⁄4-fathom rock. From this point steer 127° until

Carlsen Point is abeam on the starboard hand, then

change to 145° and continue, keeping in midchannel.

(762) Amook Island, formed by a mountainous ridge, divides an 8-mile stretch of Uyak Bay into two passages.

The E passage is narrow and obstructed in places, and

as a through route should be used only by small vessels

with local knowledge. Reefs extend 0.3 mile N from the

N end of Amook Island.

(763) The ship passage is W of Amook Island. Aleutian

Rock, marked by a daybeacon on its SW side, is 0.3 mile

off the SW shore of Amook Island, in the S end of this

passage. This dangerous rock uncovers 1 foot and is not

marked by kelp. Vessels should pass between Aleutian

Rock and Alf Island. The steamship ALEUTIAN was lost

here in 1929.

(764) A cannery is on the W shore of Uyak Bay opposite

the S end of Amook Island.

(765) In the bight on the W side of Amook Island, 2.5

miles from its N end, is an anchorage for a small vessel

in about 10 fathoms, with shelter from E and S winds.

The bottom is uneven with a possibility of dangers. The

entrance is between the S point of the bight and a bare

rock 0.6 mile N from the point and 0.5 mile from

Amook Island. Between this rock and the island is a

reef, partly bare at low water, which extends 0.5 mile SE

from an islet.

(766) The passage E of Amook Island for about 2.5 miles

from its N end has suitable depths and sufficient width

for anchoring vessels of moderate size. The passage

then narrows to 300 yards, and from the point on the E

side a kelp-marked reef extends W and NW more than

halfway across, leaving a narrow channel between the

reef and the W shore. Near the NW end of the reef is a

bare rock. An anchorage for small vessels may be found

on the W side of the S end of the narrows, around the

point, in 5 to 8 fathoms. A small vessel can also anchor

300 yards off the narrow entrance of the shallow lagoon

0.4 mile NE of the point of the narrows, in 5 to 6 fathoms. A 21⁄4-fathom spot is about 500 yards off the lagoon

entrance.

(767) Thence for 2 miles the passage is clear to the second narrows where a spit, partly bare at low water, extends halfway across from a low grassy point on the W

side and leaves a channel 125 yards wide between the S

end of the spit and an island. The channel is W of this island and the next island 0.4 mile S; the W shore should

be favored until over 0.2 mile S of the S island. S of this

point the passage is clear. Some prospecting has been

done on the E side of the passage 2 miles from its S end.

(768) Lying 0.8 to 2.5 miles S of Amook Island is a chain

of islands with foul ground between them and about

300 yards off the NW end of Alf Island.

(769) The safer and recommended passage is E of the

chain composing Alf Island. Broken bottom extends

about 300 yards into the passage from the central islets

of the chain, and directly opposite, a reef extends 200

yards from the E side of the passage. The reef is marked

at its outer end by a bare rock visible at all times.

(770) At the S end of the chain of islands is a small inlet in

the W shore about 0.8 mile long and 300 yards wide, affording anchorage in about 12 fathoms.

Kodiak Island ■ Chapter 5 ■ 285
(771) From 3 to 6 miles S of Alf Island, Uyak Bay shoals

gradually from 20 to 4 fathoms and anchorage may be

selected in any depth desired. The swinging room is

about 1,400 yards in diameter.

(772) The upper end of Uyak Bay is bordered by high

snow-covered mountains and is a well-known hunting

ground for the large Kodiak brown bear.

Chart 16599

(773) Larsen Bay is on the W side of Uyak Bay, 6 miles S

of Harvester Island. Depths inside the bay are 7 to 38

fathoms; the N shore slopes steeply to the flat bottom,

while the S shore slopes more gradually. From its head,

a trail leads over a low divide to the Karluk River. A

large pier and a large cannery are on the W side of the

spit that separates Larsen Bay from Uyak Bay. The pier,

built over the shoal water, is 1,190 feet long and has a

depth of 12 feet at its outer end. A 3-ton crane is on the

pier. Water is available through a pipeline during summer months only. Gasoline, kerosene, and diesel oil are

stored for cannery use and may be purchased. A machine shop is maintained for cannery use, and a store is

available for the purchase of food and clothing in small

quantities. A small dispensary and first aid station are

available but no doctor is in residence. There is a row of

public pay telephones S of the cannery office.

(774) The entrance is between a spit extending 150 yards

S of the N shore and a 20-foot islet about 150 yards

from the S shore. There is a reef, marked by a light, in

the middle of the entrance that uncovers at low water.

Two narrow crooked channels lead on either side of the

reef. The preferred S channel, between the mid-entrance reef and the 20-foot islet, 200 yards SE of it, is

marked by a 248° range. The front range is a pile on the

flats bearing a circular orange disk, and the rear range

is another circular orange disk painted under the gable

of a building. This channel has a least depth of 3.7 fathoms on the range.

Anchorage

(775) A good anchorage for larger vessels will be found

about 600 yards N of the small island on the S side of

the bay, and about 800 yards W of the cannery pier. This

anchorage is in about 20 fathoms of water with mud

bottom. In W weather, the winds blow down the bay

with great force. The holding ground is good. On the S

side of the small island there is a harbor for small vessels. A reef, marked by a buoy, extends about 50 yards W

off the W end of the island. The harbor is bordered by

three breakwaters. The S breakwater, that extends from

Kodiak Island, is marked by a light. Depths in the harbor range from 1.5 to 2.7 fathoms.

Routes

(776) Small vessels can enter Larsen Bay at any stage of

the tide, but large vessels should choose a high-water

slack with calm weather for entering or leaving.

(777) Enter on the range and pass midway between the

reef marked by a light on the N side and the 20-foot

rock, 200 yards S from it. Hold this range, 248°, until

within about 300 yards of the dolphin with the orange

disk and then pick up the 291°30' inner range, passing

between Daybeacons 2 and 3. Maintain course 291.5°

until 400 yards from Larson Bay Range Front Light and

turn left to 245° for 0.5 mile, then haul S and anchor as

desired.

Tides and currents

(778) The diurnal range of tide in Larsen Bay is 13.7 feet.

(779) A strong tidal currentsweeps through the entrance

with an estimated velocity of 4 to 5 knots. Steep waves

will build at the entrance when strong easterly winds

blow opposing the ebb current.

Pilotage, Larsen Bay

(780) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(781) The Kodiak Island area is served by the Southwest

Alaska Pilots Association. (See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and

other details.)

(782) Vessels en route to Larsen Bay can contact the pilot

boat by calling “LARSEN BAY PILOT BOAT” on

VHF-FM channel 16 or on a prearranged frequency between pilot and agent/vessel.

Chart 16598

(783) Sevenmile Beach is the long boulder-strewn beach

from Bear Island to Rocky Point. It is backed by low

cliffs from which a broad grassy valley extends back

several miles toward Karluk Lake.

(784) Rocky Point is a double point on the S side of the

approach to Uyak Bay. It consists of bold cliffs which

rise rapidly to the ridges of which the point is a termination.

(785) Wolcott Reef, a dangerous group of rocks that bare

at extreme low water, is 0.3 mile off the E spur of Rocky

Point. A channel is between the reef and the point and

has a least known depth of 4 fathoms. This channel is

used by beach seiners in good weather. A buoy is 0.2

mile W of the reef.

(786) Cape Uyak, on the E side of Shelikof Strait about 4

miles SW from Rocky Point, is a precipitous high headland at the end of a ridge. From the water the slope

286 ■ Chapter 5 ■ Volume 9
rises abruptly to 647 feet. There is then a slight fall to a

deep notch in the narrow neck back of the cape, from

which there is a rise in steep, grassy slopes to higher

land.

(787) Northeast Harbor is the bight on the S side of Cape

Uyak. In NE weather it affords excellent shelter for

small craft that can anchor close under the shore in 3

to 5 fathoms, sandy bottom. Larger vessels anchor farther out in 9 fathoms with some protection but subject

to an uncomfortable swell.

(788) Between Cape Uyak and Karluk are two long cliffs

about 1,300 feet high, the S one having a marked slide

extending from its highest point almost to the water. In

the valley between the cliffs are two waterfalls. Beach

seining is carried on here during the season, and a

number of shacks used by fishermen are on the beach

at the foot of the cliffs.

Chart 16599

(789) Karluk, 5.5 miles S from Cape Uyak and 1.5 miles E

from Cape Karluk, is a native village with a school and a

church. Fishing is the principal industry. Two of the old

cannery buildings are still standing next to the river

entrance, but they are no longer used, as the fish are

now taken to Uyak Bay for canning. A strong set S toward the shoals inshore has been experienced.

(790) Radiotelephone and radiotelegraph communications are maintained.

(791) The entrance to Karluk River is through a narrow

channel at the S end of a spit and is only passable by

launches at high water. About 1.5 miles up the river is a

weir where the salmon are counted as they ascend the

river. The weir is removed during the winter.

(792) Karluk Anchorage, off Karluk, is sheltered from

offshore winds but is exposed to winds from the SW

around through W to NE. Vessels should be prepared to

move on short notice. Anchorage may be had off the

town in 12 to 14 fathoms, sandy bottom. During the

fishing season a number of scows and launches are

usually found moored in the roadstead.

(793) The abandoned cannery buildings and the church

spire are the principal objects to be seen in approaching Karluk.

(794) Tanglefoot Bay is the bight adjacent to Cape

Karluk on its E side. It is separated from Karluk by a

high cliff, the base of which is not passable by pedestrians at high water. Tanglefoot Beach is very steep and

has a bad undertow. Landing here is dangerous if there

is any surf.

Chart 16598

(795) Cape Karluk is the most conspicuous landmark

along the W coast of Kodiak Island. The cape is a prominent, projecting head, 1,420 feet high, with bare rock

cliffs on its seaward face and grassy slopes on its E side

to lowland. It is readily identified by its cone-shaped appearance, a notch in the summit, and the lowland behind it.

(796) Sturgeon River has its mouth about 2 miles S from

Cape Karluk. The entrance is between 2 shingle spits

covered with driftwood. It can be entered by small boats

at half tide or better. For about 1 mile back of the beach

the river flows through a mudflat, which is covered at

high water.

(797) Sturgeon Head is a high whitish eroded headland 5

miles SW from Cape Karluk. Several rocks and reefs are

as much as 200 yards offshore at the foot of Sturgeon

Head.

(798) Cape Grant, about 10 miles SSW of Cape Karluk, is

a rugged headland at the end of a high ridge, the summit of which is marked by a small cluster of peculiar

pinnacle rocks.

(799) A rock nearly awash at low water is 0.3 mile off the

SW tip of Cape Grant. Shoal water extends some distance beyond this rock and vessels rounding the cape

into Halibut Bay should give it a berth of 0.8 mile.

(800) Halibut Bay is the large bight just SW from Cape

Grant. The bight is bordered by eroded bluffs and a

broad sand beach. A stream enters the sea at the S part

of Halibut Bay. Vessels anchor in 7 fathoms, hard sand

bottom, 0.8 mile off the beach. Small craft may find

more protection closer in near the mouth of the lagoon.

Anchorage

(801) Anchorage is also available in the N corner of the

bay, but care should be taken to avoid the reef which

makes out from the SW tip of Cape Grant.

(802) An abandoned cannery is at the S end of Halibut

Bay at the entrance to the lagoon; the cannery wharf

dries at low water.

(803) Middle Cape, the westernmost promontory on Kodiak Island, consists of two headlands having precipitous, rocky cliffs facing the sea, and smooth grassy

slopes facing inland. The N headland is the higher, a little over 1,000 feet. Its summit consists of three rocky

clumps, the middle one of which is the highest. These

rocky clumps are prominent and easily distinguished

from the N.

(804) A prominent high pinnacle rock is at the foot of the

N slope of Middle Cape.

(805) Tombstone Rocks consist of two detached rocks

about 100 yards apart 0.8 mile off Middle Cape. The S

Kodiak Island ■ Chapter 5 ■ 287
rock is 99 feet high while the N rock is only a few feet

high. From some directions these rocks appear as the

headstone and footstone of a grave. Deep water is close

to the rocks.

(806) Mushroom Reef, which uncovers 13 feet, is about

0.3 mile offshore and 1 mile SE from Middle Cape. This

rock when exposed by the tide is round and has the appearance of a huge mushroom. Deep water is close up

to it.

(807) A prominent pillarlike shaft of rock, 170 feet high,

with overhanging sides, is about 100 yards offshore and

E from Mushroom Reef.

(808) Middle Bay is a small bight about midway between

Middle Cape and Cape Ikolik. The 5-fathom curve is

about 0.3 mile off the beach.

(809) Gurney Bay is the bay immediately NE from Cape

Ikolik. The head of the bay is shoal with a sand beach

strewn with boulders. Anchorage may be had in 10

fathoms, sandy bottom, midway between the two entrance points. This is a comfortable and secure anchorage in E weather.

Chart 16601

(810) Cape Ikolik, 4 miles S of Middle Cape, is a rugged

headland 1,008 feet high, with its summit forming a

ridge lying in a NE and SW direction.

(811) Outer Seal Rock, 1.8 miles W from Cape Ikolik, resembles a sail and is 89 feet high. The rock has deep water close-to except about 200 yards to the SW where

there are submerged rocks. Outer Seal Rock is a sea

lion rookery.

(812) Inner Seal Rock, 0.3 mile W from Cape Ikolik, is a

steep-sided bare rock 125 feet high, surmounted by a

rocky nub which gives it the appearance of a lighthouse. From some directions it appears as a huge bell.

(813) Bumble Bay is 2.5 miles E of Cape Ikolik. The W

point of the bay is marked by three pinnacle rocks,

while the E point is marked by a single pinnacle rock

127 feet high. Small craft will find shelter from E winds

in the E part of the bay, while large vessels will find anchorage in the center of the bay in 12 fathoms, sand

bottom.

(814) Ayakulik Island, 5 miles SE of Bumble Bay, is small

and 220 feet high. A reef extends E from the E point of

the island to a sandspit on the mainland of Kodiak Island. About 300 yards W and N of the island are bare

rocks and rocks awash.

(815) Small launches will find shelter in SE or E weather

in 5 fathoms, 300 yards NE of the island. Larger vessels

will find shelter from E weather in 7 fathoms, 0.5 mile

N of the island.

(816) Ayakulik River, known locally as Red River, discharges at a point 1.8 miles SE of Ayakulik Island. With

local knowledge, the river can be entered at high tide in

smooth weather by small launches. The Fish and Wildlife Service maintains a station here during the salmon

season.

(817) From a point 3 miles N of Ayakulik Island to Low

Cape, the shoreline runs in a nearly N-S direction and

is marked by earth bluffs varying from a few feet to 267

feet high.

(818) Ikpik Hill, a prominent high dark-colored earth

bluff is 3.2 miles N of Low Cape, and in approaching

from Cape Ikolik, this bluff may be mistaken by a

stranger for Low Cape.

(819) Low Cape, 11.5 miles NW from Cape Alitak, is the

W extremity of the lowland in this vicinity. The extremity of the cape is marked by a peak-shaped light-colored

earth bluff about 90 feet high. A spit, bare at low water,

extends nearly 0.3 mile off the cape. The water deepens

gradually, the 10-fathom curve lying 2.3 miles off the

cape.

(820) From a position 2 miles W of Low Cape, heavy kelp

extends ESE. Soundings in this kelp showed depths of

from 3 to 7 fathoms, but much shoaler water probably

exists. Low Cape should be given a berth of about 3

miles.

(821) Sukhoi Bay has its entrance about 6 miles S of Low

Cape. The entrance is narrow and is between two sandbars. It has a depth of about 6 feet, but should not be attempted except with local knowledge.

(822) The coast from Low Cape to Cape Alitak apparently

has no off-lying dangers.

(823) Cape Alitak has been described earlier in this chapter.

Routes

(824) Routes, Cape Karluk to Cape Alitak.–From a point

2 miles off Cape Karluk (see chart 16598), steer 222°

for 5.5 miles to a position with Sturgeon Head (a high

white eroded cliff) abeam. Then change to 213° for

11.5 miles until Tombstone Rock is on the port beam, 2

miles.

(825) Then change to 196° for 4 miles or until Outer Seal

Rock (a sail-shaped pinnacle) is a little abaft the beam,

2 miles.

(826) Then change to 154° for 23.3 miles to pass 2.8

miles off Low Cape. On this course Low Cape should be

passed in a depth of 14 fathoms.

(827) When Low Cape bears 083°, 3 miles, haul to 132°

for 12.5 miles, passing about 1.3 miles off Cape Alitak,

to a position with the cape bearing 010°, 1.5 miles.

(828) If bound to Alitak Bay, follow routes given in the

description of that place.

288 ■ Chapter 5 ■ Volume 9
Kodiak Island ■ Chapter 5 ■ 289
290 ■ Chapter 6 ■ Volume 9
Alaska Peninsula

(1) This chapter describes the S coast of the Alaska

Peninsula from Cape Douglas to Isanotski Strait, as

well as the Semidi Islands, Shumagin Islands, Sanak Islands, and many other smaller off-lying islands that

fringe this part of the coast. Also described are Katmai

Bay, Wide Bay, Chignik Bay, Stepovak Bay, Unga Strait,

Pavlof Bay, Ikatan Bay, Isanotski Strait, and many

smaller bays and lagoons, and the fishing communities

of Sand Point, King Cove, Cold Bay, and False Pass. The

N coast of the Alaska Peninsula is described in chapter 8.

Charts 16013, 16011

(2) Alaska Peninsula, extending SW over 400 miles

from Alaska mainland (59°30'N., 155°00'W.) to Isanotski

Strait (54°52'N., 163°23'W.), is mountainous with

many irregular and bold peaks reaching 2,000 to 9,000

feet. Pavlof Volcano (55°25'N., 161°54'W.), the most

prominent of several active volcanos on the peninsula,

has three symmetrical peaks in a general N-S line; the

middle and highest peak rises to almost 8,300 feet.

Frosty Peak (55°04'N., 162°50'W.), a conspicuous

snowcapped mountain with several irregular peaks

near the SW end of the peninsula, reaches nearly 5,800

feet. There are many lakes and sizable streams on the

peninsula; several portages cross between the adjacent

bays.

(3) The S coast of the Alaska Peninsula from Cape

Douglas (58°51'N., 153°17'W.) to Cape Pankof (54°40'N.,

163°02'W.) is irregular and broken by numerous indentations affording anchorage. Some settlements, canneries, and fishing stations are scattered along the

coast and among the off-lying islands.

(4) Many of the points are high rugged cliffs with offshore reefs, while other points are low with shoal water

extending from the shore. Kelp does not always mark

rocks and shoals, especially in early or late summer.

Sometimes only thin ribbon kelp grows on the dangers

which is either drawn under by currents and seas, or

cannot be seen until the kelp is entered.

(5) Many vessels from southeast Alaska use the

Shelikof Strait route SE of the Alaska Peninsula to the

Bering Sea. The route is described in chapter 3. The

run between Shelikof Strait and Shumagin Islands is

one of the most difficult in Alaska because of the

prevalent thick weather and unknown currents. The

current effect near Foggy Cape (56°31'N., 157°00'W.) is

particularly confusing.

Local magnetic disturbance

(6) Differences from the normal variation of as much

as 14° have been observed along the Alaska Peninsula.

Currents

(7) A continual current of considerable strength follows the coast all the way from Shelikof Strait to the

Aleutian Islands. This W current is considered an eddy

which accompanies the general E drift across the Pacific S of latitude 50°N., and forms a part of the general

circulation of the North Pacific Ocean.

(8) The current along the Alaska Peninsula has been

called a warm current originating in the Gulf of Alaska

and it doubtless assists in causing the S side of the peninsula to be warmer than the Bering Sea side. It is also

well known that the islands off this coast have a milder

climate than the mainland; almost the entire population of the area is found on them as a result.

(9) The coastal current searches out all the passages,

large and small, between and around the many islands,

and in some of them it becomes strong enough to be

important. An approaching NE storm gives warning by

strengthening this current; in many places the current

will indicate NE weather a day before the barometer

falls. W winds weaken the current.

(10) On three runs between Chirikof Island and Castle

Rock, a survey ship experienced a S set indicating an

average strength of current of 1.5 knots.

(11) The tidal currents in the vicinity of the S coast of

the Alaska Peninsula are strong in many of the constricted passages. In the open waters offshore they are

generally weak.

Weather, Alaska Peninsula

(12) Winds along the rugged Alaska Peninsula are local

and variable. At Chignik, they are mostly from the W

through NW in early winter, the SE in midwinter, and

SE through SW from March through September.

Strong winds often blow from the Bering Sea through

the mountain pass over Chignik Lake. In the Shumagin

Islands, summer winds are often out of the SW, while

winter winds frequently blow out of the S. At Cold Bay,

Alaska Peninsula ■ Chapter 6 ■ 291
southeasterlies are common all year around. Northwesterlies are also frequent in winter. In summer, west

through NW winds are common. In winter, windspeeds

at Cold Bay average 15 knots and reach gale force about

two percent of the time.

(13) Annual rainfall ranges from 20 to 60 inches (508 to

1524 mm), with heaviest amounts usually occurring

on the SE side of the peninsula. At Cold Bay, which averages 36 inches (914 mm) annually, measurable precipitation falls on 320 days in an average year; on nearly

half of those days, it snows. September through November are usually the wettest months, while snow is

common from October through April.

(14) January and February are usually the coldest

months of the year. The average daily maximum is

around the freezing mark (0°C) or above on the southeast side of the peninsula, and 3 or 4 degrees cooler on

the NW side. Average daily minimum temperatures on

the SE side range from 16°F (-8.9°C) in the north to

28°F (-2.2°C) in the S. On the NW side, they fall to an

average of 16°F (-8.9°C) at Port Heiden, increasing to

28°F (-2.2°C) to the S and decreasing to below 10°F

(-12.2°C) to the N. At Cold Bay, extreme low temperatures have fallen to -13°F (-25°C, March 1971), while

Coal Harbor has recorded a -19°F (-28.3°C) temperature. Temperatures climb steadily from March through

early August. In August on the average, daytime highs

range in the mid-fifties (12° to 13°C) to low-sixties (16°

to 18° C), while nighttime lows drop into the mid- to

upper forties (7° to 9°C). Extreme temperatures have

reached the mid-eighties (28° to 31°C) at sheltered locations. The all-time high for Cold Bay is 77°F (25°C)

recorded in July 1960.

(15) Though fog may be encountered along this coast at

any time during the summer, it is most prevalent from

June through September. The SE winds bring in the

fog banks that lie over the North Pacific. Fog is reported on an average of 18 to 25 days per month at Cold

Bay in mid-summer; however, visibilities fall below two

miles (4 km) on only about three to six days. Fog often

hangs about the headlands and entrances to bays when

the upper parts of the bays are clear. Land fog and precipitation reduce visibilities in winter.

(16) All harbors on the SE side of the peninsula are free

from ice and open to navigation throughout the year.

Pack ice has been known to drift through Isanotski

Strait and interfere with navigation in Ikantan Bay.

(17) Prominent points and most off-lying islands on

the S side of the Alaska Peninsula are adequately

charted. However, much of the coast between Cape

Douglas and Chignik Bay has not been surveyed.

Notes on the unsurveyed portions are from the most

reliable sources available; these waters should be used

with caution.

Chart 16580

(18) Cape Douglas (58°51'N., 153°17'W.), the mainland

promontory on the W side of the N end of Shelikof

Strait, is a grassy peninsula about 3 miles long and 190

feet high. At its W end it breaks off in a bluff to a low,

narrow neck which connects it to the mainland. Rocks

that uncover, extend about 0.2 mile E from the cape.

(19) The three points on the SE side of Cape Douglas

and the small projecting point on the mainland in

58°49.8'N., 153°21.3'W., about 1.5 miles SW of Cape

Douglas, are reported to be distinctive radar targets at

10 miles.

(20) In 1971, the NOAA Ship RAINIER reported that

good anchorage in 12 fathoms, very even sand and mud

bottom, good holding ground, and sheltered from W

and N weather, could be found about 1.5 miles S of Cape

Douglas and about 1.5 miles off the mainland shore.

There is some shelter from SW and NE winds, but if

heavy, NE swells roll around the point. In making the

anchorage, keep 2 miles NE of the 28-foot-high rock

near the center of Douglas Reef, and maintain a distance of 1.5 miles off the mainland shore when anchoring. The small projecting point on the mainland, 1.5

miles SW of Cape Douglas, is a good radar target for approaching the anchorage, and the 28-foot-high rock is

also a good radar target at 5 miles, but only when the

tide is high enough to cover the rest of the reef (half

tide or higher).

(21) Mount Douglas, 7,064 feet high, and Fourpeaked

Mountain, 6,903 feet high, are snow-covered mountains W and SW, respectively, of Cape Douglas.

(22) Douglas Reef, 5.5 miles S of Cape Douglas, is about

2 miles in diameter. Part of the reef uncovers; near its

middle is a rock 28 feet high. A sounding of 6 fathoms

with 40 to 60 fathoms close-to was obtained 1 mile 081°

from the rock. Several rocks, close together and awash

at high water, are 2.8 miles SW from Douglas Reef and

1.5 miles offshore. A reef bare at low water extends

about 0.8 mile SE from them. About 10 miles SW of

Cape Douglas is a point marked by a hill 673 feet high.

In the valley S of the point is a small glacier. About 1.2

miles from the point and 168° from the hill is a rock

awash at about half tide. There is no kelp on the rock,

and the sea seldom breaks on it when it is covered.

(23) Two submerged rocks with kelp patches are about

1.5 miles SW of the preceding rock and the same distance from shore. The kelp shows well only at low water, and the sea seldom breaks on the rocks.

292 ■ Chapter 6 ■ Volume 9
(24) Dangerous pinnacles are in the area N of

58°40.0'N., and W of 153°27.0'W., about 5.5 miles NNE

of Kiukpalik Island. Mariners are advised to exercise extreme caution while navigating in the area.

(25) Kiukpalik Island, 17.5 miles SSW of Cape Douglas

and 2 miles offshore, is 1.2 miles long, 155 feet high,

nearly level, and grass covered. A reef with a submerged

rock at its outer end extends about 0.3 mile N of the island and, a shoal, scantily marked by kelp, is about 0.5

mile NW of the island. The channel between the island

and these outlying dangers is not safe. Temporary anchorage, with shelter from E winds, can be had in the

bight on the W side of the island in 8 fathoms, muddy

bottom. The mainland opposite the island should be

avoided, as there is a possibility of shoals on that side.

(26) Shakun Rock, a prominent dark pinnacle 50 feet

high, is 5 miles 232° from Kiukpalik Island. From the

rock, a semicircular reef, partly bare at low water, extends NE 2 miles and S and W to the S end of the chain

of grass-covered Shakun Islets. A 1975 survey indicated that the channel between the islets and the reef

was clear of rocks and had depths of 11⁄2 to 3 fathoms.

The waters between the N tips of Shakun Islets and the

reef that extends NE of Shakun Rock and the S side of

Kiukpalik Island are clear, with depths of 5 to 10 fathoms. The waters between the mainland and Shakun Islets are free of danger, except for reefs just off the

mainland. Depths of 1 to 3 fathoms are in this area.

(27) Swikshak Lagoon, about 5 miles N of Shakun Islets, is a lagoon which is practically closed at all stages

of the tide. The entrance is about 200 feet wide and

rocky. Depths inside the lagoon average less than 11⁄2

fathoms. Just SE of the lagoon entrance is a group of

reefs, one of which is bare at all stages of the tide.

(28) Kaguyak, an abandoned village in ruins, is behind a

large bare rock that is joined to the beach at low water.

Approaching from SE, a Coast Guard vessel anchored

in about 7 fathoms, hard sand bottom, with Cape

Chiniak bearing 205°, Shakun Rock 096°, and the rock

in front of Kaguyak 346°. Between Cape Chiniak and

Shakun Rock, the bottom was found to be uneven,

depths 10 to 30 fathoms, mud and hard sand alternating.

(29) Cape Chiniak, the N point of Hallo Bay, is 27.5

miles SSW of Cape Douglas. It has a high hill near its

end.

(30) Hallo Bay, between Cape Chiniak and Cape

Nukshak, is 6 miles wide and ends in tidal flats that extend out up to 0.5 mile along the head of the bay.

(31) Ninagiak Island, in Hallo Bay, has a knob 305 feet

high. A rock, bare at most stages of the tide, is 0.7 mile

SE of the island. A reef extends 0.3 mile NE of the rock,

and a submerged rock is 0.3 mile SW. Good anchorage,

open to NE weather, can be had close into the mainland

between the island and the tidal flats to the W. Safe passage can be made on either side of the small island 0.5

mile SW of Ninagiak Island, but the passage between

the N side of Ninagiak Island and the mainland is foul.

(32) A reef, about 1.2 miles long E and W, is in Hallo Bay

about midway between Ninagiak Island and Cape

Nukshak. The reef is bare in places at low water and has

no kelp.

Charts 16576, 16603

(33) Cape Nukshak (58°23.5'N., 153°59.0'W.), 36 miles

SW from Cape Douglas, is flat and grass covered to the

foot of a prominent sharp peak. Just off the cape is narrow Nukshak Island, which is 0.5 mile long, 133 feet

high, and has two knolls. Between the island and the

cape is a narrow passage about 75 yards wide that has a

depth of 5 fathoms in midchannel. A prominent pinnacle is close to the W end of the island. Anchorage and

shelter from W winds can be had 0.2 mile S of the island

in 10 fathoms, pebble bottom. In 1972, the NOAA Ship

RAINIER anchored in 31 fathoms, hard bottom, with

the pinnacle bearing 233°, 0.6 mile.

(34) A large reef, that uncovers 9 feet, is 0.5 mile off the

mainland and 1.8 miles SW of the outer end of Nukshak

Island. A rock, awash and marked by kelp, is 0.6 mile

ESE of the reef. From Cape Nukshak to Kukak Bay the

cliffs along the shore are irregular, and numerous

high-water and submerged rocks extend about 1 mile

offshore.

(35) Yugnat Rocks, about 3 miles SW of Cape Nukshak,

are several prominent rocks about 20 feet high. The

area around the rocks is foul and ships are warned to

keep outside the 20-fathom curve.

(36) Kukak Bay, between Cape Nukshak and Cape

Ugyak, has depths as great as 63 fathoms and extends

inland about 6 miles. The entrance is 0.6 mile wide and

is easy of access. The shores are steep in most places

and anchorage area is limited.

(37) Kukak Point, 4.5 miles SW of Cape Nukshak, is low

and grassy; a reef extends 0.5 mile SE from the point.

Devils Cove, between Kukak Point and Tiny Island, has

a flat muddy bottom and depths of 3 to 7 fathoms. Located at the E end of Devil’s Cove is a privately owned

lodge receiving periodic seaplane traffic during the

summer months. There is a waterfall at the W end of

the Cove. Entrance to the cove is obstructed to the SE

by two rocks, and by a foul area with rocks and kelp in

the center of the entrance. These features cover at high

water. The best passage into the cove is between Tiny Island and the foul area at mid-entrance. Mariners unfamiliar with the area are cautioned to enter at low stages

of the tide and only if the reefs and rocks are visible.

Alaska Peninsula ■ Chapter 6 ■ 293
(38) On the S side of Kukak Bay are two islands;

Aguligik Island is just inside the entrance and Aguchik

Island is near the head of the bay. The ruins of an abandoned salmon and clam cannery are in the small cove

opposite the E side of Aguligik Island. The ruins of the

cannery wharf bare at extreme low water. Aguchik Island connects with the shore at low water.

(39) Cannery tenders formerly anchored in a small

bight S of Aguligik Island in 28 fathoms, mud bottom.

In 2000, NOAA Ship RAINIER anchored in this bight

0.3 mile S of Aguligik Island in 37 fathoms, mud bottom, and found the bight to be protected from most

winds. A large anchorage is also available S of Aguchik

Island in 11 to 23 fathoms. Mariners should note that

the sand and gravel bar from the river at the head of

Kukak Bay had extended itself approximately 0.2 mile

seaward in 2000. Both anchorages afford good protection against wind and swell. The holding bottom is

good. The diurnal range of tide is about 13.3 feet, and

the currents are negligible.

(40) A reef, covered 8 feet, is near the center of the inner

part of Kukak Bay. The reef is 0.5 mile from the N shore,

0.8 mile from the S shore, and about midway between

Aguligik and Aguchik Islands.

(41) Cape Ugyak, 8 miles SW of Cape Nukshak, is the E

end of the mountainous peninsula between Kukak and

Kaflia Bays. Kulichkof Island is a small grass-topped islet 0.2 mile N of the cape.

(42) The area N of Cape Ugyak is foul for a radius of

about 2 miles. Bare and covered rocks, and reefs are numerous. A rock awash, not marked by kelp, is 1.3 miles

NNW from Kulichkof Island and 0.8 mile off the mainland. There are, however, heavy patches of kelp in the

vicinity of Kulichkof Island and neighboring reefs. A

rock covered 11 feet is 0.8 mile NNE of Kulichkof Island; a small patch of kelp is visible only at extreme low

tides.

(43) Kaflia Bay, between Capes Ugyak and Gull, has at

its head two small basins with depths of 20 to 35 fathoms in the middle and joined by a very narrow channel

which passes S of a large islet just off the N shore. The

channel into the first basin is about 30 feet wide and

subject to very swift currents during ebb and flood. Approach the channel S of several rocks in the entrance,

then turn N passing between the rocks and islet in the

center. Hug the E and N sides of the islet as you pass

around. The channel has depths of 2 to 3 fathoms but is

not recommended to those unfamiliar with the area.

(44) In the outer bay, a rock, which bares at low water, is

0.6 mile SW of the prominent point on the N side.

Charts 16576, 16580

(45) Cape Gull, about 47 miles SW of Cape Douglas, is a

bold headland, terminating in a cliff 503 feet high.

Temporary anchorage can be had in the cove on the S

side in 9 fathoms, sandy bottom. The S point of the cove

is a rocky islet about 15 feet high. Foul ledges and reefs

extend seaward 0.6 mile from this point to a small

grassy island. Dangerous pinnacles are in the area extending about 0.5 mile N, 0.5 mile E, and 1.5 miles S of

the island. Mariners are advised to exercise extreme

caution while navigating in the area.

(46) Between Kaflia Bay and Cape Gull, the bottom is irregular and rocky for a distance of 1 mile offshore and

should be avoided.

(47) Cape Kuliak, 52.5 miles SW of Cape Douglas, is the

outermost headland on the midsection of Shelikof

Strait’s W shore. The cape rises gradually from a crumbling bluff at the end to high mountains inland.

(48) Kuliak Bay, immediately N of Cape Kuliak and locally known as Halferty Bay, is over 4 miles long and 3

miles wide at its entrance. The only obstruction in the

entrance is a rock awash about 1.25 miles SW of the

small grassy island off the point S of Cape Gull. The

area between this rock awash and the N shore of the bay

is generally foul and should be avoided. A shoal, covered about 41⁄2 fathoms, is about 1.25 miles SE of the

rock awash.

(49) The head of Kuliak Bay is separated into two arms

by a peninsula. The S arm is deep and clear of hazards

except for a pinnacle covered 4 fathoms in its center.

The N arm contains a basin 0.7 mile long with depths of

8 to 15 fathoms but it is separated from the outside bay

by a sandbar extending 0.3 mile from the NE shore. The

basin is entered through a narrow channel, about 75

feet wide, with depths of about 2 fathoms; the channel

is discernable only a low tides.

(50) Missak Bay, between Capes Kuliak and Atushagvik,

is nearly 4 miles long and has deep but good holding

ground. A reef and bare rocks extend from the N shore,

and rocks are close to the S shore. A midchannel course

should be steered into the bay.

(51) The 231-foot NOAA Ship FAIRWEATHER anchored

in Missak Bay in July 1975, but experienced no storms

during this period.

(52) Cape Atushagvik is 4.2 miles 225° from Cape

Kuliak. It has a low bluff at the water, and rises in a gentle slope to a prominent knoll, 904 feet high, with a decided saddle between it and the higher land farther

back. A reef with a submerged rock at its outer end,

marked by kelp, extends 0.7 mile S of the cape.

(53) Between Capes Atushagvik and Ilktugitak are

Kinak and Amalik Bays. Kinak Bay is over 8 miles long

and about 3 miles wide at the entrance. On the E side of

294 ■ Chapter 6 ■ Volume 9
the bay, 1.5 miles NW of Cape Atushagvik, is a low peninsula 0.6 mile long, with a bluff 150 feet high near its

end. Russian Anchorage, on the N side of the peninsula, has good holding ground, 300 to 500 yards from

shore, in 10 to 18 fathoms. Water, except during dry periods, can be obtained by boat. The only directions necessary are to give Cape Atushagvik a berth of about 1

mile and the islands on the SW and the Russian Anchorage peninsula a berth of at least 0.5 mile. The final

course into the anchorage should be SE straight toward the middle of the bight. The bottom levels out between 15 to 20 fathoms where large vessels should

anchor. This anchorage is completely protected but is

subject to williwaws, during northerly blows, with

gusts comparable in force to those blowing simultaneously in Shelikof Strait.

(54) The remainder of Kinak Bay is mostly deep. When

en route to Hidden Harbor, at the head of Kinak Bay, favor the W side of the bay to avoid reefs and rocks awash

on the E side. Take care to avoid the rock awash at

58°09.6'N., 154°26.8'W. The entrance to Hidden Harbor is constricted by ledges on both sides. The channel

is about 20 yards wide, clear of obstructions, and 2 to 3

fathoms deep at midchannel. The harbor offers good

anchorage for small craft. Fresh water is available from

a stream on the SW side of the harbor.

(55) Amalik Bay, 3 miles W of Kinak Bay, is separated

from Kinak Bay by a high peninsula and numerous

small islands. Takli Island, the largest of these islands,

is in the entrance to the bay. About 0.6 mile N of Takli

Island is an inner chain of islands that extend 1.5 miles

W from the high peninsula. Small vessels can find excellent anchorage with good holding ground and protection from any weather in the basin to the N of the

chain of islands. Enter Amalik Bay W of Takli Island,

and then around the W side of the chain of islands to

the anchorage. Avoid the foul areas which extend about

300 yards N from the westerly and northerly islands in

the chain.

(56) Takli Island is about 2 miles long, and its E part is

low, broken, and rocky. At its W end, a hill, 455 feet

high, has a sheer drop to the water. A chain of reefs and

rocky islands extend 1.5 miles E from Takli Island. Passage between them is dangerous and should be avoided.

When navigating between Amalik Bay and Kinak Bay

through the passage N of Takli Island, keep to the center of the channel and pass to the N of the islands at

58°04.8'N., 154°25.5'W.

(57) About 3 miles NW of Takli Island at the head of

Amalik Bay is Geographic Harbor. The middle of the

narrow channel leading into the harbor has a least

depth of 51⁄4 fathoms and is clear of obstructions, except

for a rock awash and a 21⁄2-fathom shoal off the NE

shore at about 58°06.2'N., 154°33.8'W., and 58°05.5'N.,

154°32.7'W., respectively. Geographic Harbor is actually two large bays and two narrow fjords that branch

from the entrance channel. The bays are separated by

two prominent islands. The S bay is deep and offers numerous anchorages. The N bay is shoal on the N and W

sides but offers some anchorage for smaller vessels.

The fjords are narrow with uneven bottom and should

be avoided.

(58) Cape Ilktugitak (58°01.5'N., 154°35.0'W.), just SW

of Takli Island, is fairly low, but rises rapidly to the high

land back of it. Between the cape and Takli Island is a

small islet. The passage between this islet and Takli Island is clear. A reef extends from this islet toward the S

and SE for 1.5 miles with numerous submerged rocks.

Vessels should stay outside the 25-fathom curve when

navigating in this area.

(59) The passage between the small islet and Cape

Ilktugitak has depths of 5 to 10 fathoms, except for

lesser depths over the pinnacles which are scattered

throughout the area.

(60) The steamer GOLDEN FOREST was lost on the S

side of Cape Ilktugitak in 1929. In 1980, the remains of

the steamer were visible on the beach and in the surf in

58°01.6'N., 154°35.7'W.

(61) Dakavak Bay, between Cape Ilktugitak and Katmai

Bay, is foul along the W side. A foul area that bares is

near the center of Dakavak Bay in about 58°02.1'N.,

154°41.6'W. Depths from 8 to 23 fathoms are in the E

half of the bay. Fair anchorage, but exposed to S and SW

winds, can be found in the NE corner of the bay about

0.5 mile from shore in 15 to 18 fathoms, mud bottom.

(62) Vessels transiting between Dakavak Bay and

Katmai Bay should stay at least 1.5 miles offshore because the area is foul in places. An extensive foul area

with submerged rocks and rocks awash extends 1.5

miles SW of the W point of Dakavak Bay.

Chart 16575

(63) Katmai Bay is a large roadstead which offers protection from N, NW, and W weather. In 1980, hydrographic surveys by the NOAA Ship DAVIDSON revealed

that the bay has several large submerged reefs with

least depths of 4 to 8 fathoms. In the NW corner of the

bay, about 0.5 mile offshore, is a reef with a least depth

of 2 fathoms, in 57°58.2'N., 155°00.4'W. In the NE corner of the bay is a reef with a least depth of 23⁄4 fathoms,

in 58°00.0'N., 154°50.2'W.

(64) Katmai River, its head extending to Mount Katmai

before the eruption in 1912, was navigated by launches

at high tide to the abandoned village of Katmai. In

1980, the river was choked with pumice which washes

down from the higher slopes faster than the stream can

Alaska Peninsula ■ Chapter 6 ■ 295
dispose of it. Occasional steam and smoke from Mount

Katmai volcanic activity can be seen in the area. Strong

N winds raise large clouds of pumice which cause a

murky haze throughout the area.

(65) The area in the vicinity of Mount Katmai from Cape

Douglas to Cape Kubugakli is the Katmai National

Park and Preserve. The park is a Marine Protected

Area. (See Appendix C for additional information.) The

most spectacular feature of the park is the mountain-encircled Valley of Ten Thousand Smokes in the

NW portion of the reservation. Here the ground is broken open, giving vent to several million fumaroles or

little volcanoes, from which rise jets of steam. Some of

the jets throw their steam 1,000 feet into the air, and

hundreds of others go up to a distance of 500 feet, all

merging above the valley into one colossal cloud.

(66) Kashvik Bay, just SW of Katmai Bay, offers good

anchorage in 10 fathoms or less near the center of the

bay. A submerged reef extends about 0.8 mile from the

N shore, and scattered rocks are close off the SW and W

shores. The entrance and middle of the bay are free of

hazards.

(67) Mount Katmai, a volcano 6,715 feet high, is part of

a high ridge and is not easily distinguishable from

Shelikof Strait. In 1912 this volcano gave vent to a violent eruption, the initial stages lasting three days, during which several cubic miles of material were emitted.

This eruption was of such violence as to rank in the first

order of volcanic explosions. The volcano is now quiet

and in its crater is a lake over 1 mile long and about 1

mile wide.

(68) Mount Mageik, a volcano 7,250 feet high, is about

10 miles SW from Mount Katmai. It has a more definite

summit and can be easily identified from Shelikof

Strait.

(69) Cape Kubugakli, 83 miles SW of Cape Douglas, is

bold and rises rapidly to Mount Kubugakli, a prominent mountain with two summits. The 2,920-foot S

peak is the higher. The area off Cape Kubugakli is foul

and should be given a wide berth.

(70) Alinchak Bay, opening S of Cape Kubugakli, is divided into two arms. Little Alinchak Bay, the S arm, is

shallow with extensive foul areas and should be avoided

by those without local knowledge. Big Alinchak Bay,

the N arm, is an excellent harbor of refuge with protection from all but NE and E winds. The center of the arm

has good anchorage in 10 fathoms, mud and fine sand

bottom. Depths decrease to 2 fathoms in the NW and

SW corners. Vessels should keep 0.5 mile off the N

shore of the bay and 0.15 mile off the S shore. The approach to Big Alinchak Bay is from SE on a course midway between the extensive foul area off the mouth of

Little Alinchak Bay and a 7-fathom shoal in about

57°48.0'N., 155°13.0'W.

(71) Cape Kekurnoi, between Alinchak and Puale Bays,

is fairly low, but rises gradually to over 1,500 feet. A 6.5

fathoms shoal is about 1.6 miles SW of the E tip of the

cape in 57°42'26"N., 155°20'24"W. Reefs and rocky islets extend 3.5 miles S from the SW tip of the cape.

There are bad tide rips off these reefs, which is frequently the case along the W side of Shelikof Strait.

These reefs and islets are also foul with heavy kelp. Passage should only be attempted with local knowledge.

(72) Puale Bay is open to the S and is only partly protected on the E by the reefs and islets extending S from

Cape Kekurnoi. The N shore has low rocky bluffs and

small rocky beaches. The W shore has two long sandy

beaches separated by a rocky bluff 400 feet high. The

SW shore is formed by the bold rocky bluffs of Cape

Aklek.

(73) The E and NE sections of the bay have numerous

dangerous rocks, reefs, and foul areas. There is a large

kelp forest foul with reefs and rocks 1.0 mile off the E

shore of the bay in about 57°44.0'N., 155°29.0'W., that

should be avoided. The W part has fairly regular sand

bottom. Reefs and kelp-covered rocks extend 0.2 to 0.4

mile off the E side of Cape Aklek.

Routes

(74) Routes, Puale Bay.–From Shelikof Strait steer a

course of 325° for the highest point on Cape Aklek.

When about 2.4 miles off the cape, change course and

steer about 015° through the bay entrance for about

4.5 miles to a point in about 57°42'N., 155°31'W. From

this point, the vessel can proceed to a variety of anchorages in the inner bay. By steering 338° for 4.5 miles the

vessel will find anchorage near the head of the bay in 10

fathoms on even sand bottom. If seeking shelter from S

winds and seas, the vessel may run 2.5 miles on course

276° to anchorage in 10 fathoms. Protection from E to

N winds may be found by steering 075° for 3 miles to

anchorage in 12 fathoms, taking care to avoid the

21⁄4-fathom rock in 57°43'N., 155°27'W.

(75) There are no satisfactory ranges for entering the

bay but they are unnecessary. Cape Aklek can be approached with safety on any heading between 305° and

020°. The channel between the 10-fathom curves at

the entrance to the bay is over 2 miles wide.

(76) Fishing craft sometimes enter the bay from the E,

using a narrow channel between the mainland and the

S rocky islets. This channel has a least depth of 5 fathoms but is only about 350 yards wide, is bordered by

kelp-covered rocks, and has a 4-fathom rock near its

outer end. Extreme caution should be used when

transiting this route.

(77) Anchorages in Puale Bay have the good holding

qualities of a sand and mud bottom, but are considered

296 ■ Chapter 6 ■ Volume 9
to be indifferent or poor because they offer little protection from SE weather. S swells enter the bay a large part

of the time and increase in size in the shoal water.

Williwaws are frequent. Even in W weather the winds

funnel through the low passes to the W of the bay with

greater velocity than that encountered in Shelikof

Strait.

(78) Cape Aklek, the most prominent headland in the

vicinity, rises to 1,877 feet within 0.6 mile of the shoreline in a series of bare slides, bluffs, and cliffs.

(79) Dry Bay is between Cape Aklek and Cape

Unalishagvak. As the name implies, the entire inner

bay bares at low water. The outer bay has a rocky, irregular bottom. Here again williwaws are frequent and W

winds are increased in violence in the low passes to the W.

Chart 16570

(80) Jute Bay is between Cape Unalishagvak and Cape

Kanatak. The part inside Jute Island is called Island

Bay. Reefs marked by kelp and breakers extend SE from

Jute Island and WSW from the E side of Island Bay to

about halfway to Jute Island; both reefs tend to break

the swells during SE winds. The channel between the

reef extending WSW and the island has depths ranging

from 11 to 5 fathoms. The channel W of Jute Island has

depths of 11⁄4 to 5 fathoms, but its S end is obstructed by

rocks and reefs extending SW from the island, and its

use is not recommended except by boats with local

knowledge. A 23⁄4-fathom shoal is 0.7 mile SW of Jute

Island. Indifferent anchorage, sheltered except from SE

winds, can be obtained N of Jute Island in Island Bay.

(81) As in all of the bays in this vicinity, the williwaws

are violent with W winds and are very troublesome, if

not dangerous, to small craft.

(82) Portage Bay, between Cape Kanatak and Cape

Igvak, is clear except for reefs and rocks about 1 mile

from its head. The bay is open to SE winds and is subject to NW winds, which draw down from the mountains with great force.

(83) A kelp-covered reef extends 0.5 mile SW from Kelp

Point. Just off the reef and separated from it by a narrow channel is a rock, covered 3⁄4 fathom, leaving a clear

channel 0.2 mile wide W of it for entering the inner

part of the bay.

(84) The best anchorage is in depths of about 5 to 10

fathoms SE of the 3⁄4-fathom rock; coasting vessels

sometimes use the inner anchorage NW of the rock.

The anchorages are subjected to violent williwaws with

W weather, and at such times the inner anchorage

should not be used. The wind is apt to shift from NW to

SE with little warning. In such cases, launches make

for Kanatak Lagoon for shelter.

(85) Vessels with passengers or freight usually anchor

as far in as their draft permits. With NW winds there is

but little swell.

(86) Kanatak Lagoon, on the W side of the bay about 3.5

miles from the head, has a narrow entrance with less

than 4 feet at low water, but has depths of 4 to 15 fathoms, mud bottom, inside. It affords excellent anchorage in E weather, but is a maelstrom with NW winds.

Under such conditions the williwaws blow with almost

hurricane force, and the water level at the E end is

higher than that at the W end.

(87) In approaching Portage Bay from Shelikof Strait,

keep a careful track of the reckoning, as the various

headlands are similar and the bay is difficult to recognize from a distance. Enter on a midchannel course

and, if bound to the inner anchorage, pass 200 yards

SW of the 3⁄4-fathom rock, then head N and anchor as

desired.

(88) Cape Igvak (57°26.1'N., 156°01.3'W.), a conspicuous headland separating Portage and Wide Bays, is the

S extremity of a ridge of mountains rising 2,000 to

2,600 feet, and covered with clouds most of the time.

(89) Wide Bay, between Cape Igvak and Cape Kayakliut,

is obstructed across the entrance by many islands

which are surrounded by foul ground.

(90) In August 1983, a 3-fathom shoal was reported

about 5.5 miles E of the islands in about 57°20'37"N.,

156°06'54"W. The preferred entrance to the inner bay

for deep-draft vessels is through a 300-yard-wide channel between East Channel Island and Channel Rock;

the channel has a least depth of 9 fathoms. Rocks and

reefs, marked by kelp and usually breakers, extend almost 1.5 miles SE and 0.3 mile N of Channel Rock. Foul

ground extends almost 2 miles NE and 0.2 mile S of

East Channel Island. Small shallow-draft vessels may

enter the inner bay between Terrace Island and West

Channel Island or between Hartman Island and the

unnamed islet 0.4 mile SW. Ledges and shoals surround the islands, and in the channel between Terrace

and West Channel Islands a distance of 175 yards

should be maintained off the SW side of West Channel

Island; a midchannel course should be maintained in

the channel between Hartman Island and the unnamed

islet. Passage elsewhere should not be attempted without local knowledge. Moderate rip currents have been

observed in all the entrances to Wide Bay during maximum currents. Once inside the inner bay, secure anchorage in any weather is available in 5 fathoms to

more than 20 fathoms, excellent holding ground. The

williwaws are disagreeable with W winds but are not

dangerous to moderate-sized vessels. Small craft can

anchor in the lee of the islands.

(91) The ruins of an abandoned pier, causeway, and oil

drilling platform are about midway on the W side of

Alaska Peninsula ■ Chapter 6 ■ 297
Wide Bay. In 1971, it was reported that only about a

150-yard inshore section of the pier remained. The

abandoned oil drilling platform, about 0.3 mile offshore, was reported to be about 3 feet in diameter and

to stand about 15 feet above the water. Mariners are advised to navigate with caution in this area.

Local magnetic disturbance

(92) Differences of as much as 14° from the normal variation have been observed on Terrace Island and as

much as 3° on East Channel Island.

Chart 16568

(93) Small-craft inshore route between Wide Bay and

Sutwik Island has many dangers; mariners are advised

to used caution when navigating this area.

(94) Cape Kayakliut (57°17.7'N., 156°18.9'W.), on the S

side of Wide Bay, has a generally flat appearance, sloping smoothly back to the mountains. The shoreline is

formed by low, steep cliffs and close to the point is a

prominent grass-topped island.

(95) Imuya Bay is 4 miles S of Cape Kayakliut. A group

of islands is in the NW corner and a shoal area with a

least depth of 1⁄2 fathom extends about 2.8 miles ENE

from the S point of the entrance. Depths shoal gradually from 17 fathoms inshore from a line between the N

and S points to 5 fathoms at a point 0.4 mile from the

center of the sand and gravel beach which heads the

bay. The area close-to and between the islands is shoal

and foul, and the area between the largest island and

the mainland to the N and W is mostly bare at lower low

water. A large stream enters the bay at the W end of the

sand and boulder beach at the head.

(96) The wreck of a large vessel is against the shore W of

the islands at the S point of the bay.

(97) To enter Imuya Bay from the N, follow the trend of

the shoreline from the N point around the islands,

keeping the islands at least 0.4 mile on the starboard

hand, and thence midway between the islands and the S

shore to the head of the bay. Indifferent anchorage can

be had for small craft in 5 fathoms, hard, fine sand bottom, 0.4 mile from the beach at the head of the bay.

(98) In entering the bay from the S, care should be

taken to avoid the shoal area extending about 2.8 miles

ENE from the S point of the bay.

(99) Kilokak Rocks, two rocky islets, are about 2 miles

offshore and just SE of Imuya Bay; the 30-foot NW rock

is the higher. The area W of these rocks is clear for 1

mile toward the shore. Depths of 15 fathoms or more

can be carried to within 100 yards of the N, W, and S

sides of the higher rock. A shoal area extends 0.1 mile

SE of the smaller islet.

(100) A rock, that uncovers about 6 feet, is 1.3 miles NW

of Kilokak Rocks. This rock marks the SE end of a foul

area that extends inshore to a group of reefs and islets

near the shoreline.

(101) Agripina Bay, 12.5 miles SE of Cape Kayaklut, is a

deep indentation with a generally low but bold rocky

shoreline indented with numerous small bights and

clefts. The N and S points forming the entrance are

marked by groups of small steep rocky islands; a larger

group of very prominent islands and rocks, near the S

central part of the bay, roughly divides the outer and inner parts of the bay. A large shoal area, with a least

depth of 3 fathoms, is about 0.5 mile N of the E end of

the largest island.

(102) Anchorage for large vessels can be had in 16 to 18

fathoms in the W end of the outer bay about 0.3 mile N

of the islands and 0.3 mile from the W shore. This area

is protected from all but NE to SE weather. One of the

best small-boat anchorages along this section of the

coast is in the bight at the head of the inner bay, midway between the E and W shores, in 5 to 11 fathoms,

sticky, mud bottom. No swell makes into the bight even

in heavy weather, and there are no williwaws even in

strong winds. NW of the bold rocky hill which forms

the W side of the bight, is an extensive gravel flat bare at

low water except for the shallow delta channels of a

large stream that enters the bay at this point.

(103) The only danger in the inner bay is a reef near the

W side. The outermost part of this reef is about 350

yards off the W shore and about 400 yards S of the anchorage. The area between this reef and the prominent

point about 800 yards S of the anchorage has several

submerged rocks.

(104) The coastline from Agripina Bay to Port Wrangell is

very broken, with many indentations and small inshore

islands. The area is rocky and foul within 400 yards of

the beach. Outside the small islands, some pinnacle

rocks exist. Kelp extends 500 yards SE from the point

0.5 mile SSW of Agripina Bay.

(105) Offshore are numerous rocks and islands.

(106) Ashiiak Island is high and rocky with a rounded

central dome. The W side has sheer cliffs to the waterline and the water is deep close inshore. The E side of

the island appears foul, with small islets extending 0.3

mile offshore and with one submerged rock, that

breaks in heavy weather, about 0.7 mile offshore. A

small rocky islet about 10 feet high is 400 yards W of

the island. A rock, that uncovers about 8 feet, is 0.9

mile SW of Ashiiak Island. Another rock, that uncovers,

is about 150 yards to the E. In a moderate swell these

rocks break at high water.

(107) Port Wrangell, 7 miles SW of Agripina Bay, is a

deep, narrow indentation in the coastline. The outer

bay, open to the SE and E, has depths in midchannel

298 ■ Chapter 6 ■ Volume 9
ranging from 130 fathoms at the entrance to 14 fathoms at the inner end. The shoreline is steep and rocky.

(108) The inner bay has depths from 10 fathoms near the

entrance to 5 fathoms at the head. The shoreline rises

steeply all around the bay and there are often williwaws

on strong NW winds. The ground swell does not make

into the inner bay.

(109) About 500 yards inside the inner bay on the E shore

is a small stream, dry during extremely dry weather,

where small craft can come close alongshore and take

water aboard with 200 feet of hose at about 30-foot

head.

(110) E of Port Wrangell is a group of three large islands.

David Island, the most N and largest of the group, is

high and bold with steep rocky sides marked by numerous caves and clefts. Two small, rocky islets are close

inshore on the N side.

(111) Lone Rock, 1 mile NE of David Island, is about 100

feet high, of a distinct brick red color, and with vertical

or slightly overhanging cliffs on the W end that rise to a

flat grassy top.

(112) Poltava Island, 0.8 mile SE of David Island, has the

same general appearance as David Island but is smaller

and lower. The passage between David and Poltava Islands is not recommended without local knowledge. In

December 1987, a 5-fathom spot was reported about

midway between David and Poltava Islands in about

57°01'52"N., 156°28'52"W.

(113) Navy Island, the most S and smallest of the group,

is 0.4 mile SE of Poltava Island. Several detached rocks

or islets extend 600 yards W from the main island. The

passage between Poltava and Navy Islands is not recommended without local knowledge. Thick kelp and foul

ground are between Navy Island and a low rock 400

yards to the NE.

(114) Cape Providence, 3 miles S of Port Wrangell, is

fairly low with a steep rocky shoreline and many small

indentations. A group of five rocky islets extends SE

about 0.6 mile from the tip of the cape. Submerged

rocks extend about 0.6 mile N and NE of the islets.

(115) Chiginagak Bay, between Cape Providence and

Cape Kuyuyukak, is 6 miles long, 10 miles wide between the capes, and 2 miles wide at the inner end. The

outer bay has scattered groups of rocks and small islands, and a group of four larger islands is along the W

shore. In 1989, numerous uncharted shoals, covered

rocks, and foul areas were reported to exist throughout

the northern and eastern parts of Chiginagak Bay.

(116) Offshore from the bay and 5 miles S from Cape

Providence is a prominent group of islets known as the

Aiugnak Columns. The highest islet rises to about 102

feet. The areas immediately surrounding the columns

are extremely complex, particularly the area NE of the

highest islet. Vessels should give them a wide berth. A

surface current of about 2 knots often sets to the NE in

the vicinity of the columns.

(117) Devils Finger (56°52'10"N., 156°37'27"W.), about

2.5 miles SW of Aiugnak Columns, is a narrow rock

pinnacle covered 1 fathom rising abruptly from general

depths of 20 fathoms.

(118) A group of four major islands and numerous islets,

about 3 miles NW of Aiugnak Columns, cover an area

approximately 1 mile by 0.5 mile. The islands are about

50 feet high, generally flat, and covered with grass.

Ledges and foul area extending as much as 0.3 mile offshore surround the Islands.

(119) An extensive foul area surrounding several islets is

about 4 miles NNW of Aiugnak Columns. An isolated

rock that uncovers about 7 feet is 0.7 mile NW of the

center of this foul area.

(120) The inner part of Chiginagak Bay, about 2 miles

square, is separated from the outer part by Derickson

Island, 1.2 miles long and 0.3 mile wide, between a bold

headland on the E and a low rocky point on the W. A

smaller island is 1.1 miles due N from the 300-foot peak

of Derickson Island. Large vessels enter the inner bay

from Cape Providence, passing E of Derickson Island.

(121) In November 1988, a rock covered 11⁄4 fathoms was

reported 1.2 miles SSW of the S end of Derickson Island.

(122) At the head of the bay is a flat sand and gravel beach

that bares 200 to 400 yards offshore at low water. A

large unnavigable stream enters the head of the bay on

the W side over a broad sand delta, bare at low water.

Two smaller streams enter the NE corner W of a prominent rocky headland distinguished by several small

caves at the high-water line. A ledge showing considerable area at low water is just E of the delta. Several pinnacles on this ledge bare at high water.

(123) Anchorage for vessels of any size can be had in the

inner bay. In moderate weather from any direction, or

in heavy weather from the W, N, or E, the best anchorage is 0.2 to 0.5 mile SW of the rocky point E of the

beach at the head of the bay. Depths are 8 to 11 fathoms, sand or mud bottom, good holding ground.

Williwaws have been experienced in the bay on N

winds. They generally blow out of the valley leading NW

to Mount Chiginagak. In S weather, better shelter can

be found 500 yards N of Derickson Island in 13 fathoms.

In moderate S weather very little swell makes into the

anchorages.

(124) Cape Kuyuyukak (56°54.0'N., 156°50.0'W.), between

Chiginagak Bay and Nakalilok Bay, is bold and prominent with high grassy hills sloping steeply to sheer

cliffs at the beach. Numerous rocks and islets are close

inshore S of the cape, and a chain of reefs extends 2

miles E from the cape. S of the reef, a shoal area extends

for 1.3 miles with numerous kelp patches.

Alaska Peninsula ■ Chapter 6 ■ 299
(125) Radial Island, about 5 miles SSE of Cape

Kuyuyukak, is a bare rock about 100 feet long, 50 feet

wide, and 60 feet high. There are indications of shoal

areas about 1 mile NW of the island.

(126) Ugaiushak Island, 6 miles S of Cape Kuyuyukak, is

really a double island with a narrow, low boulder ridge

connecting the two parts. The W part of the island is

high, with a broken skyline and very tall, steep cliffs on

the W and N sides. The E half is much lower, flat on top,

with sheer cliffs to the shoreline on the N and W, and a

gradual slope to a low and rugged shoreline on the E. A

group of buildings is at the W end of the ridge.

(127) A narrow chain of reefs about 0.5 mile long is 1.4

miles S of Ugaiushak Island. The SE reef is marked by

two pointed rocks about 60 feet high and the NW reef by

a single point about 25 feet high.

(128) Central Island, midway between Ugaiushak Island

and Nakalilok Bay, is a small but very prominent island

with a single high peak shaped like a conical beehive. A

small rocky islet is 200 yards S of the larger island.

(129) The southernmost of a second group of islands is 4

miles due W from Ugaiushak Island. On the N are 3

small rocky islets; in the center is an island 1.1 miles

long and 0.2 mile wide, with grassy top and steep rocky

shoreline; on the S is a large, high island, 0.6 mile long

and 0.1 mile wide, with very high vertical cliffs to the

waterline. Depths obtained around these islands were

15 to 18 fathoms, very smooth sand bottom, but the

formation of the islands suggests hidden dangers.

Shoaling to 41⁄2 fathoms exists on the SW side of the

northernmost islands.

(130) Five miles ESE of Cape Kunmik is Hydra Island,

large and flat-topped, 0.5 mile long and 0.2 mile wide,

and with a small, rocky islet 300 yards to the N. A shoal

area 2 to 3 miles to the S of Hydra Island has a least

depth of 51⁄4 fathoms. Shoaling occurs about 0.5 mile E

of the island with a least depth of 51⁄2 fathoms. Shoaling

also occurs about 4 mile SW of Hydra Island with

depths of 53⁄4 fathoms.

(131) Nakalilok Bay is divided into an E and W part by a

low double-headed cape. The E part is 4 miles long, 3

miles wide at the entrance, and 1.5 miles wide at the

head that terminates in a low sandy beach. The bay is

generally deep except for a small shoal area marked by

kelp, 1.5 miles E of the double-headed cape, and for a

shoal area that extends 0.4 mile E from the same cape.

The W shore is a boulder and ledge beach backed by

steep cliffs. The E shore is boulder strewn near the entrance, with gravel toward the head, and is backed by

very steep hills. A very prominent waterfall is 2 miles

from the head of the bay on the E side. This section of

the bay affords good shelter for small craft except in

heavy S weather. The anchorage is in 7 to 9 fathoms,

sand bottom, 600 yards offshore from the E end of the

sand beach at the head of the bay. Large craft can anchor in 10 to 15 fathoms about 0.5 mile offshore.

(132) The W part of Nakalilok Bay has a long stretch of

sand beach, shaped like a flat crescent, that is between

the double-headed cape and the N point of Yantarni

Bay. Very smooth and flat, the beach is backed by low

grassy dunes on the W half. The bottom off this beach is

of fine sand and is unusually smooth and flat, with no

indications of submerged reefs. Depths vary from 5

fathoms 0.4 mile offshore, to 18 fathoms 1.6 miles offshore.

(133) Yantarni Bay, on the E side of Cape Kunmik, is

about 2.5 miles wide at the entrance and 4 miles long.

The E side of the bay is a low cape with a very flat top

and vertical cliffs of an unusual red-yellow color dropping sheer to the high-water line. A narrow reef extends

400 yards S. The head of the bay has depths of less than

1 fathom, and is not recommended for anchorage.

(134) Cape Kunmik (56°46.5'N., 157°10.0'W.), high and

bold, is one of the most prominent capes along this section of the coast. A prominent waterfall, 40 feet high, is

on the S end of the cape. The highlands are rounding in

contour, covered with grass and alder patches on the

lower slopes and prominently marked by deep gullies.

The shoreline is formed by vertical cliffs 20 to 400 feet

high and deeply indented with small bights and clefts.

The beach is generally foul and boulder strewn, with

submerged rocks, reefs and small rock islets extending

200 to 900 yards offshore. There are no known dangers

farther offshore other than the visible islets.

(135) The southernmost tip of the cape is a small semidetached rocky island with very steep sides terminating

in a wedge-shaped rock about 70 feet high. About 600

yards NE of this point and close inshore is a detached

islet of very striking appearance. As viewed from the S

and E, it resembles a cathedral, with a single central

spire about 200 feet high on the S face, and a lower

rounding dome on the N. In sunlight this formation

stands out prominently against the black cliffs behind.

(136) Six hundred yards off the SE side of the cape is a

small islet, 70 feet high, with vertical black rock sides

and a smooth turtleback top of grass. A low reef is 200

yards SE, and submerged rock is 500 yards E of the islet. The area between the islet and the cape is foul and

thick with kelp. A submerged rock, covered 1 foot, is

about 3.8 miles S of the cape in about 56°42.6'N.,

157°08.5'W.

(137) Amber Bay, large and open, is just W of Cape

Kunmik. The outer part of the bay has moderate depths

and regular bottom except for ledges and reefs alongshore, and the inner half is shallow, with numerous

reefs and kelp patches. Being exposed, the bay is not

recommended for anchorage, but emergency anchorage for small craft can be obtained in 31⁄2 to 6 fathoms,

300 ■ Chapter 6 ■ Volume 9
sand and shell bottom, under the NE shore just NW of a

long reef awash at high water. The reef is 3.2 miles NW

of the prominent beak-shaped cliff that marks the S tip

of Cape Kunmik. The bight inshore from the reef is foul

with rocks, bare at various stages of the tide. There is a

reef that uncovers 11⁄2 fathoms on the NW shore in

about 56°49.7'N., 157°26.9'W.

(138) Eagle Island and Garden Island, separating the entrances to Amber and Aniakchak Bays, are grass-covered,

table-topped formations, with sheer cliffs on all sides.

Eagle Island is nearly round and Garden Island is crescent-shaped. A large breaker is just SE of the line between Eagle and Garden Islands. From the N point of

Garden Island is a sand and gravel spit extending toward Cape Ayutka, which divides Amber and Aniakchak

Bays. S and W of the cape is an extensive foul area

marked by kelp. The passage between Garden Island

and Cape Ayutka should be avoided until it has been

surveyed. At the S end of Garden Island are two prominent pinnacles, the outermost is needle shaped. Good

anchorage for small craft can be obtained close under

the shore on the W side of Garden Island in 7 to 10 fathoms, sandy bottom. Shoaling to 71⁄2 fathoms exists 4

miles SE of Garden Island in about 56°42.2'N.,

157°12.4'W. Shoaling to 11⁄2 fathoms exists between

Garden Island and Cape Ayutka in about 56°44.9'N.,

157°24.0'W.

(139) Aniakchak Bay, wide and open, is entered between

Garden Island on the N and Kumlik Island on the S. Reconnaissance examination indicated moderate and regular depths to the steep sand and gravel beach at its

head. Along its N shore, for about 1.5 miles W of Cape

Ayutka, foul area marked by kelp, extends 200 to 800

yards offshore. Two rocks awash are SW of Cape Ayutka,

0.8 and 1.7 miles, respectively. In the NW corner of the

bay is a small island, 82 feet high, with vertical cliffs

along its E side. Immediately NW of this island, in the

restricted area between the island and the mouth of a

river, cannery tenders and barges moor to piling in favorable weather, but a SE swell piles up in this anchorage.

(140) Along the S side of the entrance to the bay (see

chart 16566) and about 1.2 miles NNW of Kumlik Island is a prominent flat-topped pinnacle rock, 85 feet

high. SE of this rock 0.4 mile is a breaker marked by

kelp, and about 400 yards off the N point of Kumlik Island are two small rocks, close together, 3 feet high. Between the breaker and the small rocks is a deep

channel. SW of the pinnacle rock about 0.4 mile, is another breaker, marked by kelp; and W of the pinnacle

about 0.4 mile is a 3-fathom spot marked by kelp. A

prominent headland, locally known as Elephant Head

Point, is 1.3 miles NW of the pinnacle. Rock ledges extend N and E about 400 yards from Elephant Head

Point. Leading to Aniakchak Bay from the S is a channel between Kumlik Island on the E and Cape Kumlik

on the W, thence between the prominent pinnacle rock

on the E and Elephant Head Point on the W. This channel is used by cannery tenders operating out of

Chignik, but is not recommended for general use without local knowledge.

(141) About 1.2 miles NW of Elephant Head Point is a

low, rock-cliff point with a rock awash at high water

about 300 yards to NE. In the slight bight just W of Elephant Head Point temporary anchorage can be obtained in 8 fathoms.

(142) Vessels can select anchorage in 12 to 20 fathoms in

the SW, W, or NW parts of the bay about 0.6 to 1.5 miles

from the sand and gravel beach. The bay is protected

from the SW through W to N. E and SE swells pile up

heavily in this bay.

(143) Sutwik Island, about 7 miles off the Alaska Peninsula and about 90 miles SW from Kodiak Island, is 12

miles long and 4 miles wide. The S side of the island,

low and marshy in places, is very foul for 1 mile from

the beach. The N side has steep shores and is foul along

an 8-mile stretch of shore W from Foggy Cape. This

stretch should be given a berth of not less than 1 mile

in passing. The bottom is generally foul along this

stretch.

(144) There are several deep-water channels between the

NW side of Sutwik Island and Cape Kumlik. Vessels can

navigate parallel to the W side of Sutwik Island about 1

mile offshore in a NE or SW direction. Reported currents up to 3 knots flow along the axis of this channel

and can create dangerous wave conditions when the

wind is opposing the current. A wider channel is found

about 4 miles off the W side of Sutwik Island, but care

should be taken to avoid the dangerous rocks about 4.5

miles NW of the NW tip of Sutwik Island.

(145) An excellent anchorage for small and medium-sized vessels, protected from SW to SSE weather,

exists in the small bay 0.5 mile E of the NW tip of

Sutwik Island, about 9 miles W of Foggy Cape.

(146) Three small-vessel anchorages exist along the W

shore of Sutwik Island that provide good protection

from NE to S weather. These are all in small coves centered in about 56°34.8'N., 157°15.7'W.; 56°34.5'N.,

157°16.4'W.; and 56°32.4'N., 157°19.7'W., respectively.

(147) Small to medium-sized vessels can find protection

from NW to NE weather on the S side of Sutwik Island

in about 56°32.8'N., 157°04.4'W., about 3.3 miles W of

Foggy Cape.

(148) Foggy Cape, the E end of Sutwik Island, is a prominent landmark for vessels passing along the coast. It

rises to 418 feet, and is first raised as a detached island

because of a low neck of land that separates it from the

rest of Sutwik Island. Preliminary data from surveys in

Alaska Peninsula ■ Chapter 6 ■ 301
1994 indicates a 3⁄4-fathom depth 1 mile SW of the Cape,

and 53⁄4 fathoms 11⁄2 miles SSE of the Cape. Mariners

are advised to give it a wide berth. Foggy Cape and the S

side of Sutwik Island are often covered with fog when

the N side is clear. Blankets of fog have been observed

when the entire outline of the island was indicated

without any part of it being actually visible.

(149) The current velocity is about 1.5 knots off Foggy

Cape.

Chart 16587, 16013

(150) The Semidi Islands are about 90 miles SW of Kodiak Island, and about 23 miles SE of Foggy Cape.

(151) Aghiyuk Island, the N of the group, is long and narrow and rises vertically from the shoreline in high

rocky cliffs, that are practically unscalable, especially

along the W side of the island. In the S center of the island is a grassy plateau, with a prominent rockpile, the

highest point on the island, rising to over 1,000 feet.

(152) On the E side of the island is a fair-sized bight, with

a sandy beach that is clear except near its N end, where

kelp-marked rocks extend offshore. E of the bight,

about 1 mile offshore, is small sheer-sided Aghik Island, 528 feet high. Scattered ledges and rocks extend

about 700 yards off the SE point of Aghik Island.

(153) Anchorage can be had 400 to 600 yards off the bight

in 6 to 9 fathoms, sand bottom. It can be safely approached from the NE, passing Aghik Island about 600

yards off; or from the SE on a midchannel course between Aghik Island and Aghiyuk Island.

(154) A small group of rocks is 600 yards W of the SW

point of Aghiyuk Island. The highest has an elevation of

20 feet.

(155) Chowiet Island, the S large island, is triangular in

shape, and has sheer cliffs alongshore, especially on its

W side. It reaches a height of 810 feet near its W side,

slightly N of its center. The island has alder- and

grass-covered ridges with many bedrock outcrops and

cairn-shaped rockpiles. Some of the latter are very

large, and in various odd forms.

(156) At the S end of Chowiet Island is a small bay formed

by a chain of low rocks and two steep-sided islets extending SE; Aliksemit Island is the largest. The S shore

of Chowiet Island is a Steller sea lion rookery site.

There is a 3 mile vessel exclusionary buffer zone

around this rookery which encompasses most of the island and islets off shore. (See 50 CFR 223.202, chapter 2, for limits and regulations.) In emergency

situations anchorage, with about 200 yards swinging

radius, can be had in the N center of the bay in 20 fathoms, sand bottom. This bay is protected from SW

through W to NW.

(157) A double bay is on the NW side of Chowiet Island

which also offers emergency anchorage in the center of

the E arm in 15 fathoms, sand bottom. This anchorage

most favorable for winds from the NE and around

through E to SE, but a SW swell creates considerable

surge. Additional and emergency anchorage can be had

in the center of the W arm in 22 fathoms, sand bottom,

and provides about 250 yards swinging radius and is favorable for winds out of the E and around through S to

SW. This anchorage is less subject to surge with a SW

swell than in the E arm.

(158) Kateekuk Island, 0.6 mile NW of Chowiet Island, is

0.8 mile long, 0.4 mile wide, and 509 feet high. Between

this island and Chowiet Island to the S, and Aghiyuk Island to the N, are strong tidal currents, that cause very

bad tide rips.

(159) Anowik Island, 591 feet high, and Kiliktagit Island,

404 feet high, are about 1.2 miles NE of the N end of

Chowiet Island. Between these islands and Chowiet Island are strong currents that cause moderate tide rips;

a heavy SE swell piles up excessively.

(160) Suklik Island, 345 feet high, is about 0.9 mile S of

Kiliktagik Island and about 1.2 miles E of Chowiet Island. A low flat rock is about 150 yards off the NW end of

the island, and numerous sheer pinnacles extend S

about 0.5 mile.

(161) South Island, 2 miles SW of Chowiet Island, is a

huge bare rock, 260 feet high, with vertical sides. Several high, sheer rock pinnacles are just W of it. The

breaker charted about 5.5 miles WSW of Chowiet Island is reported to be much closer to the island.

(162) Strong tidal currents and bad tide rips are found

among the Semidi Islands, especially in the channels,

between Aghiyuk and Kateekuk; and between the latter

island and Chowiet.

(163) Lighthouse Rocks (55°47'N., 157°25'W.) are spread

over an area 0.2 mile in diameter that is 27 miles SW of

Chowiet Island and 57 miles W of Chirikof Island; the

largest rock is 500 feet long and 90 feet high. Deep water surrounds these barren rocks and they can be safely

approached to within 0.5 mile; there are large sea lion

rookeries on the rocks. A S set is generally experienced

between Lighthouse Rocks and Chirikof Island.

Chart 16566

(164) Cape Kumlik (56°38.0'N., 157°27.0'W.), the promontory on the Alaska Peninsula nearest to Sutwik Island, is foul with ledges and reefs along its S shore.

Near the E end of the S shore and extending 0.5 to 1

mile S is a group of rocks and islets. The S islet, narrow

and about 400 yards long, is 81 feet high; it is a valuable

landmark for the approach to the channel between

302 ■ Chapter 6 ■ Volume 9
Cape Kumlik and Kumlik Island. From the SW point of

Cape Kumlik, ledges and reefs, that break in a heavy

swell, extend 2.8 miles SW and obstruct the NE side of

the entrance to Kujulik Bay.

(165) Kumlik Island, 0.8 mile off the E end of Cape

Kumlik, is 1,053 feet high. The shores are steep and

rocky; reefs border its N, E, and S sides. About 3 miles E

of the island (see chart 16013) is a lone high water rock.

Midway between Kumlik and Sutwik Islands is a rock

that bares at half tide, and about 1 mile to the E, are

three rocks that bare 3 feet at high water. From the SE

end of Kumlik Island on a bearing of 204°, and at distances of 2 and 3 miles, respectively, are a rock awash at

low water and a rock 50 feet high. The latter is particularly valuable as a landmark for the passage E of

Kumlik Island.

(166) Kujulik Bay, entered about 14 miles W of Sutwik

Island, is a large open bay that affords good shelter in

NW winds. Reefs and rocks fringe the shores of the bay

and the entrance is flanked by reefs on each side. The W

arm of the bay is shoal for 8 miles from the head. A dangerous 23⁄4-fathom shoal is near the middle of the bay in

56°36'11.3"N., 157°46'24.7"W. Shoals, rocks, and broken ground are scattered throughout the bay; caution

is advised. The best protection from NW winds is in the

N part of the bay.

(167) Unavikshak Island, off the entrance to Kujulik Bay,

rises to 465 feet near its N side, and is used as a fox

ranch. Numerous rocks and reefs fringe the shores.

Two rocks, 25 feet high, are 1.5 miles S of the island.

The W rock is conspicuously flat-topped. A smaller island, 153 feet high, is off the NE point of the island. Anchorage can be had on the NW side of the island in 15

fathoms, hard rocky bottom.

(168) Cape Kumliun, S of Kujulik Bay, is a broad bold

headland rising to a 1,671-foot peak near the SE part of

the cape. This peak is the most conspicuous object in

the vicinity, but is often covered by clouds. The cape is

foul with reefs and rocks extending 1 mile offshore at

its E point. Some of these dangers do not break even at

low water and may not be marked by kelp.

(169) Chignik Bay, about 50 miles W of the Semidi Islands, can be entered from either N or S of Nakchamik

Island. The S part of the bay is irregular but deep. Important salmon fisheries are in Chignik Bay.

(170) Nakchamik Island is an irregular-shaped island in

midentrance to Chignik Bay. The conical peak, 1,450

feet high, in the S central part of the island is a distinctive landmark and prominent from all directions except

through an arc of about 90° around the S part of the island, where other mountains obscure it.

(171) The bight on the E side can be used as an anchorage. Enter the middle of the bight and anchor in 12

fathoms, sand bottom. The N end of the island is

steep-to, however, anchorage can be had off the NW

shore of the island, in 6 to 20 fathoms, providing protection from S to E winds and S ocean swells. The W

point is fringed with reefs extending about 300 yards

offshore. There are no off-lying dangers.

(172) Kak Island, 1.3 miles S of Nakchamik Island, is 400

feet high, bold, and generally reddish or grayish in

color, with grassy patches on the gentler slopes. The S

bluffs are of marked columnar structure. The island

has deep water on all sides and can be approached close

to. Ledges on the S and E shores of the island are used

as haulouts by Steller sea lions. Mariners should use

caution while navigating near Kak Island.

(173) Atkulik Island, 3 miles SE of Nakchamik Island, is

about 0.8 mile long and 0.6 mile wide, and 725 feet high

with precipitous shores on its S side. It has no anchorages. Two detached rocks, one about 25 feet high and

the other about 35 feet high, are at the NE and SE ends,

respectively, of Atkulik Island. A small rock awash is

close off the W side, and a shoal rising to 7.5 fathoms

(13.7 meters) lies 0.3 miles W of the W point of the island.

(174) Castle Cape, on the S side of the entrance to

Chignik Bay, is narrow and precipitous; stratification is

a conspicuous feature of many shades of light-colored

rocks varied by bands of black. The cape has been worn

into many curious castellated pinnacles and buttresses,

hence its name.

(175) A pair of towering eminences near the end of Castle

Cape reach 1,200 feet and form a most distinctive feature. Between the towers are needle peaks of lesser elevation.

(176) Castle Bay is deep, with mud or clay bottom, and

presents no known outlying dangers. Small boats can

anchor along the S shore of the bay about 4 miles W

from Castle Cape, where the bottom and shore slope

gradually to a sand and gravel beach. The remaining

shore rises almost vertically from the water. Grass and

some scattering alders are the only vegetation.

(177) Anchorage Bay is W of the fourth ridge from Castle

Bay, the ridges forming a succession of headlands on

the S shore of Chignik Bay. This ridge terminates in

vertical bluffs about 200 feet high, and rises to a

rounded hill, 1,050 feet high, that is covered with grass

and alders. The ridge W of Anchorage Bay is irregular in

form, with bluffs at the water. Off the W point are Eagle

Rock, a large grass-covered rock, 100 feet high, connected with the shore at low water, and a lower rock, 30

feet high, 100 yards farther out. A shingle spit extends

SW from the E shore.

(178) Chignik Spit Light (56°18'35"N., 158°23'01"W.), 35

feet (10.7 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark

on the end of the spit.

Alaska Peninsula ■ Chapter 6 ■ 303
(179) Anchorage Bay can be easily recognized by the

lights of the settlement. In entering, give the spit a fair

berth. In thick weather care should be taken to avoid

entering Mud Bay by mistake. By following the S shore

of Chignik Bay little difficulty should be experienced.

(180) Anchorage is good throughout most of Anchorage

Bay, but dragging can be expected during the heavy

winds and williwaws prevalent here. If the anchor is on

the bottom long some difficulty may be experienced in

weighing. Care should be used in anchoring at high

tide, for the flats make out for a distance and drop off

sharply. An anchorage for small craft is on the E side of

the bay near the sandspit, with soft mud bottom. Larger

vessels may find good anchorage just outside the bay,

about 2 miles NE of Eagle Rock in about 56°21'30"N.

158°21'45"W.

(181) Chignik is a fishing settlement at the head of Anchorage Bay. In 2002, NorQuest Seafood Company had

a two-fingered pier in the SW portion of the bay. The

pier has a 200-foot face with depths of 33 feet reported

to be alongside. The opening in the center of the pier

has a 35-ton travel lift. Trident Seafood Company maintains another pier in the SE portion of the bay which

has a 160-foot face and depths of 33 feet reported to be

alongside. There is a sewer outfall which extends 210

feet beyond the end of this pier and mariners are advised not to drop anchor in the vicinity of the pier. Both

piers have dolphins approximately 50 feet from the

ends, along the face, to support larger vessels.

(182) Radiotelephone and radiotelegraph communications are maintained.

Pilotage, Chignik

(183) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(184) The Alaska Peninsula is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3,

for the pilot pickup stations and other details.)

(185) Mud Bay, shallow and of no commercial importance, is filled with eel grass that interferes with the operation of launches. The only anchorage is in the

entrance.

(186) Negro Head, between Mud Bay and Chignik Lagoon, is a high, round-topped vertical bluff.

(187) Chignik Lagoon, at the SW end of Chignik Bay, is

shallow but a channel with depths of 7 to 42 feet follows

off the E shore to an inactive cannery at Chignik Lagoon, 2.3 miles above the entrance sandspit.

(188) The best anchorage is off the E shore near the small

boat mooring dolphins, which go dry at almost all

stages of the tide. The majority of local fisherman anchor just off the edges of the main channels, or on the E

shore mudflats and let their vessels go high and dry.

Beyond the dolphins which are dry at low water, the lagoon shoals and only launches use the channels to the

head. Chignik Lagoon has an important run of red

salmon. Vessels of 10-foot draft should not enter the lagoon. Vessels of 6-foot draft should navigate with extreme caution. Eel grass is thick on all mudflats and

along the entire shoreline. The mudflat NE of Chignik

Island is strewn with many rocks which bare at low water. Local knowledge is highly recommended when

navigating any part of the lagoon. A frequently used

portage connects Chignik Lagoon to the head of

Kaiukta Bay.

(189) A reef, 3 miles 040° from Negro Head, is covered

41⁄2 fathoms and breaks in heavy weather. This is the

only outlying danger in Chignik Bay found during the

survey of 1924.

(190) Anguvik Island, about 8 miles NNE of Anchorage

Bay, is bordered by a reef extending about 1 mile to the

E and 0.3 mile to the W, that breaks at all stages of the

tide. The island is flat topped, 50 feet high, covered with

grass, and has precipitous sides. The coast NE of the island is foul for about 0.6 mile offshore, and should be

avoided.

(191) Hook Bay, W of Cape Kumliun, is deep, except near

the head where the slope of the beach is very gradual,

with the 10-fathom curve 0.3 mile off the high water

mark. The area behind the spit is shoal. Fair anchorage

may be obtained for small craft just W of the outer end

of the spit in 3 fathoms. Large vessels can find no protection from SE weather. If anchoring near the head of

the bay, avoid dragging onto the shoals that rise

abruptly.

(192) Weasel Mountain, 2,410 feet high, is 1 mile S of

Hook Bay and is the most prominent mountain in this

vicinity.

(193) A group of bare rocks is about 1 mile S of the S

coast of Cape Kumliun; the highest is 39 feet. They are

connected by reefs, but otherwise are apparently

steep-to. The rocks are grass covered and there is but

little kelp bordering them. Between the rocks and the

cape to the N is a clear passage but it is of no importance and is rarely used.

(194) Katmai Reef, 3.3 miles 009° from the N point of

Nakchamik Island, is narrow and about 600 yards long

in a NE-SW direction. A small rock on the reef bares at

extreme low tide. There are usually breakers, even with

a smooth sea, but the breaks may occur at long intervals. A light growth of kelp is on the reef. There is deep

water between this reef and the detached rocks about 3

miles to the NE, in the direction of Unavikshak Island,

but the passage is not recommended.

(195) To enter Chignik Bay from the N, stay at least 8

miles SE of Foggy Cape (see chart 16013) to avoid the

304 ■ Chapter 6 ■ Volume 9
position of the reported rock S of the cape, then change

course to pass 1 mile N of Nakchamik Island and enter

Anchorage Bay in midchannel. From the S, stay 1 mile

outside Castle Cape and the shore to Anchorage Bay.

Chart 16013

(196) The Alaska Peninsula coast from Castle Cape to

Mitrofania Bay is characterized by steep rock-cliff

shoreline, high jagged ridges, sharp peaks, steep slopes

of bare rock, alder brush or grass, and numerous

rockslides. It has many waterfalls, striking cliffs of contrasting colors, and intermittent stretches of boulder

and shale beach, the latter resulting from broken cliffs

and large rockslides. Close alongshore are numerous

pinnacle rocks, most frequently off capes and points.

(197) The water is generally very deep in all of the bays

and arms throughout this area. No known dangers are

more than 500 yards offshore.

(198) Not all of this area has been surveyed, particularly

in the bays and coves. Most of the Coast Pilot notes

are from preliminary information obtained by a survey

party working on control in 1945.

Charts 16561, 16566

(199) Chankliut Island, as it opens out from Castle Cape,

appears as three separate islands tangent to each other.

The parts are connected by low necks of land; the E and

central ones appear generally flat while the W part is

conical. The slopes are grassy. Six pinnacle rocks are off

the W point of the island and a small rock 10 feet high is

250 yards off this point.

(200) In the E cove on the N side of the island, small craft

can find anchorage by steering 180° toward the lowest

part of the neck of land and anchoring in 51⁄2 to 10 fathoms, sandy bottom. Surge from current and swell is felt

in this anchorage.

(201) The channel between Chankliut Island and the

mainland has been surveyed and found free from dangers except for a rock covered 9.9 fathoms in about

56°10'58"N., 158°10'08"W and about 2.3 miles NNW of

the W end of Chankliut Island. The channel is subject

to moderate tidal current rips, especially in NE

weather.

(202) Nikolai Cove and a small unnamed cove, on the

mainland 1.5 and 6 miles, respectively, SW of Castle

Cape, afford temporary restricted anchorages for small

craft with winds from SW through W to N, but are subject to strong williwaws and are exposed to any swell.

Necessity Cove, farther W, is considered a better anchorage.

(203) Necessity Cove, 9 miles SW of Castle Cape, is reported to be a safer anchorage in NW weather than

Warner Bay or Ross Cove, but is exposed to swell. The

conspicuous cape on the S side of Necessity Cove has a

rock-cliff shoreline and high rugged peaks. Approaching from E a prominent light-colored rock cliff is visible along the E shore of the cape. An islet is about 800

yards off the E shore of the cape and about 1 mile S of

the entrance to the cove in 56°08'02"N., 158°19'42"W.

Small vessels anchor in Necessity Cove close to shore

in 7 fathoms; although subject to strong williwaws the

cove affords good anchorage with winds from SW

through W to N.

Charts 16561, 16566, 16013

(204) Warner Bay, 11 miles SW of Castle Cape, extends N

for 4 miles; it is too deep for anchorage except behind

the narrow shingle spit on its W shore, 2.5 miles above

the entrance. The entrance to the bay is between a

small, grass-topped, pinnacle-tipped islet, just off the

W side of the cape separating it from Necessity Cove,

and a broken rocky point on the W side, that separates

the entrances to Warner Bay and Ross Cove. Anchorage

can be had in the center of the small cove behind the

sandspit in 20 to 22 fathoms. It is protected from sea

and swell, but the space is too restricted and the water

too deep for safe anchorage during violent williwaws

which occur with a strong NW wind. The anchorage in

Warner Bay can be reached by steering midchannel

courses.

(205) A shoal area extends about 0.7 mile SSE from the

point that separates Warner Bay and Ross Cove to approximately 55°07'00"N., 158°24'04"W.

(206) Ross Cove is a small, deep, triangular-shaped bay

on the W side and at the head of the short arm just W of

the entrance to Warner Bay. The entrance to the cove,

between the N end of a narrow shingle spit and the N

shore of the short arm, is only 150 yards wide and cannot be identified until nearly at the head of the short

arm. A bar at the entrance has a least known depth of 11

fathoms. The cove, which can only be used by small

craft, is 21 fathoms deep at its center. Anchorage in 16

to 20 fathoms can be had close under the shore. From

the head of the cove a long deep valley extends toward

3,697-foot-high Virgin Peak. The depth of water, restricted area, and violent williwaws make it a dangerous place during NW weather, but during SE or SW

winds it is very quiet. The short arm leading to the cove

and entrance into the cove may be traversed by steering

midchannel courses.

Alaska Peninsula ■ Chapter 6 ■ 305
Charts 16561, 16013

(207) Devils Bay, 15 miles SSW of Castle Cape, has a wide

deep entrance about midway between Warner Bay and

Seal Cape. The N side of the entrance is marked by a

high, detached pinnacle rock, close to the point of a

narrow peninsula that has precipitous rocky cliffs and

high rugged peaks. About 1.5 miles inside the entrance,

the bay divides into two main parts, one extends NW 2

miles, with three small arms at its head, the other, in

the form of a hook, extends SW 1.5 miles, then SE for

about 1 mile.

(208) The main portion and center arm of the N part of

the bay are too deep for anchoring. The NE and W arms

of the N part of the bay may be suitable for anchoring.

In the hook-shaped S part of the bay is a small bight at

the head of the first arm, that trends S. Anchorage, with

restricted swinging room, can be had 400 to 600 yards

from the head of the small bight in 16 to 19 fathoms,

mud bottom.

(209) During periods of SW and NW weather, no

williwaws were experienced in this anchorage, and during fresh NE weather only moderate williwaws were encountered. No sea or swell entered the anchorage

during this storm, although the seas and swell were

heavy outside. The anchorage was not tried during SE

weather.

(210) The SE arm of the hook-shaped S part of the bay

was found too deep for anchorage. At the head of this

arm are large sections of flat shale spits, formed by

rockslides from sheer cliffs that rise from the shoreline

to a high rock-faced ridge with many towering pinnacle

tips. The pinnacle tips and the sheer wall of this ridge

present a very striking formation upon entering this

arm of the bay.

(211) Seal Cape (56°00.0'N., 158°25.0'W.) and Cape Ikti

are twin headlands on the Alaska Peninsula, 2.5 miles

apart, each having high rugged peaks, jagged ridges,

and sheer rock cliff shorelines. Seal Cape, 13 miles SW

of Chankliut Island, is the most off-lying tangent as

seen from the channel between Chankliut Island and

Castle Cape. From the same direction the summit of a

2,074-foot-high narrow ridge, about 0.6 mile inside the

tangent of the cape, appears as a very sharp peak. A

breaker is 0.2 mile off the S end of Seal Cape.

(212) Cape Ikti, W of Seal Cape, marks the E side of the

entrance to Kuiukta Bay. Numerous knife-edged pinnacles are very close alongshore near the end of Cape

Ikti. A prominent high peak, 2,281 feet, is about 2 miles

from the point of the cape.

(213) Seal Bay, between Seal Cape and Cape Ikti, extends

N for 3 miles. The open bay is generally deep and

marked by extensive kelp in its NE portion. Anchoring

depths for small craft can be found close under the

shore in the NW part of the bay, however, it is wide open

to all swell and sea and not recommended.

(214) Kuiukta Bay extends 14 miles inland and has 11

arms or bays of various sizes and shapes, 6 on the E side

and 5 on the W side. Its shores, especially for the first 9

miles, are extremely precipitous, and have striking

bare cliffs of great height, in contrasting shades of gray,

red, brown, and black. The rocks appear to be well

metamorphosed. A prominent band of black rock, resembling a lava flow, is on the E shore 4.8 miles NW

from Cape Ikti, or just N from the prominent point

marking the N side of the entrance to the first arm on

the E side of the bay. A very prominent triangular-shaped high vertical cliff, dark brown in color, with

irregular streaks of light color rock across its face, is directly ahead about 6.5 miles upon entering the bay

from the SE.

(215) Kuiukta Bay entrance, 5 miles wide, is between

Cape Ikti on the E and the sharp E point of an unnamed

double headland on the W. This double headland marks

the N side of the entrance to Mitrofania Bay. From

midchannel at the entrance, Kuiukta Bay trends NNW

for 4.5 miles where it narrows to a width of 2 miles,

thence NW for another 4.5 miles at an average width of

2 miles, and thence NE at an average width of 1 mile,

interspersed by a few small islets, for about 5 miles to

the head of the bay, where arms spread out to the E and

W. The bay is a natural funnel for winds and is known as

being one of the windiest bays in Alaska. The water off

the entrance and in the lower part of the bay is subject

to tide rips, especially during NW weather.

(216) The water is generally deep close to shore throughout Kuiukta Bay and with few known exceptions in the

arms leading from it.

(217) The entrance to Sweater Bay, the first arm on the E

side of Kuiukta Bay, 4 miles NW from Cape Ikti, is 1

mile wide between a rounding, undercut, dark rock cliff

point on the SE and a prominent gray cliff point with

two large off-lying gray pinnacles on the NW. About 1

mile inside the entrance, the deep channel is constricted to a width of 600 to 700 yards between the N

shore and the end of a steep-to boulder-gravel spit that

extends from the S shore. The average width of the bay

inside the spit is 0.5 mile; and the general depths are 35

to 45 fathoms, with deep water close alongshore, which

is fringed by a very narrow strip of boulder gravel or

shale. The bay is landlocked and no sea or swell enters

it. Anchorage for a small vessel, with restricted swinging room, may be had within 400 yards of the head of

the bay in 16 to 20 fathoms, muddy bottom. This anchorage was found to be very quiet when fresh NW

winds prevailed outside in Kuiukta Bay. During the

storm with fresh NE winds, moderate williwaws were

experienced, but the survey vessel did not drag anchor.

306 ■ Chapter 6 ■ Volume 9
An all-season stream from a low waterfall is on the S

shore inside the boulder-gravel spit.

(218) The second arm on the E side of Kuiukta Bay, about

6 miles from Cape Ikti, is a small narrow finger that extends 1.5 miles E between extremely high steep slopes.

It is too narrow and the water too deep, 30 to 40 fathoms, for any suitable anchorage. A number of waterfalls enter this bay.

(219) The third arm on the E side of Kuiukta Bay, about 9

miles from Cape Ikti, has not been investigated. It is

very narrow and extends SE about 1.3 miles. On the N

side of the entrance to this arm is a small bight just SE

of a small grass-topped islet. A restricted anchorage in

15 fathoms, sticky bottom, may be had for small craft at

the entrance to this bight, about abeam of the SW end

of the small islet.

(220) The fourth arm on the E side of Kuiukta Bay, about

1.7 miles from the head of the bay, extends SE about 1.5

miles. The N side of the entrance to this arm is marked

by a grass-topped U-shaped island, with steep, rock-cliff

shoreline. There is good moorage near the entrance to

this arm SSE of the island in depths of 15 to 35 fathoms

with good protection from the wind.

(221) The fifth arm on the E side of Kuiukta Bay, about

0.7 mile from the head of the bay, extends E about 0.9

mile between sheer rock cliffs. The bay has a silt and

clay bottom and is open to west winds.

(222) The sixth arm on the E side and at the head of

Kuiukta Bay, extends E for about 2.3 miles. A small islet

is about 1.4 miles E from the S entrance point. The arm

is 30 to 40 fathoms deep then shoals to 14 fathoms with a

silt bottom approximately 600 yards E of the small islet.

(223) Herring Lagoon, the first arm on the W side of

Kuiukta Bay, indents the cape opposite the abandoned

Indian village of Mitrofania. It is separated from the

small lagoon on which the village was by a narrow

boulder-gravel spit. The arm, 1.8 miles long, extends W

between sheer rock cliffs to its head at the steep-to

boulder-gravel beach. Anchorage on the centerline of

the arm about 0.6 mile from its head may be had in 14

fathoms, sandy bottom, but any swell piles up in this

bay, as evidenced by large amounts of driftwood high

up the boulder-gravel beach, and in NW weather

williwaws are very strong. Anchorage here is not recommended except in favorable weather.

(224) Fishhook Bay, the second arm on the W side of

Kuiukta Bay, about 4.5 miles N of the point marking

the W entrance to Kuiukta Bay, extends SW about 1.5

miles, and is restricted at its deep entrance to a width of

400 yards by a hook-shaped boulder-gravel spit that extends from the SE shore of the arm. Within the hook itself the water is very shallow; and SW of the hook for a

short distance along the SE shore the water is shallow.

Otherwise the arm, including the narrow entrance, is

very deep. There is no anchorage in the bay, except for

very small craft on the shoal bank close to the SE shore,

just SW but not within the boulder-gravel hook.

(225) Foot Bay is the third arm on the W side and about 6

miles N of the W entrance to Kuiukta Bay. Foot Bay is

about 1 mile wide and extends W about 2 miles. It is

deep throughout, except close up in the NW corner

where the bottom rises abruptly from 25 to 2 fathoms

or less in the vicinity of the mouth of a fair-sized river

entering the bay. Anchorage is available in the NW corner of the bay, approximately 0.5 mile E of the western

shore and 0.6 mile SSW of the mouth of the fair-sized

river, in 25 to 35 fathoms. Anchorage is also available in

the SW corner of the bay, about 300 yards from the

shore, in 20 fathoms, muddy bottom. This anchorage is

off a small sand beach and a low valley that extends to

the NE arm of Mitrofania Bay. The anchorage is swept

by strong squalls in bad weather.

(226) Windy Bay is the fourth arm on the W side and is

about 8 miles N of the W entrance to Kuiukta Bay. The

S side of the entrance to Windy Bay is marked by a

sharp, dark-colored pinnacle close to a dark-colored,

high rock cliff point. From the entrance, about 1.3

miles wide, the bay trends NW for 1.5 miles, narrowing

to 0.6 mile in width, where there is a small shallow

bight extending 0.5 mile SW; and where the bay

changes direction at a right angle to the NE to enter the

N part of the bay, through a deep passage about 600

yards wide between low steep-to gravel spits on either

shore. After entering the N part of the bay it widens to

about 0.8 mile and trends in a N direction for about 1

mile, thence WNW, in a narrowing arm for about 2

miles. A 0.2-fathom shoal is about 1.6 miles from the

head of the bay in 56°09'00"N., 158°40'45"W. Anchorage, about 0.8 mile N of the gravel spit marking the W

side of the entrance to the N arm, can be had about on

the centerline of the bay in 15 to 20 fathoms, sticky bottom. Almost continuous fresh winds and williwaws, accompanied by fog and mist, were experienced here

during a 36-hour period of W and NW winds.

(227) The small bight on the S side of Windy Bay shoals

rapidly a short distance inside its entrance. A temporary

anchorage, with restricted swinging room, can be obtained at the entrance in 15 fathoms, muddy bottom.

(228) Portage Bay is the fifth and last arm on the W side

and at the head of Kuiukta Bay extends W by N 2.8 miles

from a small but high grass-covered islet to a low valley

at the bay’s head, where an easy portage leads to

Chignik Lagoon. Good anchorage, 0.5 to 1 mile W of

the small but high grass-topped islet marking the S

side of the entrance to the arm, can be had in 17 to 14

fathoms, muddy bottom. This anchorage is exposed in

NW weather to winds funneling through the low valley

from Chignik Lagoon.

Alaska Peninsula ■ Chapter 6 ■ 307
Routes

(229) Passage into Kuiukta Bay from its entrance to

Windy Bay may be made with safety by clearing either

shore 0.5 mile, and the arms leading off this part of the

bay may be entered safely on midchannel courses. The

narrower N part of the bay should be entered on about

midchannel courses between various islands and the

opposite shore as follows:

(230) From a point in about midchannel, about 1 mile

040° from the pinnacle point marking the S entrance

to Windy Bay, steer 040° with the pinnacle point

astern. On this course pass W of the low grass-covered

island just off the E shore opposite the N side of the entrance to Windy Bay. Thence about 2.6 miles farther

pass E of the next island which has a sugarloaf top and a

shoal area midway between the sugarloaf topped island

and the U-shaped island. The shoal area in

56°09'46.9"N., 158°32'52.6"W. has a least depth of 2.6

fathoms. Pending a detailed survey, caution should be

used when navigating this area.

(231) Directly after passing W of the U-shaped island,

round on the port hand and on midchannel courses are

two closely spaced islands, the N one of which is the

higher and is the last island at the head of Kuiukta Bay.

Pass E of 3.6 fathom sounding in 56°10'56"N.,

158°32'21"W. Portage Bay is on the W side at the head

of Kuiukta Bay. Anchor in the W arm about 0.5 mile to

1 mile W of the last island in 17 to 14 fathoms, mud bottom.

Charts 16561, 16011, 16013

(232) Mitrofania Bay, large and open, is bordered on the

S by Mitrofania Island, on the W by Long Beach, and on

the N by high, rugged capes of the mainland. The bay is

deep and free of dangers, except for the area SW of the

Brother Islands.

(233) The E side of the entrance to Mitrofania Bay is

marked by an unnamed double headland, which is connected to the mainland by a low narrow strip of gravel

beach just E of the abandoned Indian village of

Mitrofania. Close inshore off the S tangent of the E

headland is a towering brown pinnacle rock. Between

the double headlands is a small embayment with a

short section of steep-to gravel beach at its head, and

many huge pinnacle rocks in its NW part. The bay is exposed and not recommended for anchorage. At the E

entrance to the bay is a prominent gray pinnacle rock

about 200 yards off the shore.

(234) About 200 yards off the W point of the W headland

is a rock that uncovers about 3 feet. Between this point

and the S end of a high rugged cape 1.5 miles NW, is the

entrance to Fish Ranch Bay consiting of three small

arms. The E arm affords an anchorage, with restricted

swinging room, in its W part in 18 to 20 fathoms,

muddy bottom; but the inner part entered through a

very narrow passage, is a shallow lagoon. The site of the

abandoned village of Mitrofania is at the NW corner of

the lagoon. This site is not visible from the anchorage

in the outer portion of the arm.

(235) The NE arm of Fish Ranch Bay affords an anchorage, with restricted swinging room, in its SE part, just

inside of a low gravel point, in 15 to 20 fathoms, muddy

bottom.

(236) In the entrance to the NW arm, about 0.8 to 1.2

miles from the head of the arm, good anchorage, with

300 to 600 yards swinging radius in 15 to 20 fathoms,

can be obtained. The anchorage is good in all wind directions except for NW winds greater than 25 knots.

This anchorage was used by the survey vessel during a

period of stormy weather, when a heavy swell was

breaking high on the gravel beach at the head of Herring Lagoon, the small first arm leading off Kuiukta

Bay, opposite abandoned Mitrofania village, but effects

of the swell were barely noticeable in the anchorage.

(237) Ivan Bay, an arm leading off the NW corner of

Mitrofania Bay, is between rock-cliff shoreline and high

rugged peaks on either side, and has a steep-to sand

beach at its head, with a low, narrow river valley extending N. There are two small lakes, one on the E side

and the other on the W side of the valley, just inshore of

the low gravel beach. The water in Ivan Bay is deep and

there is no anchorage.

(238) Long Beach, about 3 miles of steep-to black sand,

forms the head or W shore of Mitrofania Bay. The sand

beach is flanked on the N end by a vertical cliff, 600 to

800 feet high, made conspicuous by many strata of different colored rocks, and on its S end by a precipitous

double headland, covered with a dense growth of alder

bushes, and terminating at the S end in a long narrow

point. An isolated rock is on Long Beach, about 300

yards back from the shoreline and near the base of the

higher and N mountain of the double headland. This

isolated rock, nearly rectangular in shape with vertical

sides, is 60 feet high, and its slightly rounded top is covered with grass, ferns and small bushes. Seen from a

distance it has the appearance of a huge native sod

house. Extending back from Long Beach to the foothills of Veniaminof Crater is a broad river valley, in

which are many ponds of fresh or brackish water. A

large river empties into Mitrofania Bay about through

the center of Long Beach. From a distance the double

headland at the S end of Long Beach appears as an island located well offshore from the mainland.

(239) Mitrofania Island, about 5 miles wide between its N

and S tangents, and about 6.5 miles wide between its E

and W tangents, is somewhat crescent shaped, has a

308 ■ Chapter 6 ■ Volume 9
cluster of four rippled gray ridges, with steep jagged

peaks of nearly the same height, and a rock cliff shoreline. The highest peak, a little E of the center of the island, appears fan shaped from the NE and is 2,011 feet

high. The island is reported to be visible in excess of 30

miles when approached from the SW from a point S of

Kuperanof Point (55°34.0'N., 159°35.5'W.). The shoreline of Mitrofania Island is characterized by steep cliffs

interspersed with cobble beaches which progress into

brush during the summer. A number of waterfalls are

present on the southern shore, in the northeast section

of Sosbee Bay, providing a freshwater source. Landslide

areas have been noted around the island and mariners

are urged to use caution when transiting near the

shore of Mitrofania Island. New rocks and shoal areas

may be deposited in short periods of time, creating unidentified dangers to navigation. Grottos and caves also

dot the coastline, especially on the southwest part of

the island.

(240) Sosbee Bay, large and open, is within the crescent

on the S side of Mitrofania Island. The bay has a considerable anchorage area in depths of 15 to 20 fathoms

along its NW shore, where cliffs of white and reddish

hues rise vertically to a ridge of numerous pinnacle

tops. In the SW part is a bight, formed by a sharp hook

of the island to the E, with anchoring depths of 10 to 20

fathoms, sandy bottom. This bight is well protected

from wind and sea from the SW through NW to N or

NE, but is affected by any heavy swell. A small arm, with

very restricted anchorage in 15 to 18 fathoms, sandy

bottom, extends E about 0.4 mile from the NE part of

Sosbee Bay. A cobble beach extends along the E part of

this small arm that may afford protection from winds

and swell for vessels less than one hundred feet in

length.

(241) In March 1975, the Coast Guard Cutter

CONFIDENCE anchored in` the NW part of the Sosbee

Bay. The ship entered from the S on a course of 000°

until midpoint between the SE and SW entrance points

(crescent points) of the bay, then changed course to

315° and headed directly for the cluster of four rippled

gray ridges on the island until within 1,600 yards of

them, and anchored in about 18 fathoms, sandy bottom

with good holding qualities, on the following additional ranges: snubbed peninsula on NE side of crescent (55°50.7'N., 158°47.2'W.), 2,400 yards; and

snubbed peninsula on the NW side of crescent

(55°49.8'N., 158°51.0'W.), 2,100 yards.

(242) The ship reported that the bottom contour during

the entire entering transit remained flat, about 35 fathoms, then shoaled when about 3,000 yards from the

cluster of four rippled ridges. The only danger noted

was a rock awash about 200 to 300 yards S of the SE

crescent tip. The ship experienced strong NW winds,

however, the anchorage provided excellent protection,

free of williwaws. Only slight winds, occasionally

gusting to 20 knots, were encountered from a funneling wind over the lower center part of the island. Negative currents were noted in the area. The report further

stated that the SE and SW corners of the crescent

proved to be good radar targets, and that perhaps this

bay provides the best protected anchorage in the area S

of the Alaska Peninsula from winds WSW through N to

ENE. The bay is easily accessible, however, because of

its wide entrance, protection is not afforded from winds

from the SW through the SE.

(243) Cushing Bay, a small bay on the N side of

Mitrofania Island, is open to the W and has excellent

anchorage in 15 to 20 fathoms, sandy bottom. A sandy

beach is at its head. The bay is well protected from

weather out of all directions excluding when W winds

increase to over 25 knots. Sea and swell from the SW

are reduced by the low sand and gravel spit that extends

off the point about 3 miles W of the bay. General current flow of 1 knot from the SW is steady at Cushing

Bay. A rock awash is about 0.8 mile N of the bay in

55°54'02"N., 158°50'40"W.

(244) The bight on the E side of Mitrofania Island, just N

of the southeastern most hook, also affords good anchorage in W to SW winds with depths of 25 to 30 fathoms, fine sand and mud, 0.4 mile from shore. A large

rock, 0.5 mile southeast of the southeastern point of

the island, is submerged at high water and poses a hazard to navigation.

(245) Spitz Island, 1,073 feet high and 1.2 miles S of the

SW tangent of Mitrofania Island, has sheer rock cliff

sides and is conspicuous from the E and W. The island

is reported to be a good radar target, and that it is less

prominent from the SW than from the NE because of

its blending with the background of larger Mitrofania

Island to the N. A line of rocks extends S for 0.7 mile

from the island. The most S rock is long, narrow, irregular, and about 43 feet high.

(246) Brother Islands, two in number and about 1 mile

apart, are on a NNW line in the W central part of

Mitrofania Bay and across the N part of the opening between Mitrofania Island and the double headland at the

S end of Long Beach.

(247) The E Brother Island, 1.5 miles N of the N point of

Mitrofania Island, is wedge-shaped with point to S, 0.3

mile on its longer E side and 0.2 mile on its N side. The

island, 395 feet high, presents a flat profile, and from its

summit drops sheer to the water’s edge along the E

side, where the high rock cliffs are undercut with caves

inhabited by thousands of birds. A large rock awash is

about 0.6 mile SSW from the S point of the island in

55°54'37.1"N., 158°49'51.4"W. The area bounded by

this rock, a shoal about 1 mile to the west of this rock,

Alaska Peninsula ■ Chapter 6 ■ 309
and the Brothers Islands contain numerous abrupt and

dangerous shoals, only some of which are marked by

thick kelp. A kelp-marked shoal area, 0.3 mile long, has

a least known depth of 4 fathoms and is 0.7 mile NW of

Cushing Bay headland. Between this shoal and the

nearest point of Mitrofania Island is a deepwater channel that passes 300 to 500 yards offshore on a course of

234°. When this channel is approached from the E, the

end of the low grass-covered gravel spit forming the

NW point of Mitrofania Island lies dead ahead. This

course is held until about 0.5 mile off the gravel spit,

thence change course to 270° and round the steep-to

spit about 300 to 500 yards off.

(248) The W Brother Island, about 1.5 miles E of the S

shore of Long Beach, is nearly round, 3.5 miles in diameter, with flat top and sheer cliff sides. A large rock,

22 feet high, and rock that uncovers 1 foot, are 0.4 mile

SSW and 0.6 mile S, respectively, from the center of the

island. Between the W Brother Island and the mainland

the water is deep and clear of any known dangers. Both

Brother Islands have about the same elevation.

Charts 16556, 16540

(249) The character of the shoreline between Mitrofania

Bay and Ivanof Bay differs from that to the E in that it

has several stretches of steep-to sand beaches, interrupted by low rocky headlands or high rocky capes.

Long Beach, described previously, is the first of several

beaches. The second stretch of sand beach, about 2.5

miles long, marks the head of a large open bay between

the sharp pointed headland at the S end of Long Beach

on the E and Coal Cape on the W. The low valley N of

this beach joins that extending inland from Long

Beach. Just inshore from about the center of this sand

beach are two detached mountains on the valley plain.

These two mountains appear as islands from a distance

offshore. The S one, known locally as Red Bluff Mountain, 1,041 feet high, has reddish jagged pinnacle tips

and is very prominent.

(250) Small craft can find temporary anchorage in 2 to 10

fathoms, sand bottom, about 1.1 miles SW of Red Bluff

Mountain. Water may be obtained from a stream that

empties into the NW part of the open bay.

(251) Coal Cape and Coal Point, about 10 miles apart, are

two separate and distinct features of the Alaska Peninsula. Coal Cape is about 4.5 miles NW of Mitrofania Island (see chart 16013), and Coal Point is about 2.5

miles N of Paul Island.

(252) Coal Cape (55°53.5'N., 159°00.0'W.) is a prominent

rock-cliff headland that rises to 1,818 feet and whose

skyline is extremely broken and serrated. About 2 miles

from its S tip the cape is about 2 miles wide and from its

rock-cliff shoreline, long, low, sand beaches extend to

the E and W. Fair-sized rivers break through the

beaches on either side and close to the base of Coal

Cape Mountain Range, The ridge that continues inland

from the cape is a spur from Veniaminof Volcano. This

spur is flanked both E and W by extensive river valleys

that extend inland from the long sand beaches.

(253) Perryville, an Indian village, about 5 miles NW of

Coal Cape, was established to provide for people who

were driven away from the vicinity of Mount Katmai

Volcano by the eruption of 1912. It consists of a number

of wooden houses, including a small store and school,

standing on the flat beach about 2.5 miles W of the foot

of Coal Cape Mountain Range. There is no wharf and

the water is too deep for anchoring off the steep-to

beach in front of the village. Temporary anchorage for

small craft can be found in 6 to 10 fathoms, 0.3 mile SE

of the W of two conspicuous rock ledges just E of the

village; a 51⁄2-fathom rock in 55°54'09"N., 159°07'13"W.,

and about 0.6 mile SE of the same ledge, is the controlling depth for the area, but there are depths of 12 to 15

fathoms between this shoal and the beach. Radiotelegraph service is maintained.

(254) Three Star Point, a low alder- and grass-topped

rocky headland about 1.5 miles SW of Perryville, separates two long curving stretches of sand beaches at a

point about midway between Coal Cape and Coal Point

Ranges. A prominent line of pinnacle rocks extends E

about 400 yards from Three Star Point and a prominent

pinnacle rock is about 200 yards S of the point. A series

of low hills extending inland from Three Star Point divides the broad valley between the spurs leading to Coal

Cape and Coal Point.

(255) Chiachi Island, the largest of the Chiachi Islands,

lies with its most N point about 1 mile SE of Three Star

Point and its S tangent about on line with the S tangents of Coal Cape, 5 miles to the NE, and Paul Island, 7

miles to the SW. The island is about 3 miles in extent

from its sharp N point to its rounding S side and about

the same distance from its most E point to its sharp W

point. It has several rugged peaks of about the same elevation. A somewhat prominent one in the SW part of

the island is 1,450 feet high. Pinusuk Island, Shapka Island, and Petrel Island also comprise Chiachi Islands.

(256) Chiachi Bay, in the E end of Chiachi Island, is

about 0.6 mile in both width and depth. Anchorage is

available for small vessels in 10 to 17 fathoms, mud bottom, protected from winds out of the SW through W to

N, but any moderate swell, even from the SW, surges

into the bay.

(257) Pinusuk Island, 0.9 mile long E to W, is 700 yards

off the point on the N side of the entrance to Chiachi

Bay; a high wedge-shaped ridge, rising to about 800

feet, has its point to the E and makes the island easy to

310 ■ Chapter 6 ■ Volume 9
identify from that direction. A towering pinnacle rock,

79 feet high, is 400 yards off the E end of Pinusuk Island. A rock island, 0.6 mile long and about 800 feet

high, has its W end 350 yards off the point on the S side

of the entrance to Chiachi Bay.

(258) Two more islands are off the NE shore of Chiachi Island. The N one, Shapka Island, is a sugarloaf 622 feet

high, about 0.8 mile NE of the N point of Chiachi Island; the other, Petrel Island, is a small flat rock mass,

about 400 yards off the midpoint of the NE shore of

Chiachi Island.

(259) Coal Point, 5 miles SW of Three Star Point, is broad

and irregular, has rock cliffs along the shores and a

high sharp ridge that extends inland; two needle-shaped rocks are on the cliff slope on the SW point.

A reef, marked by kelp at its outer end, extends 0.4 mile

from the SE point. A rock, covered 13⁄4 fathoms, is 0.25

mile SSE of the southernmost tip of the point, and a

rock, covered 1⁄2 fathom, is 1.1 miles E by N of the same

tip.

(260) Humpback Bay, W of Coal Point and between Egg

Island and the mainland, has a relatively flat bottom

and depths of about 21 fathoms in its central part. Anchorage can be had in 7 to 10 fathoms, sand bottom, in

the NE part of the bay, about 0.5 mile NW of a lone

grass-topped pinnacle rock 22 feet high, and about 0.5

mile offshore from the sand beach marking this part of

the bay. Caution is advised, however, as swells pile up in

the bay through the entrance between Egg Island and

Coal Point. For about 1 mile along the NW side of the

bay the shore is rocky, with several detached rocks

close alongshore. In the W part of the bay about 1.5

miles NW of Egg Island, is a short stretch of sand beach,

from which a portage leads to Ivanof Bay.

(261) Egg Island, about 1 mile long and 0.5 mile wide,

has vertical cliffs on its E side and steep grass-covered

slopes on its W side. In the E central part of the island

are several round-top summits of about equal height

that rise to 500 feet.

(262) A low sandspit extends well offshore from about

midway along the W shore of Egg Island, and a rock, 5

feet high, is about 125 yards off the N end. From the

reef at the S end of the island a narrow underwater

ridge of sand and gravel extends to the N shore of Paul

Island; on a course of 233°, with the tangent of Alexander Point ahead, the least depth is 53⁄4 fathoms over the

ridge, which drops off abruptly both to the NE and SW.

(263) A deepwater passage can be made through Humpback Bay by steering midchannel courses around Egg

Island, taking care to avoid the 33⁄4-fathom shoal NW of

the island, thence midchannel between Paul Island and

the pinnacle off the jutting point on the E side of Alexander Point.

(264) Alexander Point, opposite the W point of Paul Island, is sheer and rocky and marks the end of the high

cape bordering the E side of Ivanof Bay. The first definite peak on the cape, about 1 mile N of Alexander

Point, is 1,572 feet high. On the E side of the cape,

about 1 mile N of Alexander Point, is a jutting rocky

point that is heavily covered with grass and alder, and

just off the end of this jutting point is a large pinnacle.

(265) Paul Island, somewhat hook shaped and for its entire length, has high sharp ridges and peaks that reach

an elevation of 1,558 feet in its N part. For a short distance along the NW side of the island is a low grass-covered sandspit, and inside of the hook of the island,

which forms the N shore of Kupreanof Harbor, the

beach is low sand and gravel. In this region is a small

saltwater pond at the foot of the steep grass- and alder-covered slopes.

(266) In 55°46.9'N., along the E side of Paul Island, is a

semicircular 0.3-mile-wide cove that is danger free except for the rocky point and reef that form the SE side.

Small boats can anchor in 3 to 5 fathoms, sand bottom,

200 to 400 yards off the sand beach. Water can be obtained from any of the several streams in the vicinity.

Along practically all the rest of the Paul Island shores

are sheer rock cliffs.

(267) Jacob Island, shaped like a leg of mutton with its

point to the S, is about 4 miles long. The highest point,

about 1 mile from its N end, is 1,647 feet high. From

the highest point a sharp ridge, that drops almost vertically to the E shore, extends S to Noon Point, meeting

the sea in a narrow overhanging precipice. N of the

highest point alder-covered slopes broaden out to form

the S side of Kupreanof Harbor. The coast of Jacob Island is foul with kelp and numerous rocks.

(268) Kupreanof Harbor, enclosed by Paul and Jacob Islands, is circular in shape, 1.1 miles across, and free

from dangers. It is sheltered from all directions and is

the most accessible safe harbor in a wide region.

Williwaws have been experienced here with NE and E

gales, but the muddy bottom provides good holding

ground.

(269) The W entrance to Kupreanof Harbor is 0.7 mile

wide and danger free. To enter, steer 090° through the

middle and change course to 058° when the point on

the N side is abeam; when the S entrance is about to

open, anchor in the N central part of the harbor in 10 to

11 fathoms, mud bottom, with the tangents of the point

at the S entrance in range and bearing 151°.

(270) The curving S entrance is 0.5 mile wide and has a

channel controlling depth of 4 fathoms NE of the middle. Vessels should approach from the SW on a course

of 020°, passing 0.75 mile NW of the S tip of Paul Island

and 0.25 mile SE of the easternmost point of Jacob Island; when abeam of the latter, steer 000° for 0.25 mile,

Alaska Peninsula ■ Chapter 6 ■ 311
thence 317° for 1.2 miles to anchorage. The 317°

course will carry a vessel in the best water NE of

midpassage and about 0.15 mile off the shore of Paul Island.

(271) The current movement within the harbor is irregular in direction and velocity. Current velocities of one

knot have been observed.

(272) Fox farms and attendant buildings are on shore in

Kupreanof Harbor on Paul Island and Jacob Island.

(273) Ivanof Bay, between Alexander Point and

Kupreanof Peninsula, is from 1 to 3 miles wide and

about 7 miles long in a N-S direction. Bluffs and high

ridges parallel both shores from the entrance to the N

part of the bay where low valleys lead off from both the

E and W shores. When SW of Alexander Point and proceeding up the bay, Road Island, a round-topped,

steep-sided island 421 feet high, is seen in the channel

4 miles ahead. Two miles above Alexander Point a

grassy headland and a grass-topped, taper-pointed islet

115 feet high are on the E shore. The W shoreline here

is precipitous and rugged, the bluffs rising from 1,000

to 2,500 feet above the shoreline. W and N of Road Island is an area of sandspits, tideflats, and lowland. Several steep-sided, grass-topped islets are connected to

the sandspits at low water. W of northern Ivanof Bay is a

large lagoon and beyond are marshy flats across which

Granville Portage leads to Stepovak Bay. The N shore of

Ivanof Bay is hilly. To the NE of the bay a low valley and

flats extend into the interior.

(274) A cannery wharf, with a least depth of 22 feet alongside, and marine ways are midway along the N shore of

Ivanof Bay. The buildings of a fox farm are along the

cove in the NW shore of Road Island; a dilapidated

wharf in the cove is usable only by small boats on the

higher half of the tide. Radiotelegraph service is maintained.

(275) Vessels can anchor in 15 fathoms, sticky mud bottom, 0.3 mile SSE of the cannery wharf. To be avoided

are the mudflats that rise abruptly from depths of 10

fathoms on the E side, and the ledge that makes out

from the northernmost point on the same side.

(276) A ledge with places that uncover 1 to 3 feet is 0.4

mile SE of the NE point of Road Island; a rock, that uncovers 2 feet, is 0.9 mile E by N of the same island point

and 0.3 mile from the E shore of the bay. A pinnacle

rock, covered 1 fathom, is about 150 yards SW of the

cannery wharf.

(277) When SE weather prevails along the coast, the

wind often blows in the N part of Ivanof Bay from the

NE, coming down through the valley on that side of the

bay. The N part of Ivanof Bay is well protected from S

swells.

(278) Depths of 12 to 15 fathoms can be carried through

the channel W of Road Island. From a position 1.4 miles

W of Alexander Point, steer 337° until the S end of

Road Island is 450 yards on the starboard beam; thence

353° for 0.9 mile to a position where the N end of the

island is 600 yards on the starboard beam; and then

014° for the cannery wharf, taking care to avoid the

covered rock 150 yards off the SW corner.

(279) The channel E of Road Island has a controlling

depth of 18 fathoms but rocks off both shores make

navigation dangerous for strangers; passage should be

made at low tide when the rocks are bare and can be

seen. From a position 1.4 miles W of Alexander Point,

steer 336° until the small grass-topped islet 2 miles

NW of Alexander Point is 0.6 mile on the starboard

beam; thence 000° until the N end of Road Island is 0.5

mile on the port beam; thence 334° until the highest

islet on the W side of the upper bay is 1 mile on the port

beam; and thence 014° for the cannery wharf.

Routes

(280) Routes, Castle Cape to Kupreanof Point (Alongshore).–From a point 1.5 miles SE of Castle Cape (see

chart 16011), steer 220° for 5.4 miles. When abeam of

the W end of Chankliut Island, 1 mile, steer 216° for

12.8 miles to clear Seal Cape by 1 mile. A breaker is 0.2

mile off the S end of Seal Cape. In thick weather it is

recommended that the course be shaped to pass Seal

Cape 1.5 miles off.

(281) When the E tangent of Seal Cape and the point at

the S entrance to Devils Bay are on range, bearing

000°, steer 249° for 9.1 miles with the N tangent of

Mitrofania Island ahead. This course passes Cape Ikti

about 1 mile off.

(282) When the prominent rocky points marking the entrance to the first arm on the W side of Kuiukta Bay

close, bearing 013°, steer 282° for 6.9 miles with N

slope of mountain on flats W of Long Beach ahead. This

course passes N of the W Brother Island at a distance of

1 mile.

(283) When 0.5 mile beyond the range of the W tangents

of the W Brother Island and Mitrofania Island, bearing

194°, steer 201° for 3 miles. This course passes about

0.6 mile off the W Brother Island and about 0.6 mile off

the long pointed headland at the S end of Long Beach.

(284) When Red Bluff Mountain opens on the Long

Beach headland, bearing 305°, steer 246° to a position

0.8 mile S of Coal Cape; thence 270° to a position 0.3

mile S of Shapka Island; thence 292° to a position 0.3

mile N of the N tip of Chiachi Island; and thence 240°

for 6.2 miles to a position 0.8 mile N of the most N tip of

Paul Island. Then steer 233°, with Point Alexander

ahead and the prominent, low headland of Three Star

Point astern, for 2.8 miles, using the marked passage,

described earlier, between Egg Island and Paul Island.

312 ■ Chapter 6 ■ Volume 9
(285) When the W tangent of Paul Island comes on range,

bearing 165°, with the highest point of Jacob Island,

steer 201° for 16 miles with the center of Egg Island

astern. This course passes about midway between Paul

Island and the jutting point on the E side of Alexander

Point; about 0.8 mile off the W coast of Jacob Island;

midway between Noon Point and Leader Island; 1.8

miles E of Fox Cape; and 2 miles E of Kupreanof Point.

(286) The E shore of Kupreanof Peninsula from Ivanof

Bay to Kupreanof Point is bold and precipitous, broken

only by a broad sand beach, 1.5 miles long, 9 miles N of

Kupreanof Point, and by a small sandy cove 4.5 miles N

of Kupreanof Point.

(287) Leader Island, between Kupreanof Peninsula and

Jacob Island, is a turtleback-shaped, rocky, islet 131

feet high. It may be passed in depths of 23 to 37 fathoms

on the W side and 32 to more than 50 fathoms on the E

side. A 17-fathom bank is 1 mile N of the island.

(288) Hag Peak, a black dome-shaped mountain, the seaward face of which consists of rows of tilted basalt columns, is at the S side of the entrance to the long sandy

beach cove and 3 miles WSW of Leader Island. The peak

is a distinctive landmark.

(289) Fox Cape, 4 miles SSW of Leader Island, appears as

a pyramidal-shaped headland with several off-lying islets. The largest of these islets has a sloping flat top and

sides with a number of deeply carved caves.

(290) S of Fox Cape the shoreline is bold and reef fringed.

A group of three pinnacles, 25 feet high, are 1.5 miles S

of the cape.

(291) Kupreanof Point (55°34.0'N., 159°35.5'W.), the SE

end of Kupreanof Peninsula, appears as a row of rugged

monoliths, graduated downward from the high point of

the 862-foot cape. Several reefs fringe the base of the

cliffs at the SE end of the point. A reef, that breaks in a

moderate-to-heavy swell, is 700 yards NE by N of the

outer end of Kupreanof Point.

(292) The S shore of Kupreanof Peninsula between

Kupreanof Point and Bluff Point is bold and rugged,

broken only by a sand beach-bordered cove about midway between the points.

(293) Stepovak Bay, NE of the Shumagin Islands, is large

and open with numerous small bays and coves indenting the E and W shore. They are between steep ridges

on both sides. At the heads of each of these smaller bays

are stretches of sand beach behind which are lagoons

and grassy flatlands.

(294) Kupreanof Peninsula on the E side of the bay is

mountainous. The higher peaks are rocky, barren, and

scarred from erosion. The lower slopes are grass covered with patches of alder. The draws and lines of drainage on the lower slopes have dense growths of alder.

(295) The N shore of Stepovak Bay is a long stretch of

wide sandy beach, behind which are grass-covered sand

dunes. Beyond the dunes a belt of flat tundra extends

into Ivanof Bay.

(296) The W shore of Stepovak Bay is mountainous, on a

more rugged and massive scale than is the terrain of

Kupreanof Peninsula. Snow and ice fields fill the upper

plateaus. A small volcanic vent in the high country

above Ramsey Bay often sends out a cloud of vapor. The

steep terrain surrounding the fluted shafts of Mount

Stepo (55°43.0'N., 160°11.0'W.) is rich in beauty and

grandeur.

(297) Stepovak Bay is much traveled by fishing craft during the salmon season, and gill nets are laid out from

many of the rocky points. Brown bear, wolverines, and

foxes track the shores, and there are trappers’ cabins in

several of the tributary bays.

(298) In the central part of Stepovak Bay, the bottom is

regular, with depths ranging from 40 fathoms in the N

part to 90 fathoms in the S part. Near the E shore the

depths vary from 20 to 40 fathoms. N of Pad Island the

bottom is rough, and there are several submerged pinnacles. On the W side of the bay, reefs and submerged

shelves make off from many of the headlands. Some of

these reefs bare for a few hundred yards offshore, then

continue as submerged shelves with depths of 10 to 20

fathoms extending several miles off these points.

(299) The bottom in most of the bays is a sticky darkgreen mud, in depths of 15 to 20 fathoms.

(300) Kupreanof Peninsula partly protects this bay from

the SE swell common along this coast during the summer. The bays and coves on the W side of Stepovak Bay

are more exposed to the SE swell. These bays are also

subject to violent winds and downdrafts during NW

weather. For this reason the bays on the E shore offer

more protected anchorages than do those on the W

shore.

(301) Bluff Point, the southernmost feature on the E

shore of Stepovak Bay, is a sharp narrow promontory

about 700 feet high. It bristles with a descending series

of projecting nobs and points.

Anchorage

(302) Boulder Bay, N of Bluff Point, the southernmost

bay on the E side of Stepovak Bay, offers good anchorage but is somewhat exposed to S swells. The bottom is

very even, sloping gradually from 20 fathoms at the entrance to 15 fathoms near the anchorage. The bottom is

a black gritty mud. The anchoring depth and swinging

room make Boulder Bay suitable for medium-draft vessels.

(303) Cub Point, on the N side of Boulder Bay, is a

broad-topped, rounding headland about 900 feet high.

Alaska Peninsula ■ Chapter 6 ■ 313
It has almost perpendicular faces that are strongly

marked with inclined bands of light and dark stratified

rock. A patch of white rock halfway up the outer face of

Cub Point makes an identifying landmark.

(304) Fox Bay, on the N side of Cub Point, is the largest

tributary on the E side of Stepovak Bay. Vessels of any

size can find protected anchorage in Fox Bay except

during very strong W winds. An islet, 88 feet high, in

the SE part of the bay is a good leading mark for vessels

entering. The entering course is 090° for the islet;

when 1 mile from the islet, and with a low gravel point

that begins near the inner end of a grass-topped bluff

abeam to starboard, change course to 065° and proceed to anchorage in 15 to 18 fathoms, or less if desired,

in the large cove at the head of the bay.

(305) The cove on the SE side of Fox Bay is the most protected anchorage for small craft in Stepovak Bay. Enter

Fox Bay as in the preceding paragraph and when 1 mile

from the islet change course from 090° and steer 108°

for 0.9 mile to a position where the islet is 0.3 mile on

the port beam; thence 135° for 0.6 mile to anchorage

in 8 to 9 fathoms, sticky mud bottom. Water can be obtained from a waterfall on the SE side of the cove.

(306) The N part of Fox Bay should be avoided by strangers. A reef, 750 yards long, 300 yards wide, and awash at

lower low water, is 1 mile SSE of the headland on the N

side of the entrance.

(307) Dome Point, the N entrance headland of Fox Bay, is

precipitous with a somewhat level grass top. A large

yellow scar on the eroded face identifies this headland.

(308) Island Bay, N of Fox Bay, is large and open. Its

shores are indented by several coves. An islet, 26 feet

high, is in the inner part of the bay and makes a good

leading mark for vessels entering the bay. In entering

Island Bay vessels should keep at least 0.5 mile offshore. An extensive submerged ledge makes off from

the cove 0.8 mile WSW of the islet. This must be

avoided when approaching the anchorage.

(309) Anchorage WSW of the 32-foot islet is in 17 to 20

fathoms, mud bottom. Fishing craft sometimes anchor

E of the islet in 3 to 6 fathoms, blue mud bottom. A submerged ledge makes off from the E end of the islet, and

a shoal, covered 4 feet, is near the bay’s N shore NW of

the islet.

(310) Stonehouse Cove is a small cove 1 mile inside the N

entrance point of Island Bay. A long reef extending halfway across the entrance breaks the sea in this cove

which has a very smooth, white sand bottom that bares

at extreme low tides. The cove is used by fishermen to

careen their craft.

(311) Pad Island, off the N approach to Island Bay, is low,

flat, grass covered, and about 0.5 mile long and 0.2 mile

wide. A narrow channel separates the island from the

main shore. Kelp patches and foul ground extend N

from Pad Island. A pinnacle, covered 3⁄4 fathom, is 0.9

mile S of the island and another pinnacle, covered 11⁄2

fathoms, is 0.4 mile NNE of the island. A large shoal

with a least depth of 43⁄4 fathoms is 1.3 miles N of Pad Island.

(312) The shore from Pad Island N consists of rugged

cliffs. Two striking rock formations are 1.5 miles N of

Pad Island. One is a chimney like column, 120 feet

high, projecting from the cliff slopes. The other is a

spikelike rock, 400 feet high, projecting above the cliff

line. This spike is noticeable from a distance.

(313) The small cove in the NE corner of Stepovak Bay is

rimmed with rocks and reefs except at its head where

there is a sandspit and a lagoon. Depths are 4 to 8 fathoms, mud bottom at the entrance and decrease gradually toward the head.

(314) Along the N shore of Stepovak Bay is Stepanof

Flats, a 5-mile stretch of broad sand beach. Behind the

beach are grass-covered sand dunes and beyond are extensive flats of tundra. Two streams flow out of these

flats, often bringing silt that discolors the sea for large

areas around their mouths.

(315) Gull Rock, just offshore from Stepanof Flats and

about midway along the N shore of Stepovak Bay, are

two bare rocks joined by reefs; the S rock is about 19

feet high and the N one about 4 feet high. From S they

appear light colored against the dark background of the

hills. The water is shallow between the rocks and the

shore.

(316) Louies Corner is at the W end of Stepanof Flats.

Hills and a rocky headland are W of Louies Corner. Behind Louies Corner is a detached cone-shaped hill, 746

feet high, that shows distinctly from the S end of the

bay. An anchorage with 17 to 20 fathoms, mud bottom,

and exposed to S weather, is 1.3 miles W of Gull Rock.

(317) Ramsey Bay, at the N end of the W shore of

Stepovak Bay, is fairly open and exposed, and in the

central part of the bay the depths are too great for anchoring. A broad sand beach stretches for several miles

around the N and NW shores of Ramsey Bay. At the E

end of this beach is Bales Landing. Small vessels can

anchor in 5 to 10 fathoms, green mud bottom, 0.3 mile

S of the landing; the anchorage is exposed to S weather.

(318) W of Bales Landing two streams form deltas off the

sand beach. On these deltas, sandbars and sandflats

bare at low water for more than 0.5 mile offshore from

the high-water line.

(319) From Ramsey Bay S to Dent Point, the shore is

steep and rocky. At the Ramsey Bay end of this stretch is

a rocky headland; reef and rocks, that uncover 1 to 4

feet, extend 0.2 mile SE from the headland.

(320) Dent Point, between Ramsey Bay and Grub Gulch,

is broad and rounding, backed by steep cliffs, and

fringed with reefs. Two conspicuous rocks, 19 and 36

314 ■ Chapter 6 ■ Volume 9
feet high, are joined at low water with the southernmost tip of the point. A rock, covered 2 feet, is 0.3 mile

offshore, 1.1 miles NE of the same tip. Vessels should

keep at least 0.5 mile off this shore.

Charts 16553, 16540

(321) Grub Gulch (55°48'N., 159°57'W.) is marked by two

grass-covered islets and several low, bare rocks and

reefs. The bottom near the entrance is very broken, but

a channel with 12 fathoms or more can be carried to

the head of the bay by favoring the W shore well away

from the vicinity of the islets. The anchorage at the

head of Grub Gulch is deep, 20 to 23 fathoms, mud bottom; swinging room is limited. At the NE end of the

beach at the head of the bay, the mouth of a stream is

surrounded by sandflats that bare at low tide. A vessel

should favor the SW end of the beach when anchoring.

(322) The outer part of Grub Gulch is not suitable for anchorage because the average depth is about 45 fathoms,

and there is little or no swinging room in the shoaler

depths near shore.

(323) Red Hill, a sharp, steep, red-hued mountain, 2,343

feet high, is on the point between Grub Gulch and

Clark Bay. A reef extends 0.3 mile SSE from the outer

end of the point to a conspicuous pinnacle rock 20 feet

high.

(324) Clark Bay is a large open bight backed by two valleys. A grass-covered islet is near the E shore of the bay.

It is reported that small fishing craft anchor NW of this

islet in 6 or 7 fathoms, finding some lee from SE

storms.

(325) Near the W end of the E bight of Clark Bay are two

pinnacle rocks. The bottom is foul between these pinnacles and the W shore. The W bight of Clark Bay is

called Little Norway. Anchorage off the sand beach is in

15 fathoms, mud bottom. During NE storms the winds

draw down across this bight with terrific force.

(326) The W shore of Clark Bay consists of a rocky bluff

line. A conspicuous waterfall is about 1 mile N of the

entrance to the bay. An odd-shaped, slender, pinnacle

rock is about 0.2 mile S of the waterfall.

(327) Waterfall Point is a broad, rounding headland and

ridge separating Clark Bay and Orzinski Bay. A waterfall, visible for many miles, marks the S tip of this

point. This waterfall, viewed in profile, appears to spout

its stream clear of the bluff line. Reefs and rock ledges

make off Waterfall Point for 0.5 mile, and a 33⁄4-fathom

shoal area is 1 mile E of the point; clear the point by at

least 1.5 miles.

(328) Orzinski Bay has steep slopes along most of its

shores, but there are grassflats and a lagoon at the

head. It is shoaler than the adjacent bays but seems to

have better protection at times from NW storms. A

shoal with depths of 7 feet or less extends 0.5 mile off

the N shore. The bay must be navigated with caution;

the best water is found by favoring the N side of the entrance, then heading for the middle of the bight in the S

shore and strongly favoring the S shore to the head.

The bottom rises rather abruptly but anchorage is possible in 10 to 20 fathoms, mud bottom, about 0.2 mile

from the head; the anchorage has good holding ground

but is exposed to SE weather.

(329) An alternate anchorage that offers some protection

from SE weather is found off the midbight in the S

shore, 0.8 mile WNW of the E end of Elephant Point.

Anchor in 13 fathoms, mud bottom. Two abandoned

buildings are at the head of Orzinski Bay. One is near

the mouth of the stream and the other is farther upstream at the base of a hillside.

(330) Elephant Point, on the S side of the entrance to

Orzinski Bay, is a sharp-ridged promontory, 655 feet

high, bound by sheer cliffs having striking bands of

stratified rock. The cliffs at the outer extremity of Elephant Point are deeply undercut. A ledge that uncovers,

extends for 0.5 mile ENE to SE from the point. Shoal

indications extend 1.5 miles ESE of the point; vessels

should clear the point by at least 1.5 miles.

(331) American Bay is open and exposed in its outer part,

but narrows into a long fiord which is fairly well protected from the outside swell. This inner bay is surrounded by tremendously high peaks of a striking and

rugged appearance. In the outer bay a pinnacle, covered 41⁄4 fathoms, is 0.6 mile SW of Elephant Point, and

another pinnacle, covered 43⁄4 fathoms, is 0.3 mile SW

of the rocky point 2 miles along the N shore from Elephant Point. A sandspit projects from the NE shore and

a gravel spit from the SW shore 2.5 and 3.5 miles from

the entrance.

(332) The valley at the head of American Bay shows considerable evidence of glacial deposit. There are shoals

and low-water sandflats off the mouth of the stream

that flows from the valley. Depths in the inner bay are

12 to 30 fathoms, and the bottom rises steeply except

off the flats at the head. Anchorage is possible for small

craft in 8 to 10 fathoms, mud bottom, near the head of

the bay; other anchorage is not recommended because

of the depths and limited swinging room.

(333) Blunt Point, on the S side of the entrance to American Bay, is a broad cape with grass-covered slopes above

a shoreline of eroded bluffs. Reefs make off Blunt Point

and vessels should stay well clear of it.

(334) Wind Bound Bay is a small cove 1 mile W of Blunt

Point. Inside the cove is a small valley surrounded by

high mountains. It is reported that small fishing craft

anchor off the mouth of the creek in 3 fathoms.

Alaska Peninsula ■ Chapter 6 ■ 315
(335) Chichagof Bay (55°39.0'N., 160°15.0'W.), 3 miles

W of Blunt Point, is used as an anchorage by small fishing craft. A reef extends off the N side of the bay and a

23⁄4-fathom shoal is 0.3 mile off the N entrance point. A

reef fringes the bold headland separating Chichagof

Bay and West Cove to the S. A shoal area with depths increasing to 41⁄2 fathoms extends 0.5 mile SE from the

headland; the outer extremity is marked by kelp.

Depths decrease from 10 fathoms at the entrance to 5

fathoms 0.4 mile from the beach at the head of the bay.

The anchorage in the upper part of the bay is sheltered

except from the SE; the bottom is hard sand.

(336) West Cove is small and fringed on both sides with

covered rock ledges. A ledge extending almost 0.5 mile

SE from the SW point of the cove has pinnacles that

bare at various stages of the tide; a 33⁄4 fathom shoal is

0.7 mile SE of the point.

(337) Dorenoi Bay, 7.5 miles SW of Blunt Point, is open

and exposed to the E and SE, and subject to strong

winds through low ground to the NW. Both sides of the

bay are mountainous, and rock ledges border the

shores. At the head of the bay is a long stretch of sand

beach. The bottom near the entrance is extremely broken; depths vary from 20 to over 70 fathoms. Approaching in midchannel, a good anchorage in 30 to 10

fathoms, good holding ground, is at the head of the bay.

(338) Renshaw Point, at the base of a rugged mountain,

marks the S entrance of Dorenoi Bay. The deeply

eroded orange-buff cliffs are conspicuous for many

miles. Black rocks and reefs make off the point.

(339) San Diego Bay, the open bight N of a string of islets

and rocks between Guillemot Island and the mainland,

is marked on its N side by a low yellow cliff. San Diego

Bay is much used during the salmon fishing season as

an anchorage and as a fish transfer point. The approach

N of Guillemot Island is deep and clear. Smaller vessels

may carry 4 fathoms through the passage between the

W end of the island and a conspicuous pinnacle rock

that is midway of the distance to the mainland shore.

(340) Guillemot Island, about 1.6 miles long, 0.3 mile

wide, and 623 feet high, has bold precipitous cliffs on

the N side and low bluffs on the S side. Above the low

bluffs the grass-covered ground slopes evenly upward

to the top of the cliffs on the N side. A neck of land extends off the S side of the island to a rocky, round, and

steep-sided headland. On the E shore, between this

round headland and the cliffs to the N, is a bight with a

sandy beach.

(341) Off the SW end of the island is a flat and sandspit. A

fisherman’s cabin is on this flat. Smaller craft often anchor on the S side of the island in the bight E of the

sandspit, in 1 to 5 fathoms. NW and NE weather causes

strong winds to sweep down the grassy slopes, so this

anchorage should be used with caution.

(342) The water is fairly deep off the N and S sides of the

island, but a ledge covered 61⁄2 fathoms is 1.1 miles E of

its E end.

(343) S of Guillemot Island the coast is bold and precipitous, except for two stretches of low sand beach bordering valleys that break through from the interior. Rocks

and reefs fringe the bases of the cliffs. A pinnacle, 40

feet high, is off a point 3 miles SW of Guillemot Island.

(344) Lumber Bay, known locally as Rough Beach, is on

the E face of Swedania Point, 2 miles NE of its SW end,

and consists of a shallow bight at the entrance of a valley; the beach is a dike of cobbles thrown up by the sea,

and is capped by a great windrow of driftwood.

(345) Swedania Point is the seaward end of a ridge 1,309

feet high; at the extremity are rugged cliffs, and on the

SW side is a gravel spit at the foot of the cliffs. The profile and end slope are striking and unusual, resembling

in magnified outline the end of an artificial earthwork

or bunker, back of which the mountain rises steeply.

Strong williwaws blow on the lee side off the E face.

One mile E of Swedania Point a group of rocks, bare at

low water, extend S.

(346) Balboa Bay, known locally as Portage Bay, offers

good shelter on the E side about 5 miles from Swedania

Point in a small bight with a low gravel point S of it at

the mouth of a large ravine containing a stream. The

midchannel into the N arm is deep. When the coal mine

at Herendeen Bay, on the other side of the Alaska Peninsula, was in operation, supplies were landed here and

carried across the trail by pack train, a distance of about

15 miles. The highest point on the trail, less than 600

feet, is near the S side of the peninsula. This portage is

still used frequently.

(347) On the W shore of Balboa Bay, a reef extends 600

yards off the entrance point and then fringes the shore

to the N at a distance of 200 to 600 yards offshore. Outside the reef the water deepens rapidly to the middle of

the bay.

(348) Albatross Anchorage, near the head of the N arm of

Balboa Bay, is a secure harbor with depths of 8 to 2 fathoms. During strong N winds, Albatross Anchorage is

subject to strong wind-funneling from the mountain

passes. During this period Lefthand Bay is the preferred

anchorage. Reef Point is on the E side of the entrance

to the harbor; a reef extends almost 0.1 mile off the

point. The best anchorage is in midchannel, 0.6 mile N

of Reef Point, and W of Ballast Island, in 5 to 8 fathoms.

Small craft may anchor in the bight on the W side opposite Ballast Island in 8 to 12 feet and secure better

protection; avoid a ledge that uncovers about 4 feet in

the N part of the bight.

(349) Lefthand Bay, known locally as Left Arm, on the W

side of Balboa Bay, is protected to some degree from S

winds. However, the winds tend to funnel into the

316 ■ Chapter 6 ■ Volume 9
entrance of the bay. The bottom varies from mud to

shale and does not provide good holding ground in

strong winds. Shoals extend about 500 yards off the N

and S shores at the entrance, and about 200 to 300

yards off the shores inside the bay. Midchannel depths

are 25 fathoms at the entrance, shoaling gradually toward the sand beach at the head of the bay. Kagayan

Flats, between Lefthand Bay and Beaver Bay, are low

and marshy.

(350) Cape Aliaksin separates Balboa Bay and Beaver Bay

and has no distinctive form; it is of a rounded outline

and a low rounded profile. Lowland extends for some

distance from the shore all around the cape. The summit, 2,073 feet high, is broad and flat. There is shoal water near shore all around and a rock awash about 0.3

mile off the SW side. A reef extends SE 600 yards off the

cape. The cape is difficult to identify from W.

Chart 16540

(351) Shumagin Islands, comprising 15 sizable islands

and many islets and rocks, extend for a distance of 60

miles from the coast of the Alaska Peninsula from

which the group is separated by Unga Strait.

(352) The inside passage along the Alaska Peninsula in

the vicinity of the Shumagin Islands is through

Gorman, Korovin, and Unga Straits, and N of Jude Island.

(353) In general, the Shumagin Islands are bold and

mountainous, and the shores are broken in many

places by inlets that afford good anchorages. The

shores are rockbound close-to. Fishing stations and

camps are scattered throughout the group, and good

fishing banks are off the islands. Fox and cattle raising

are carried on to some extent.

Caution

(354) Many areas adjacent to the Shumagin Islands are

unsurveyed and may present unknown hazards to navigation.

Weather, Shumagin Islands

(355) Weather in the Shumagin Islands can be harsh and

forbidding. In the winter, strong gales frequently affect

the islands. Wind funnels through valleys and passes in

the island chain during these storms and a low layer of

clouds and mist form, shrouding most areas. In the

summer, violent williwaws from the NW can sometimes occur on sunny days. Localized to areas near the

Alaska Peninsula, the wind can blow over 30 knots for

many hours, creating a steep chop in open areas with

significant wave fetch. These williwaws generally affect

the Northern Shumagin Islands, but the effects can be

felt throughout the chain. During these events, the

wind funnel through Popof and Korovin Straits as well

as through harbors open to the NW such as Mist Harbor, Larsen Bay, and other inlets on Nagai and Big

Koniuji Islands.

(356) The prevailing ocean swell in summer is from the

SW. The swell is moderate on average. While this condition prevails on the SW side of the group, it is generally

clear on the opposite side, with light breezes, smooth

sea, and no swell. A landfall for the Shumagins, in summer, should therefore be made to NE, and the most unmistakable point is Castle Rock.

Charts 16553, 16540

(357) Unga Strait separates the Shumagin Islands from

the Alaska Peninsula and has a narrowest width of 2.9

miles between the N end of Unga Island and Cape

Aliaksin and depths of 16 fathoms or more. Either

shore of the strait should be cleared by at least 1 mile.

The current generally sets W. (See Tidal Current Tables

for predictions.)

(358) Unga Spit Light (55°24.4'N., 160°43.8'W.), 40 feet

above the water, is shown from a skeleton tower with a

red and white diamond-shaped daymark on the N end

of Unga Island.

Chart 16540

(359) Simeonof Island, the most E of the Shumagin Islands, is about 5 miles long and 3.5 miles wide. It is

composed of two clusters of hills, the SE and higher

ones being about 1,436 feet. These hills are separated

by a low plateau that is nearly cut in two by a very irregularly shaped inlet known as Simeonof Harbor.

(360) The coast of the island is fringed with reefs and

shoals. Those on the S and SE sides are variously reported to extend from 3 to 7 miles offshore; those on

the E side, 3 miles; and those off the other shores, 0.5

mile. A rock, on which the sea breaks at low water, has

been reported halfway between Simeonof and

Chernabura Islands.

(361) Simeonof Harbor makes in from the W side of the

island. A reef extends about 0.5 mile W from the N point

of the entrance to the harbor. Off the S point of the entrance is a low, flat, rocky island fringed with reefs.

Thick kelp beds are parallel to the reefs on either side of

the harbor entrance. The harbor is protected from all

winds, the entrance is tortuous, with reefs on either

side; the shores are rocky and the water very shoal. The

inner anchorage is in 21⁄2 fathoms, with not over 2 fathoms at the lowest tide; the bottom is smooth gravel. Anchorage, exposed to W winds, may be had in the outer

Alaska Peninsula ■ Chapter 6 ■ 317
part of the harbor in about 4 fathoms, about 0.5 mile

inside the entrance.

(362) Twelve Fathom Strait separates Simeonof and Little Koniuji Islands and is 2.2 miles wide and has depths

of 10 to 20 fathoms except for a 6-fathom shoal area

near the middle. A few kelp patches are on the

Simeonof Island side.

(363) In 1991, a dangerous submerged rock with an unknown depth was reported in about 54°57'24"N.,

159°21'30"W.

(364) Little Koniuji Island is very irregular in shape,

consisting of three parts, 1,200 to over 1,600 feet high,

connected by raised sand beaches. The S end terminates in a high rocky pointed cape, with a reef marked

by a breaker extending about 0.3 mile SW from it. The E

coast is indented by two coves, and there is a large harbor on the W side.

(365) Sandy Cove, on the E side of Little Koniuji Island,

is about 1 mile wide at the entrance and 1.5 miles long.

On its W shore are prominent granite cliffs. The cove

affords good anchorage in its S bight in about 10 fathoms, sheltered from all but SE weather. Excellent anchorage was reported 1.1 miles 155° from Entrance

Point in sand bottom; this anchorage affords good protection against weather from the SW.

(366) Atkins Island, about 1.5 miles long and about 0.6

mile wide, is connected to the NE headland of Little

Koniuji Island by a shoal. The island rises to 800 feet at

its SE end.

(367) Atkins Island is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone

around the entire island. (See 50 CFR 223.202, chapter 2, for limits and regulations.)

(368) Northwest Harbor, a bight in the N side of Little

Koniuji Island, S of Herendeen Island, may be entered

from either side. It affords fair anchorage and protection from all but NE winds in 5 to 10 fathoms. The harbor is about 0.5 mile wide. An abandoned fishing

station is here.

(369) Herendeen Island is triangular shaped, about 0.9

mile long and 0.5 mile wide. An islet is off the W end.

(370) Northeast Harbor, the large bay in the W side of

Little Koniuji Island, has two bights and is about 4.5

miles long. The SE bight of the harbor is somewhat

open to W winds and the holding ground is rocky and

poor. The extreme SE end of the harbor is more protected and is a favorite refuge for fishermen, though

the bottom, being alternately patches of rock and sand,

is not good holding ground. At the head of a small

well-protected boat harbor are several houses.

(371) Chernabura Island, the most S of the Shumagins,

is high and mountainous, and has few breaks in its profile, the highest part being at the E end. A rocky islet,

apparently connected with the main island by a bar, is

off its N end. On the E side are three small bays; the

middle one is reported to afford anchorage in W winds.

(372) The S shore of Chernabura Island is a Steller sea

lion rookery site. There is a 3-mile vessel exclusionary

buffer zone around this rookery which encompasses all

but the NW portion of the island. (See 50 CFR

223.202), chapter 2, for limits and regulations.)

(373) Bird Island, about 4 miles W of Chernabura Island,

is more irregular than that island, but several of its

peaks are nearly as high. Passing well S, Bird Island appears as four principal peaks connected by low valleys.

Almost its entire SE side is a series of cliffs. A rock is a

short distance off its S end.

(374) An anchorage is reported in the bight on the E side

of Bird Island, just inside Point Welcome, in 5 to 12

fathoms. The wreck of a schooner is at the head of the

bight. Temporary anchorage, exposed to all but winds

from the SE quadrant, may be had in the bight in the

NW side of the island in about 12 fathoms, sand bottom,

SW of the reef making out about 1 mile in a NW direction off the NW point of the island. Rocks are 0.5 mile

offshore in a W direction from the S point of this bight,

and a shoal about 1 mile in a NW direction off the SW

point of the island. Submerged rocks are found about

0.5 mile off the N shore of the large bight on the E side

of the island.

(375) Otter Strait, between Bird and Chernabura Islands,

is said to have depths between 20 to 35 fathoms, sandy

bottom.

(376) Big Koniuji Island, the N and largest of the E group

of the Shumagin Islands, is about 13 miles long and

about 7.5 miles wide at its widest or S end. The island is

rugged and very mountainous, with a well-defined central ridge and spurs projecting toward the points. The

coast is broken by many inlets and the points are

rockbound close inshore. The highest peaks are frequently mist covered. Cape Thompson, its N point, is

comparatively low, and its SW end terminates in a long

narrow point with a high connecting ridge that resembles an island from some points of view.

(377) Flying Eagle Harbor, on the E side of the island, 6

miles S of Cape Thompson, offers well-protected anchorage for small vessels, especially in S gales, in 7 to

10 fathoms.

(378) Hall Island, about 0.9 mile long and 0.2 mile wide,

is about 1 mile off the E shore of Big Koniuji Island.

Two bare rocks are close to the SE face of the E end of

the island, and a reef extends about 0.3 mile SW from

the SW point.

(379) Murre Rocks are a group of three islets about 0.6

mile NW from Hall Island. A rocky ledge extends about

0.3 mile SW from the S islet.

(380) Yukon Harbor is SW of Hall Island. A rocky ledge

covered with kelp is close around the E entrance point,

318 ■ Chapter 6 ■ Volume 9
and rocks are close to the W point. Anchorage, protected from W weather, may be had in the center of the

harbor in about 7 fathoms, but the holding ground is

poor.

(381) Koniuji Strait, between Big and Little Koniuji Islands, is about 1.5 miles wide, and has reported depths

of 16 to 28 fathoms.

Charts 16556, 16540

(382) Four prominent bights are on the W side of Big

Koniuji Island. They are open and easy of access and

their shores are clear, except for kelp beds. Anchorage

in 22 to 26 fathoms, mud bottom, may be had near the

head of the bight 146° from Peninsula Island which is

3.5 miles NNE from Spectacle Island. In approaching

the anchorage it is necessary to keep N of midchannel

to avoid a 6-fathom shoal extending 300 yards off the S

shore about 0.5 mile from the head of the bight. Anchorage may also be had in the bight to the E of Peninsula Island in 20 to 24 fathoms, mud and sand bottom.

(383) Anchorage for very small craft may be found in any

of these bights, close inshore, and in the numerous indentations and small coves. The winds draw through

the divides into the bights, and the williwaws are very

strong.

(384) Two bays indent the S coast of Big Koniuji Island;

the reported depth in the W one is too great for anchorage, but in the easterly large bay, vessels have anchored

in 16 fathoms, poor holding ground of hard bottom,

with protection from N and W winds.

(385) A 3-fathom shoal extends from the S end of Big

Koniuji Island.

(386) Castle Rock, about 1.5 miles NNE of Cape Thompson, the N point of Big Koniuji Island, is rugged and

serrated, and its highest peak is 825 feet. It makes an

excellent landmark. A 3-fathom shoal extends about 0.8

mile off its S end.

(387) The bottom between Big Koniuji Island and Castle

Rock is said to be even, averaging 28 fathoms.

(388) East Nagai Strait separates Nagai Island and Big

Koniuji Island of the Shumagin group, and has an average width of 6 miles and a minimum width of 1.6 miles.

Peninsula, Spectacle, Bendel, and Turner Islands are in

a general NNE-SSW direction in this passage, and the

waters between this chain of islands and Nagai Island

on one side and Big Koniuji Island on the other are

deep and clear, and midchannel courses may be safely

steered.

(389) Peninsula Island, 3.5 miles NNE from Spectacle Island and the most N island in East Nagai Strait, is 1.5

miles long and 0.8 mile wide. It has a central peak 1,145

feet high. The shore is rugged, steep, and rockbound

with extensive kelp beds. A long cobble, sand spit

extends off the SE end. The NE end should not be approached closer than 0.3 mile and the SE end no closer

than 0.5 mile. Exposed anchorage may be found on the

tail of the shoal extending off the SE point in 5 to 8 fathoms, 0.4 mile from the narrow spit.

(390) Spectacle Island, 2.5 miles long and 1.5 miles wide

at its S part, is rockbound and has steep cliffs on the N,

E, and S sides. The N part is distinguished by two peaks

over 900 feet high and the S part reaches 1,252 feet. In

general, the island may be approached within 0.2 mile.

(391) Anchorages, under favorable conditions, for small

craft are in the large bight on the E side of Spectacle Island in 6 to 9 fathoms, in the bight on the W side in 4 to

5 fathoms, and in the small cove in the S side in 3 fathoms. The bights on the E and W sides are open and easy

of access. The entrance to the small cove on the S side

is about 70 yards across with foul ground on either side

to a point about 0.1 mile inside the entrance.

(392) The passage between Peninsula and Spectacle Islands is about 3.5 miles wide and is deep and free from

dangers.

(393) Bendel Island, SW of Spectacle Island, is separated

from it by a passage 0.6 mile wide. It is about 2 miles in

diameter and 1,250 feet high. The E end terminates in a

narrow neck. There are high bluffs on the S side and

sloping valleys on the others. The coastline is rocky,

with kelp, and the depths around the island are irregular. A flat extends off the SW side for about 1 mile with

depths of 41⁄4 to 10 fathoms and with several shoaler

spots. Depths of 7 to 8 fathoms are also found off the

NW and SE sides. Exposed anchorages for small boats

may be found in the bights and on the flats.

(394) The passage between Spectacle and Bendel Islands

is 0.6 mile wide, and a midchannel course leads

through 21 to 11 fathoms.

(395) Turner Island, 1,207 feet high, is separated from

Bendel Island by a passage from 0.8 to 1.5 miles wide.

The island is 2.8 miles long and about 0.9 mile wide. Its

shore is rockbound and the SE coast is very foul for

about 0.5 mile offshore. There is a low flat on the NW

end with a 400-foot knoll on the point. The bluffs on the

N, SE, and S sides are 400 to 800 feet high.

(396) The passage between Bendel and Turner Islands is

deep at both entrances and shoals gradually to 41⁄4 fathoms in its narrowest part, about midchannel off the SW

point of Bendel Island. Dense kelp grows on this shoal

and small craft find difficulty in passing through. This

passage is not recommended for large vessels.

(397) The Twins, about 4 miles S of Turner Island, consist of three small islands with precipitous and bare

sides; the highest, 410 feet, is also the largest of the

group. Three small islets and another small islet are off

the SW side and SE end, respectively, of the largest

Alaska Peninsula ■ Chapter 6 ■ 319
island, and a small islet and a larger islet are off the SE

side and SW side, respectively, of the most S island.

Several rocks awash extend SE from near the NW end

of the most W island to near the NW end of the S island.

(398) Near Island, in the S approach to East Nagai Strait

near Nagai Island, is about 1.4 miles long and 1,289 feet

high, with precipitous, rocky sides. The island is easily

recognized by a regular serration that cuts its crest into

five little peaks. There are rocks close to the shore.

Charts 16540, 16553, 16556

(399) Nagai Island, in the center of the Shumagin group,

is about 29 miles long, 9 miles wide, and near the center reaches an elevation of 1,837 feet in a group of confused ridges. Its coast is irregular and indented by

numerous inlets, several of which extend nearly

through the island and have low, narrow isthmuses at

the head. The island is mountainous and its shores are

rockbound.

(400) Cape Wedge, the N end of the island, is a pointed

headland with a rounded, sloping hill, 762 feet high.

The N end of the cape terminates in a double point, 262

and 316 feet high and a rocky bluff 150 feet high between. Its shores are rocky and forbidding, and dangers

are within 0.3 mile of the shore. Clear the cape by at

least 1 mile.

(401) Mountain Point, the S end of Nagai Island, is narrow, about 500 feet high, and surrounded by rocks at a

distance of about 0.5 mile. A covered rock is about 1

mile SSW off the point.

(402) Pirate Shake is a local name for the low,

65-yard-wide neck of Nagai Island, 4 miles SSW of Cape

Wedge. The cove on the E side of the neck is a good anchorage but is exposed to winds from about ENE to

ESE. The outer points at the entrance are surrounded

by reefs, and a rock, 8 feet high, is in the middle of the

entrance. The better entrance is N of the rock, heading

for an islet, 40 feet high, on the N side of the cove, on a

286° course. Pass 300 to 500 yards S of the islet, and

anchor in the middle of the cove WSW of the islet in

about 7 fathoms, soft bottom in places. Anchorage can

also be selected in the entrance of the cove just NE of

the islet in 7 to 8 fathoms, bottom generally rocky, taking care, however, to avoid the reef that extends about

0.2 mile from the NE shore of the cove. The flat islet, 40

feet high on the N side of the cove, and a rock, 25 feet

high, off the outer point on the S side of the cove are

good marks for the entrance.

(403) Northeast Bight, on the E side of Nagai Island,

about 6 miles S of Cape Wedge, is 1.3 miles wide, open,

deep, and free from dangers except close to shore. The

main body of the bight is too deep for anchorage, but a

vessel may anchor in the two coves at the head in about

20 fathoms.

Chart 16540

(404) Mist Harbor, a landlocked basin about 1 mile long

and 0.4 mile wide, is on the E side of Nagai Island, 10

miles S of Cape Wedge, and NW from Bendel Island.

The depths in the middle of the basin are 27 to 31 fathoms, but small craft can find secure anchorage in the

cove on the S side of the W end of the harbor, in 6 to 7

fathoms. The S side of the harbor is formed by a long

spit; the 200-yard-wide entrance is around the W end of

the spit and necessitates a sharp turn in entering. A

midchannel course should be followed through the entrance, and also when entering the cove at the W end of

the harbor to the anchorage. A flat fills the E end of the

harbor; otherwise there are no dangers away from the

shores.

(405) A fishing camp is usually on the cove at the W end

of Mist Harbor and small temporary wharves may be

found. Water may be had from small streams on the NE

side of the harbor. Strong williwaws draw down from

the high mountains at times. A low neck of land, about

150 yards wide, separates the W end of the harbor from

the head of Northeast Bight.

(406) East Bight on the E coast of Nagai Island, 3 miles

SW of the entrance to Mist Harbor, is about 3.2 miles

long and 2 miles wide. It is deep, open to the SE, and

the shores are clear except close-to. Anchorage for

moderate-sized vessels may be found on the shelf on

the NE side in 15 to 20 fathoms, about 1 mile inside the

N entrance point and about 0.4 mile offshore.

(407) The two W arms do not afford good anchorage because of the depth, about 29 fathoms. A 7-fathom spot,

surrounded by deep water, is in the N of the two arms,

650 yards off the W shore and about 0.9 mile from the

head of the arm.

(408) The entrance to the more S of the W arms is restricted to about 450 yards by a shoal that extends 900

yards N off its S entrance point. In entering, favor the N

shore at a distance of 0.1 to 0.2 mile. Small boats may

find protected anchorage behind the hook at the S entrance point in 9 to 15 fathoms. After passing well

through the entrance to the arm, head 180° to pass

about 100 yards W of the W end of the hook spit. When

abreast of the end of the hook, round into the cove and

select anchorage in about its center.

(409) Larsen Bay, on the E side of Nagai Island opposite

Turner Island, affords good anchorage in 4 to 10 fathoms, sandy bottom. The bight is open and easy of access

but is exposed to E winds. The W shore is low and is distinguished by white sand dunes. A bold headland, about

320 ■ Chapter 6 ■ Volume 9
100 feet high, projects from the S side. There are several open bights on the E coast of the island between

Larsen Bay and Mountain Point.

(410) John Island, off the W side of Nagai Island about 7

miles N of Mountain Point, is 580 feet high. S of John

Island, Nagai Island consists of two clusters of rocky

hills, 1,611 and 1,130 feet high, joined by a low isthmus.

(411) The isthmus is called Saddlers Mistake because of a

vessel attempting at night to pass between the adjacent

high parts of the island.

Charts 16553, 16540

(412) Falmouth Harbor, on the W side of Nagai Island,

about 6 miles N of John Island, affords a secure, though

limited, anchorage for a small vessel in the basin behind the spit at its head in 7 to 8 fathoms, sandy bottom. The entrance to the basin is not over 300 yards

wide, has a depth of 6 fathoms, and has no known dangers. The basin is 0.3 mile wide, and its N side is a broad

sandflat that drops suddenly to 4 fathoms.

(413) A reef extends 0.3 mile SW from the S entrance

point of Falmouth Harbor; and a rock, bare at low water

and marked by a breaker and kelp, is 0.8 mile from that

point in the same direction.

(414) The S shore of the harbor is low, rising steeply to

the interior hills. Cape Horn, a low point, with a rock

close off it, is about halfway up the bay on this shore.

(415) The N entrance point rises some 500 feet in a perpendicular cliff. The shore is rocky and bold. A rock, 5

feet high, is 0.3 mile offshore and 1.2 miles NW from

this point.

(416) Wooly Head, on the W side of Nagai Island between

Falmouth and Eagle Harbors, is a promontory, 1,200

feet high; there are rocks 0.2 mile from shore all

around its face, some of them awash and others forming towers and pinnacles 50 feet high. A vessel may pass

0.4 mile off in 20 fathoms. Violent williwaws are frequent here.

(417) Eagle Harbor, 13.5 miles SSW of Cape Wedge,

about 1.2 to 1.5 miles wide, has depths of 15 to 23 fathoms, with no outlying dangers except near the spits

that are 1.5 miles from the head of the harbor. In passing between the spits, favor the one on the SW shore.

Good anchorage is anywhere in the head of the harbor

above the spits in 14 to 18 fathoms, soft bottom. Small

craft can anchor in the lagoon behind the N spit in 6

fathoms.

(418) A fishing station with a large warehouse and boat

wharf is on the S side of Eagle Harbor 1.3 miles inside

the entrance, and a small abandoned fish station and

boat wharf are on the N shore 1.8 miles inside the entrance.

(419) Sanborn Harbor is on the W side of Nagai Island

about 10 miles from Cape Wedge. The pinnacle rock

103 feet high off East Head, the N entrance point, and

two waterfalls on the W face of the S entrance point, are

conspicuous landmarks. The harbor is 5 miles long and

has good anchorage at its head. To secure good shelter,

a vessel should pass between Macks Head and Granite

Point, and then anchor as desired, avoiding only the

shoal upper half of the NE arm. There are no outlying

dangers in Sanborn Harbor.

(420) A fishing station is in a small exposed bay on the N

side of Sanborn Harbor, 2.3 miles SE of East Head; it

has a warehouse and a boat-wharf, dry at low water.

(421) Caton Cove is on the N side of Sanborn Harbor, 3.5

miles SE of East Head; there is shelter in The Kitchen

for light craft back of the sandspit. The channel, close

to the spit, until through the narrowest part of the entrance, has a least width of 100 feet and a least depth of

10 feet.

(422) Porpoise Harbor, about 3 miles NE of Sanborn

Harbor, affords no useful anchorage because of its great

depth.

(423) The bight about 2.5 miles NE of Porpoise Harbor

has temporary anchorage in 8 to 15 fathoms, giving the

shore a berth of over 300 yards. Porpoise Rocks are a

small cluster 10 feet high, with deep water close-to, 0.8

mile from the N shore in the approach to the bay.

(424) The narrow bight W of Pirate Shake, described previously, affords anchorage for small craft about 0.3 mile

inside the entrance and about on the middle line of the

cove in 4 to 6 fathoms, rocky bottom. The bight is exposed to W winds and its E half is foul and shoal to the

head.

(425) West Nagai Strait, between Nagai and Andronica

Islands of the Shumagin group, is 3.3 miles wide at its

narrowest point between Porpoise Rocks and The Haystacks, with depths from 25 to 50 fathoms and no outlying dangers. A vessel should pass E and S of The

Haystacks and on these sides may approach as close as

0.3 mile in 25 fathoms.

(426) The currents in West Nagai Strait set with the wind

and reach a velocity of 1.5 to 2 knots in strong winds.

Under ordinary conditions the prevailing set of the current is said to be SW in this vicinity.

(427) The Haystacks are a formidable appearing group of

four islets 265 to 293 feet high, with a broken chain of

rocks running through them. Broken ground, on

which the least depth found is 71⁄4 fathoms in

55°16'02"N., 160°03'50"W., is about 0.65 mile WNW of

the southern tip of the southernmost islet. A rock

called The Whaleback, 1 mile W of The Haystacks, is 22

feet high, and 300 yards SSW of it is a covered rock.

Alaska Peninsula ■ Chapter 6 ■ 321
Temporary anchorage in 20 fathoms or less can be had

in the bight E of The Haystacks. A landing can be made

on the boulder beach.

(428) The soundings indicate clear passage between

Andronica and The Haystacks, between The Whaleback

and The Haystacks, and between the N Haystack and

the rest of the group, but none of these passages are

recommended.

(429) Andronica Island, one of the Shumagin group, is W

from the N end of Nagai Island. The island, 2 miles

wide, 3 miles long, and 1,175 feet high, is bordered by

rocks to a distance of 0.2 mile from the shore; vessels

should give the shore of the island a berth of 0.5 mile. A

flat islet, 22 feet high, extends 0.4 mile off the SE point

toward The Haystacks.

(430) Andronica Island Light (55°20'44"N., 160°03'40"W.),

115 feet (35.1 m) above the water, is shown from a

square frame on the NE point of the island. E of the

point is a prominent, conical-shaped rock, 280 feet

high, that is useful during low visibility in identifying

the N point of the island to assure passage through the

desired strait. The light is obscured by the rock.

(431) A rock that uncovers 5 feet, 0.4 mile W of the N

point and 0.4 mile offshore, is the farthest outlying

danger in the approach to Gorman Strait.

(432) A bare rock, 5 feet high, is 0.2 mile off the W point

of Andronica Island.

(433) Temporary anchorage may be found 0.5 mile from

shore in the bight on the NE side of Andronica, off the

sand beach near the N point, in 20 fathoms. Small vessels can anchor closer to shore in this bight, and also in

the bight on the SW side of the island; landing can usually be made in one of these bights.

(434) Gorman Strait between Andronica and Korovin Islands, is clear if the shores are given a berth of 0.5 mile.

Deepest draft vessels should also use caution passing

the 71⁄4-fathom shoal 0.9 mile SE of Cape Devine.

(435) The currents in Gorman Strait set with the wind

and reach a velocity of 1.5 to 2 knots in strong winds.

Under ordinary conditions the prevailing set of the current is said to be SW in this vicinity.

(436) Korovin Island in the N-central part of the

Shumagin group, has two summits, separated by low

land and marsh extending from Korovin Bay to

Grosvold Bay. The E part of this island rises to 1,209

feet, and the W part to 1,808 feet near its S end.

(437) Cape Devine, marking the NW side of Gorman

Strait, is a gray headland, 885 feet high, joined to the

remainder of Korovin Island by a low neck. The shore is

fringed with rocks, and a rock awash at low water is 400

yards off the S side of the cape. A pinnacle rock, 65 feet

high, is 1.5 miles N of Cape Devine, and a 51⁄4-fathom

shoal is 0.4 mile NE of the pinnacle, off the E side of

Korovin Island. A 10-fathom bank extends 0.8 mile S

from the cape.

(438) Korovin Bay, the W bight on the S side of Korovin

Island, affords fair shelter in N weather, but the holding

ground is poor. Anchorage may also be had for smaller

vessels in the E bight. Both bights are free of danger except for numerous reefs near shore.

(439) Scotland Point, the NE end of Korovin Island, is

distinguished by the large pyramid-shaped rock 100

yards off the point. A 91⁄2-fathom shoal is 1.7 miles NW

of the point.

(440) Grosvold Bay, 2 miles W of Scotland Point, may be

used as an anchorage for small craft. The entrance is

foul on both sides but safe in the middle; inside the bay,

foul ground is along the shores. The 623-foot peak of

the bold rocky headland on the W side of the entrance

to the bay and a waterfall W of the headland are prominent.

(441) The bay between Scotland Point and Grosvold Bay

is not recommended for anchorage.

(442) Henderson Island, 0.2 mile off the W end of

Korovin Island, is small and 58 feet high. From W it is

hard to distinguish from Korovin Island until close-to.

Rocks extend 0.1 mile off the W end of Henderson Island and shoals, covered 8 fathoms and less, extend up

to 1 mile around the island, except on the E side where

a reef extends to Korovin Island.

(443) Korovin Strait, between Korovin and Popof Islands, has a least width of 2 miles and is free of dangers.

The bottom is rough with depths of 25 to over 100 fathoms.

(444) Karpa Island, 4 miles NE from Korovin Island, is

0.7 mile wide, 1.3 miles long, and 1,373 feet high. The

island is grass covered with a smooth profile; a remarkable landslide, 900 feet high, is at the NE point. The island may be ascended only from the SW point; 70 yards

off this point is a pinnacle rock, 50 feet high. A ledge extends 250 yards off the SE point and a narrow kelp field

is along the S and SE sides of the island; otherwise

there are no outlying dangers.

(445) Popof Island, close E of Unga Island in the

Shumagin group, is irregular and rough in shape, with

many hills over 1,000 feet high. The highest point,

1,520 feet, is a short distance NE of the center of the island. The shores are generally rocky and steep and have

many ledges, covered with kelp, extending 200 to 300

yards offshore.

(446) The N and E shores of Popof Island have no outlying dangers, but the shore should be given a berth of

about 0.5 mile. The water is deep and clear between

Androncia and Popof Islands except two shoals. In June

2004, a depth of 61⁄2 fathoms was about 1 mile E of

Popof Island in 55°19'16.6"N., 160°17'34.1"W. and a

depth of 7 fathoms was in 55°19'01.2"N., 160°17'53.6"W.

322 ■ Chapter 6 ■ Volume 9
Temporary anchorage may be found 0.3 mile off the N

shore of Popof Island anywhere W of Pirate Cove in 10

to 20 fathoms.

(447) Pirate Cove, 4.5 miles ENE of East Head, was formerly an important codfishing station but has been

abandoned for many years.

(448) High Island, 0.4 mile off the NE part of Popof Island, is 0.2 mile in extent and 310 feet high, with its

greatest height near its N end. It is grass covered, but

has reddish cliffs showing W and grassy slopes on the

other side. There are 30 fathoms and more 200 yards

from it all around, and the passage between it and

Popof Island is clear. The island can be passed fairly

close-to, and is a useful mark for making Gorman

Strait in thick weather.

(449) Fox Hole, on the E side of the N end of Popof Island,

is about 1.2 miles long in a SSW direction. It affords

well-sheltered anchorage for small vessels in all

weather except E and NE. Depths range from 15 fathoms at the entrance to 51⁄4 fathoms near the edge of the

flat which extends 0.3 mile from the head. The harbor

has a clear width of about 400 yards; foul ground extends over 100 yards in places from the shores, and a

reef extends about 250 yards N from the point on the S

side of the entrance of the narrow part of the harbor.

The N point of the entrance is a sheer cliff about 150

feet high. The only directions necessary are to keep in

midharbor.

(450) Popof Head, 970 feet high and connected to the SE

part of Popof Island by an isthmus, is a high precipitous

headland with a steep talus. Vessels should give this

headland a berth of 0.5 mile, although in fog it might

be approached more closely.

(451) Two large bights, with sand beaches, the W one

known as Red Cove and the E as Simeon Bight, are on

the S side of Popof Island. Both of the bights furnish anchorage in N weather, in 8 to 10 fathoms, sandy bottom.

Landing with keel boats is difficult because of considerable surf and shoal water near the shore. The point separating the bights is a narrow, rocky projection, fringed

with foul ground for 300 yards; rocks awash at low water are 600 yards from shore and 0.4 and 0.7 mile W of

the point. A rock covered 11⁄2 fathoms is in Simeon

Bight at 55°16'33.0"N., 160°23'46.9"W.

(452) Popof Strait, between Popof and Unga Islands of

the Shumagin group, is constricted in the N part by

rocky ledges, but fans out in the S part into a deep and

wide passage.

(453) Egg Island, in the middle of the S part of Popof

Strait, is small, 165 feet high, and grassy on top. Little

Egg Island, close W, is 25 feet high and grass topped.

There are some detached rocks about the islands; vessels should not approach closer than 0.3 mile.

(454) Sand Point, at the W end of Popof Island, is a flat

0.4-mile-long sandspit that marks a turning point to

the narrow N part of Popof Strait. Its S shore is fringed

close-to by rocky ledges and its N shore has sandy bottom. A shoal shelves off about 150 yards W from the

point and then drops off abruptly to deep water; clear

the point by 0.3 mile.

(455) Range Island, in the N part of Popof Strait, is small

and 30 feet high. Foul ground surrounds the island;

vessels should not pass between it and Popof Island.

Popof Strait Entrance Light 1 (55°21'18"N.,

160°30'18"W.), 50 feet (15.2 m) above the water, is shown

from a skeleton tower with a square green daymark on

the N end of Range Island.

(456) East Head, on the E side of the N entrance to Popof

Strait, has foul ground and kelp for 0.3 mile off its W

side extending SW to Range Island. The radio towers

0.3 mile S of the point are prominent from E.

(457) West Head, a projecting point of Unga Island on the

W side of the N entrance to Popof Strait, is a 40-

foot-high black cliff; 0.5 mile S of it are cliffs 300 feet

high. The land W of the head is higher but is broken by

numerous valleys. A depth of 10 fathoms is 300 yards

off West Head, but as Popof Strait is approached a rocky

shoal is 0.4 mile offshore with a least depth of 23⁄4 fathoms in about 55°21'37"N., 160°30'37"W.

(458) A depth of 6 fathoms can be taken through the narrow channel, marked by lights and buoys, in the N part

of Popof Strait, thence depths of 20 to over 80 fathoms

through the open passage E of Egg Island in the S part.

(459) In addition to the dangerous reefs in the N part of

Popof Strait, marked by buoys, the following dangers

must be avoided: a rock covered 33⁄4 fathoms is 4 miles

SSE of Egg Island and 0.5 mile off the Unga Island

shore in about 55°13'01"N., 160°28'47"W.; a 1⁄2-fathom

rock 3 miles SE of Egg Island in about 55°15'50"N.,

160°26'02"W.; a 51⁄2-fathom spot in about 55°19'39"N.,

160°31'33"W., and 0.5 mile 013° from Sand Point;

Caton Shoal, 0.6 mile N of Sand Point, with a 3-fathom

spot; Unga Reef, 0.8 mile N of Sand Point; and reefs

covered 23⁄4 fathoms on both sides of the N entrance to

Popof Strait.

(460) The current velocity is about 0.5 knot in the N part

of Popof Strait and sets N on the flood and S on the ebb.

(See Tidal Current Tables for predictions.)

(461) Humboldt Harbor, on the E side of Popof Strait 1.3

miles NE of Sand Point, is an excellent shelter with

good holding ground. Sometimes a second anchor is

needed to prevent dragging during strong SW winds.

Vessels can anchor in 10 fathoms 0.3 mile offshore with

Humboldt Harbor Breakwater Light 2 bearing 105°

and Popof Strait Entrance Light 1 bearing 005°.

(462) A small-boat basin, protected by breakwaters, is in

Humboldt Harbor. The S breakwater is marked by two

Alaska Peninsula ■ Chapter 6 ■ 323
lights; the N breakwater is marked at the S end by a

light. In June 2006, the controlling depth in the entrance and harbor basin channels was 17 feet except for

lesser depths near the head of channel along the SE

side. In June 2006, except for lesser depths along the

sides, depths in the basin were generally 13 to 18 feet.

The basin provides moorage for 148 craft. The

harbormaster assigns berths. The harbormaster’s office monitors VHF-FM channel 6.

(463) Sand Point, on the N side of Humboldt Harbor, is a

fishing port. The westernmost wharf at the village is

owned by the Trident Seafood Company. The wharf has

a 300-foot face with 24 feet alongside. A machine shop

at the plant can make minor repairs to vessels. The oil

wharf, the easternmost and smaller of the two, has a

60-foot face with 15 feet alongside.

(464) The freight dock, known locally as the ferry dock, is

located at the end of the S breakwater of the small boat

basin and has a 200-foot face with 30 feet alongside.

Dolphins lie 80 feet off each end for mooring large vessels. This pier is used by the Alaska State Ferry and is

operated by the Harbormaster, who can be reached via

VHF-FM radio or phone at 907-383-2331.

Quarantine, customs, immigration, and agricultural

quarantine

(465) (See chapter 3, Vessel Arrival Inspections, and Appendix A for addresses.)

(466) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.)

(467) Gasoline, diesel, water, and maritime supplies are

readily available. A travel-lift is available in the small

boat basin.

(468) The Alaska State Ferry System has monthly service

available during the summer months. Air service is

available 6 times weekly to Anchorage. The municipal

airport and two wharves are located on the N side of the

spit at Sand Point.

(469) The easternmost pier is owned by Peter Pan Seafood; 200-foot face with 20 feet alongside. The western

pier, owned by Trident Seafoods, is in poor condition

and inaccessible to vehicles.

Pilotage, Humboldt Harbor

(470) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(471) The Alaska Peninsula is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3,

for the pilot pickup stations and other details.)

Charts 16540, 16553, 16551

(472) Unga Island, the largest and most important of the

Shumagin group, has several large indentations,

among which are Baralof Bay and Delarof Harbor on

the E side and Zachary Bay on the N. It is quite mountainous, especially the E half. The W half is comparatively low, that part W of Zachary Bay having somewhat

rolling topography. The highest mountains are just SE

of Zachary Bay, a 2,270-foot peak being the highest. In

general, the shoreline is rocky and precipitous. The S

and W coasts are particularly foul. Near the W end of

the N shore is a 3-mile-long sand beach with sand

dunes immediately behind.

(473) The E coast of Unga Island should be cleared by 1

mile to avoid the several offshore dangers, particularly

the 4-fathom shoal 0.5 mile offshore and the 1⁄2-fathom

rock 0.3 mile offshore between Baralof Bay and Delarof

Harbor.

(474) N of Baralof Bay the shore is mostly foul. A few settlers live along the coast. A fishing station is in the

bight W of Hardscratch Point, 3.3 miles S of Sand

Point.

(475) Baralof Bay, 5 miles S of Sand Point, is a good anchorage except in heavy E weather. Baralof Bay Light

(55°14'20"N., 160°32'09"W.), 60 feet (18.3 m) above the

water, is shown from a skeleton tower with a red and

white diamond-shaped daymark on the N entrance

point.

(476) Favor the N side in entering Baralof Bay and anchor in the middle in 16 to 18 fathoms, sticky bottom.

Small vessels can anchor nearer the head in not less

than 6 fathoms; fair holding ground. A small rocky

area, covered 21⁄2 fathoms and surrounded by sandy

bottom, is in the middle 0.5 mile from the head of the

bay in about 55°14'09"N., 160°33'25"W. A sandy shoal

extends 0.3 mile off the S side of the bay entrance.

(477) An abandoned cannery is at Squaw Harbor on the N

side of Baralof Bay, about 0.5 mile inside the entrance.

The cannery does not open up until nearly abreast of it.

The cannery wharf has a 190-foot face with 27 feet

alongside. A caretaker maintains the site year-round

and a processing vessel is sometimes found at the

wharf.

(478) Water is sometimes available during the summer

months. Radiotelephone service is maintained.

(479) A trail leads overland to Unga from across the bay.

(480) Kelly Rock, 3 miles SE of Baralof Bay, is a small,

flat-topped, grassy islet 65 feet high 200 yards offshore;

kelp grows between the rock and the shore.

(481) Delarof Harbor, 9 miles S of Sand Point, is only

sheltered during NW weather and the holding ground

is poor. The harbor is not recommended as an anchorage. Depths decrease from 15 fathoms in the entrance

324 ■ Chapter 6 ■ Volume 9
to 5 fathoms about 300 yards from the inner harbor entrance; it is not safe to anchor in less than about 6 fathoms.

(482) Rocks and islets obstruct the entrance to Delarof

Harbor. Halfway Rock, 0.2 mile offshore on the N side,

is 70 feet high. Cross Island, 0.8 mile W of Halfway

Rock, is 265 feet high. A 1-fathom shoal extends over

100 yards SSE of the island. Elephant Rock, the S entrance point, is a narrow projecting rocky mass 155 feet

high. The base of the rock has been hollowed out by sea

action and from N resembles an elephant. A reef extends N for 300 yards from the point to a rock, 41 feet

high. Dangerous Blind Breaker, 0.4 mile NE of Elephant Rock and in about 55°10'09"N., 160°29'08"W.,

uncovers at extreme low water; depths of 7 to 13 fathoms surround the rock. The W part of the outer harbor

has depths of 31⁄4 fathoms and less.

(483) A 21⁄2-fathom, narrow, constricted passage, leads

from the outer harbor to the shoal inner harbor that

has depths of less than 1 fathom. A large reef on the S

side of the entrance to the inner harbor uncovers at extreme low water. Flagstaff Hill, on the N side of the

narrow passage, is a rounded 81-foot-high point surmounted by a flagpole. A 33-foot high island, close SW

of the point, is connected at mean lower low water.

(484) Unga, back of Flagstaff Hill, consists of a fishing

station, several stores, a school, church, and several

houses. It is the center of a codfishing industry. The anchorage off Unga is not recommended except under

most favorable weather conditions.

(485) The wharf at Unga is suitable only for small craft at

high tide; cargo is lightered ashore from the outer harbor. A ledge, that uncovers, extends 400 yards S from

the wharf.

(486) The S coast of Unga Island should be approached

with caution. There is no shelter or protection, and often a SE storm comes on suddenly, making it a bad lee

shore. It is a poor landfall when approaching from seaward in unfavorable weather, and the currents cannot

be foretold. Dangers along the S coast are within 0.5

mile of the shore.

(487) Unga Cape, the SE point of Unga Island, is a bare,

gray, rugged cliff 855 feet high. A wall-like slab of rock

500 feet high, connected to the cape by a narrow bar, is

just S of the cliff and perpendicular to it. At the foot of

the cliff are ledges. A vessel may pass 0.5 mile off in 25

fathoms.

(488) Sealion Rocks, 3 miles SSE of Unga Cape, are 0.2

mile in extent, 130 feet high, flat topped and grassy. A

breaker extends 0.4 mile NE of them. A vessel may pass

0.5 mile off in 26 to 32 fathoms but should give them a

greater berth. Between Sealion Rocks and Unga Cape is

a clear width of 2.5 miles, with depths from 13 to 30

fathoms and no outlying dangers.

(489) Acheredin Bay, a large open bight in the S shore of

Unga Island, is 3 miles across and 2 miles in depth. Its

shore is a sand and pebble beach, behind which is a lake

7 feet above high water. A vessel may approach to 0.6

mile off the sand beach in 8 fathoms. Anchorage is satisfactory only in N weather.

(490) Acheredin Point, the SW end of Unga Island, is a

black mountain 1,402 feet high with an exceedingly

rough surface and serrated profile. At the end of the

point is a separate hill 500 feet high. The 20-fathom

curve is within 0.3 mile of the S end of the point. There

are numerous rocks and pinnacles around the point,

particularly along the SE and E shores; the most prominent is 50 feet high and about 0.7 mile E of the point. A

sharp pinnacle also forms the S tip of the point.

(491) Sombrero Point is the first prominent headland

5.5 miles N of Acheredin Point. The 1,071-foot peak on

the headland resembles a sombrero from most directions to seaward. The waters fringing the point are

mostly foul for 600 yards offshore.

(492) Bay Point, 12.2 miles N of Acheredin Point, is a

rounded rocky headland 315 feet high; it is a good landmark all around and shows over the land in Unga Strait.

The low sandy neck that joins the point to the mainland

encloses a shallow lagoon that can be entered from N.

The sea bottom is steep-to W of Bay Point; the

10-fathom curve is less than 200 yards from shore. Anchorage, with satisfactory protection from E weather, is

available in 7 to 19 fathoms N and NW of Bay Point and

10 to 15 fathoms in the large open bight S of the point.

Foul areas extend 0.5 to 0.8 mile off the W shore of

Unga Island N of Bay Point.

(493) The 16-mile-wide area between Unga Island and

Wosnesenski Island is full of broken ground and islets.

Kennoys Island, 10 miles W by N of Acheredin Point,

consists of several small islets. Jude Island, 13 miles

NW of Acheredin Point, is 150 feet high and less than

0.3 mile across. It is rounded, grassy on top, and rocky

at the shore. Omega Island, 5 miles W by S of Jude Island, is 90 feet high.

(494) Pinnacle rocks, covered 3 to 8 fathoms, extend as

much as 3.5 miles off Sombrero Point. A rock, covered

2 feet that breaks in moderate swell, is 2.3 miles ENE of

Jude Island; a ridge with several 3- to 10-fathoms spots

extends about 2 miles NNE and SSW of the rock. The

area W of a line between Kennoys Island and Jude Island to Wosnesenski Island has many rocks covered 1

to 10 fathoms. A rock awash is 1.4 miles W of Omega Island.

(495) Unga Spit Light (55°24'23"N., 160°43'51"W.), 40

feet (12.2 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark at

the N end of Unga Island. Depths of 10 fathoms or more

are 0.3 mile N of the spit, but depths of less than 10

Alaska Peninsula ■ Chapter 6 ■ 325
fathoms extend over 1.5 miles E and W of the spit. Temporary anchorage can be had W of Unga Spit during favorable weather.

(496) Gull Island, 3 miles E of Unga Spit, is a flat-topped,

grassy islet 37 feet high and 80 yards across with deep

water within 200 yards.

(497) Zachary Bay, on the N side of Unga Island, is open

and easily entered. Anchorage is available in the outer

part of the bay in 10 to 20 fathoms, sticky bottom, but

the area is exposed to N and NE winds.

(498) Dangers extend off both shores at the entrance to

Zachary Bay. A kelp-marked ledge that uncovers, extends 0.6 mile NE from the W side. Weedy Shoals, two

small reefs 0.2 mile off the E shore halfway from the entrance to North Head, show well at low water. The

lower part of the bay is constricted by shoals extending

from both sides; the head of the bay is shoal.

(499) A better anchorage in Zachary Bay is 0.5 to 1 mile

SW of Round Island in 6 to 12 fathoms, sticky bottom.

The narrow channel to the anchorage passes 500 yards

W of North Head and 200 yards W of Round Island.

(500) Coal Harbor indents the E shore of Zachary Bay

and is the best anchorage for small vessels. Anchor in

about 6 fathoms 0.5 mile SE of Round Island, sticky

bottom. Enter in midchannel N of Round Island, then

follow the shore at a distance of 300 yards. Avoid the

sandspit, covered 1 foot, that extends 0.3 mile SE from

Round Island. The head of the harbor is shoal.

Chart 16551

(501) Beaver Bay, across Unga Strait from Unga Island

and W of Cape Aliaksin, is open to the S but is free of offshore dangers. An exposed anchorage is in the upper

part of the bay in 5 to 25 fathoms; there is little protection from the N winds that tend to draw down over the

mountains and through the valleys into the bay with

intensified force. Dangers are within 0.4 mile of the E

shore and 1 mile of the W shore of the bay; the head of

the bay shoals gradually.

(502) Foul ground with considerable kelp is within the

10-fathom curve that extends from 0.4 to 2.5 miles offshore between Beaver Bay and Pavlof Bay; relatively

shallow water is along the shore. A shoal spot, covered

71⁄4 fathoms, is 2.5 miles SE by S of Seal Cape Light.

(503) Seal Cape Light (55°20'56"N., 161°15'16"W.), 75

feet (22.9 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark

on a small island 3 miles E of Seal Cape. A hog-backed

mountain is 0.8 mile NE of the light. A rock, covered

11⁄2 fathoms, is 0.6 mile offshore 0.8 mile E of the light;

a ledge and broken ground extend to the shore.

(504) Seal Cape has a flat-topped mound 100 feet high at

the outer end, and is joined to the mainland by a low

neck of land; it is difficult to recognize. Moses Rock, 3

miles W of Seal Cape Light, are two breakers 0.3 mile

apart. A 10-fathom depth, irregular bottom, was found

1.2 miles S of Seal Cape; the area was not developed by

further soundings.

(505) Coal Bay, W of Seal Cape, is a good shelter for small

vessels in NE weather. However, only a small part of the

bay has been surveyed; vessels should not enter without local knowledge.

(506) Cape Tolstoi, 8 miles W of Seal Cape Light at the E

entrance to Pavlof Bay, is high and bold with eroded

bluffs from 200 to 600 feet high. The cape is marked by

two peaks that are separated by a deep, narrow valley.

Two prominent pinnacle rocks abut the W face of the

cape. The shore around the cape is foul, but depths of

10 fathoms or more are within 0.5 mile of the cape. A

small, flat, 20-foot-high, rocky island along the outside

coast, 1 mile E of the cape, connects with the mainland

at low water by a reef awash.

(507) Pavlof Bay, on the SE coast of the Alaska Peninsula

25 miles W of Unga Island, is open but leads to Canoe

Bay, a landlocked arm. Several cabins along the shores

are occupied by fur trappers during the winter.

(508) Dangerous rocks and small islands are in the entrance to Pavlof Bay. The E shore is bold and strewn

with rocks and reefs; the interior is mountainous. The

N shore consists of reddish eroded bluffs 30 to 70 feet

high giving way to a sand and ash beach near the entrance to Canoe Bay. The W shore is comparatively low

with rolling grassland in the interior.

(509) NW winds sweep out of Pavlof Bay with great force

in the early spring and fall. The prevailing winds in

summer are SE to SW, and they draw up the bay with

considerable force causing at times a heavy sea in the

upper part of the bay. Fog is more prevalent in the entrance than in the upper part of the bay.

(510) In N weather, anchorage may be selected at any

place in the N part of Pavlof Bay. The bottom consists of

mud and ashes, and has good holding qualities. In SE

weather, good protection may be had just NW of Cape

Tolstoi in 15 fathoms, sticky mud bottom. In W

weather, anchorage may be found near the W shore

about 2 miles S of Ivan Island.

(511) Flat Island, in midentrance to Pavlof Bay, is 62 feet

high, flat topped, and has precipitous shores. A detached reef that uncovers, extends 0.5 mile S of the island. Detached reefs extend 0.3 mile N and 0.2 mile W

of it, but the E side is clear with deep water 0.3 mile off

the island. Irregular bottom, covered 11 to over 20 fathoms, extends 3 miles S from Flat Island. Although volcanic ash bottom is indicated, the banks are probably of

326 ■ Chapter 6 ■ Volume 9
rock structure and may have less water over them; vessels are cautioned to avoid the area.

(512) Black Rock, 1.3 miles off the W entrance shore 4

miles SW of Flat Island, is 15 feet high and surrounded

by deep water.

(513) Lump Island, 1 mile NNW of Flat Island, is 45 feet

high, small, and rocky. A 20-foot-high detached rock is

connected to the S side of the island by a reef that uncovers. A rock that uncovers is 300 yards N of Lump Island.

(514) A dangerous shoal, covered 7 feet, is 0.7 mile E of

Lump Island. Kelp marking the shoal may be drawn

under by strong tidal currents.

(515) Black Point, forming the W entrance to Pavlof Bay

W of Lump Island, is low and indefinite; it is composed

of black cinders and ashes.

(516) Settlement Point, 7.5 miles N of Cape Tolstoi, is a

low narrow tableland. The 208-foot-high hill just back

of the point is prominent. Shelter for small craft may be

had on either side of the point in all except SW winds. A

dangerous reef that uncovers about 4 feet is 0.2 mile S

of the point. A 23⁄4-fathompatch is 1.2 miles N of the

point.

(517) Gull Island, 4.5 miles W of Settlement Point, is a

bird rookery; a reef extends 0.2 mile W of the island.

(518) A bank between Settlement Point and Gull Island

has a least surveyed depth of 12 fathoms; because of the

irregular bottom, there may be lesser depths.

(519) Ivan Island, 1.5 miles NW of Gull Island, is the

largest in Pavlof Bay. It is 200 feet high and flat topped

with vertical cliffs rising abruptly from the water. On

the E side is a shallow basin for launches; about 6 feet

can be carried through the two entrances at high water.

Shoal water with scattered kelp is between Ivan Island

and the mainland.

(520) Round Island, over 2 miles NE of Ivan Island, is 90

feet high, small, and round topped. Two 25-foot-high

rocky islets are NE of the island.

(521) There is considerable foul ground with depths less

than 1 fathom extending as much as 2 miles from the W

shore of Pavlof Bay from Gull Island to and including

the N side.

(522) Canoe Bay joins Pavlof Bay at the NE end by a

175-yard-wide channel between 50-foot-high rocky entrance points. The controlling depth is 23 feet between

deep water in both bays, but care is necessary to avoid

several shoal spots of less than 3 fathoms and a

11⁄4-fathom rock 0.7 mile E of the S entrance point. The

current velocity is estimated at 5 to 7 knots in the entrance; slack water occurs at about the time of high and

low water in Canoe Bay.

(523) A mountainous ridge that culminates in a remarkable volcano with an extinct circular-shaped crater borders the N side of Canoe Bay. Cone Peak, on the S side

of Canoe Bay, is 1,280 feet high and prominent from

Pavlof Bay.

(524) NW winds do not blow strongly in Canoe Bay, but it

is reported that NE winds of winter sweep down the bay

with great violence.

(525) Anchorage in Canoe Bay may be selected just inside

the entrance in 4 to 10 fathoms, hard bottom, or in the

E part in 23 fathoms, sticky bottom.

Chart 16549

(526) On the S side of Alaska Peninsula from Pavlof Bay

to Arch Point is a long, low, sandy beach. The ground

back of the beach rises gradually to the three peaks of

Pavlof Volcano.

(527) Arch Point, at the N entrance to Volcano Bay, is

moderately low with cliffs about 100 feet high; it is

joined by a low neck to the high land farther back. The

cliffs are undercut in several places forming caves and

arches. The rock is black near the water, changing to

light brown above with grassy land back of it. Deep water extends to the S side of the point.

(528) A flat-bottom area makes out from the shore about

6 miles NE from Arch Point, affording good anchorage

in 14 to 15 fathoms on the outer part of the flat area.

The anchorage is useful for vessels waiting for the

weather to clear before attempting the passage among

the islands.

(529) Arch Point Light 2 (55°12'19"N., 161°54'20"W.), 78

feet (23.8 m) above the water, is shown from a skeleton

tower with a red triangular daymark on the SE part of

the point.

(530) An area of broken ground is between Arch Point

and Dolgoi Island. A 13⁄4-fathom rock, 1.5 miles SE of

the light, is marked by a lighted buoy. A 53⁄4-fathom

spot is 0.8 mile NW of the rock and broken ground with

a least found depth of 33⁄4 fathoms extends 0.5 mile ESE

from the rock and a 7-fathom (13.1 m) shoal is 0.7 mile

SW of the rock in 55°11'02.4"N., 161°53'26.9"W.

Local magnetic disturbance

(531) Differences of as much as 10° from normal variation have been observed near Arch Point.

(532) Volcano Bay is free from rocks and shoals, except

near the shores which should be given a berth of 0.4

mile. The shoaling is abrupt from about 30 fathoms to

the flats at the N side of the bay. Good anchorage and

shelter from all except SE winds may be had near its

head in 10 fathoms, sticky bottom. Shelter for small

craft from SE wind may be had in 2 fathoms behind the

sandspit that makes out from the S side of the NW part

Alaska Peninsula ■ Chapter 6 ■ 327
of the bay. Rocks and ledges extend 500 to 700 yards offshore between this spit and Bear Bay.

(533) Bear Bay is a small inlet that affords fair anchorage

in the middle of its entrance. The inner part of the bay

can be entered only by pulling boats.

Charts 16549, 16551

(534) Pavlof Islands, consisting of seven, extend for over

15 miles from the Alaska Peninsula coast S of Pavlof

Bay. Most of the water area inside the outer perimeter

of Wosnesenski, Ukolnoi, Poperechnoi, and Dolgoi Islands has not been surveyed and should be avoided;

many covered and uncovered rocks, ledges, and breakers are in the area.

(535) Wosnesenski Island, the easternmost of the Pavlof

group, has a 1,200-foot, rocky, flat-topped peak near

the E side. Most of the shore around the island is foul.

Small vessels can anchor in the bight on the N shore or

in the small bay with sand bottom on the NE side of the

island. Dangerous rocks, covered less than 10 fathoms,

extend 3 miles N of the island. A submerged rock, covered 3⁄4 fathom, is 1.2 mile N of the NE end of the island.

(536) Ukolnoi Island, 5 miles W of Wosnesenski Island, is

high and mountainous; it is steep and bold at the NW

point. Ukolnoi Island Light (55°14'35"N., 161°39'52"W.),

35 feet (10.7 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark on the NW point of the island. The N shore

should be cleared by more than 1 mile to avoid the broken ground off the island.

(537) Poperechnoi Island, 8 miles SW of Wosnesenski Island, has rugged cliffs 1,200 feet high along its NE

shore and a 1,800-foot peak in the N part. Foul ground

surrounds the island.

(538) Dolgoi Island, 9.7 miles across and grass covered,

is divided into two mountain masses by Dolgoi Harbor

and the lowland at its head. The greatest height at the E

and W ends of the island are 1,450 and 1,510 feet, respectively. The shore is generally abrupt and high. The

N point of the island is an overhanging cliff. The S part

of the island is particularly bold, the cliffs being several

hundred feet high. At the middle of the SE side is a

headland with a cliff over 900 feet high.

(539) Dolgoi Cape, the S point of Dolgoi Island, is

marked by several large detached rocks a few yards off

the shoreline.

(540) The area from 5 miles SE of Poperechnoi Island to

5 miles SW of Dolgoi Cape is full of dangerous rocks

and islets; extreme caution is necessary.

(541) Dolgoi Harboris well protected and provides excellent shelter from violent williwaws; however, the bottom is volcanic ash with poor holding ground. Two

islets are on the W side of the entrance and two larger

islands are inside the harbor.

(542) To enter Dolgoi Harbor, steer 020° for the highest

point (500 feet) of the ridge at the head of the harbor

showing W of the two islands in the harbor, and pass

200 yards or more E of the outer one of the two islets on

the W side of the entrance. Pass W of the first island

within the harbor, favoring the side nearest this small

island to avoid a rock, covered 1 fathom, in about

55°06'14"N., 161°48'38"W. and about 600 yards W of

the small island.

(543) The deeper passage then leads between the two islands in Dolgoi Harbor, taking care to give the N end of

the S island a berth of over 150 yards, and the SE end of

the N island a berth of over 300 yards; the best course

through is about 109°. Or, vessels can take the passage

W of the upper island, which has a depth of about 4

fathoms, by keeping the island at a distance of about

200 yards. This channel obviates the turn between the

two islands, which is somewhat difficult for long ships,

especially during SE winds.

(544) Anchorage in Dolgoi Harbor can be selected anywhere above the islands in 7 to 10 fathoms, mud bottom. The best anchorage is reported to be 1.5 miles

NNE of the N of the two large islands inside the harbor.

A submerged rock, covered 41⁄2 fathoms, lies about 500

yards SE of the S end of the N island in about

55°06'53"N., 161°47'15"W.

(545) Dolgoi Harbor is easily approached with the aid of

the chart, passing on either side of Goloi Island. The

principal outlying dangers in the approach are a rock

covered 1 foot, marked by kelp, with a 51⁄4 fathom area

nearby, 1 mile W of Entrance Island, and a cluster of

rocks about 1.5 miles SSE of Entrance Island with a

least depth of 1 foot.

(546) Bluff Point is a rocky headland forming the NW

end of Dolgoi Island. It rises abruptly to 50 feet, with a

gentle grassy slope to the E.

(547) Goloi Island, within the W limit of the Pavlof

group, is 970 feet high and the sides are generally

abrupt except at the two sandspits, one at the W end

and the other at the middle of the NE side of the island.

Goloi Sandspit Light 3 (55°06'36"N., 161°55'29"W.), 17

feet (5.2 m) above the water, is shown from a skeleton

tower with a green square-shaped daymark on the

point of the spit.

(548) A sandspit makes out from Moss Cape 1 mile NW of

Goloi Sandspit Light; a lighted buoy marks the outer

limit of the shoal extending SE from the cape. When on

S courses approaching the passage between Moss Cape

and Goloi Island, use care not to mistake a pinnacle

rock, midway of the E shore of Inner Iliasik Island and

skylined in the low center of the island, for the light on

328 ■ Chapter 6 ■ Volume 9
Goloi Island. Also, use care in passage to avoid foul

ground making out from either side.

(549) Iliasik Islands, each about 2.7 miles long and 0.7

mile wide, are both high and have cliffs at the water.

Viewed from W, they appear as three islands, as Inner

Iliasik Island is nearly divided by a low neck of land

into parts about 800 feet high. The high N end of Outer

Iliasik Island is also separated by low ground from the

rest of the island. Ledges and kelp extend about 200

yards from the E side and about 0.3 mile from the W

side and SE end of Inner Iliasik. Outer Iliasik is surrounded by ledges and kelp to a distance of 0.3 mile in

places; bare rocks and foul ground extend 0.5 mile

WSW from the W end of the island.

(550) Iliasik Islands Light (55°02'15"N., 161°56'21"W.),

95 feet (29.0 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark on the S end of Inner Iliasik Island. A lighted

buoy is 0.3 mile off the NW extremity of Outer Iliasik Island.

(551) Caution should be used in making the passage between the Iliasik Islands because of reefs that make out

from each island, constricting the navigable channel to

a width of 0.6 mile. Growing kelp has been seen midway

between the islands in the middle of the summer.

(552) From the N point of Inner Iliasik Island a reef extends to the mainland. Just E of the mainland end of

the reef and close to the shore is a large boulder that is

easily recognized. There is little depth on the reef near

the island, and about 8 feet on the greater part of it.

Near the mainland a depth of 11 to 12 feet can be taken

across the reef by passing 100 to 300 yards off the large

boulder on a course parallel to the shore. The passage is

used by local fishing vessels of about 6 feet or less draft

and is not recommended for any but light-draft vessels;

the tendency is to cross too far from the large boulder.

(553) Sarana Island, 270 feet high, is a rocky island off

the S point of Outer Iliasik Island. The island is fringed

with reefs and should be avoided. The passage between

it and the Outer Iliasik is foul. A reef, bare at low water,

is 1 mile E of Sarana Island, and an extensive reef with

occasional bare rocky islets extends to the S from the S

point of Outer Iliasik Island.

(554) A rock, covered 1⁄4 fathom, is about midway between the S end of Outer Iliasik Island and Deer Island.

Vessels should keep well to the N of this rock, as the

area to the S is foul.

Chart 16549

(555) Belkofski Point is the first point on the Alaska Peninsula W of the Iliasik Islands. A reef extends 600 yards

SW from the point, and the shore for 0.5 mile on either

side is fringed by a reef that extends from 100 to 200

yards offshore. Because of the broken and uneven bottom here, the cape should be rounded not less than 0.8

mile.

(556) Belkofski is an abandoned native settlement on the

E side of Belkofski Point. A once prominent Russian

church is in ruins.

(557) Belkofski Bay is deep and free from hidden dangers, except for reefs and ledges near the shore.

Local Magnetic Disturbance

(558) Differences of as much as 5° from the normal variation have been observed on the E coast of Belkofski Bay.

(559) Kitchen Anchorage, on the E side of Belkofski Bay,

is easy to reach and affords good shelter in all except

NW winds. In strong S weather, the williwaws become

frequent and violent. The bottom is soft volcanic mud

and its holding quality is good. A large stream flows

into the head of the harbor. From the N entrance point

of Kitchen Anchorage, for 1 mile to the entrance to the

outer portion of Captain Harbor, the shore is a steep-to

cliff, and may be approached within 200 yards.

(560) Captain Harbor is the indentation at the extreme

NE end of Belkofski Bay. It extends NE for about 2 miles

with an average width of 0.4 mile, and is divided into an

outer and inner anchorage by a shingle spit that extends from the W shore. The outer portion is narrowed

to a width of 300 to 450 yards between the 3-fathom

curves, and the anchorage is in 10 fathoms in the center with the E end of the shingle spit bearing 033° distant 600 yards. The holding ground is poor, of soft

volcanic ash over a hard substratum. The N shore of the

outer anchorage is a low cliff, with shoal water extending 300 yards offshore in places.

(561) The outer part of the harbor has general depths of 8

to 12 fathoms and 10 fathoms can be carried into it. At

the entrance, a slight bar extends off the N side with a

shoalest sounding of 71⁄2 fathoms near the middle of the

entrance. Depths of 4 to 8 fathoms prevail over most of

the inner part and the 3-fathom curve carries practically to the head of the bay, affording good shelter for

small boats.

(562) The W entrance is formed by two low sand-andgravel islets, with flats extending 250 yards to the E and

similar flats extending 400 to 600 yards off the 2-mile

stretch of beach to the W.

(563) The entrance to the inner basin is about 350 yards

wide, with 9 fathoms in midchannel. The inner anchorage, entirely landlocked, is a secure anchorage for

small craft in 7 fathoms, mud bottom, with the end of

the shingle spit bearing 185° distant about 600 yards.

This is the best small-boat harbor along this section.

Alaska Peninsula ■ Chapter 6 ■ 329
(564) To enter Captain Harbor, round the prominent

point at the S entrance to Kitchen Anchorage at a distance of 0.5 mile, and steer 030° to a point 250 yards off

the SE entrance to Captain Harbor. Then steer 054°

and anchor. To enter the inner harbor, continue on the

054° course until midway between the end of the shingle spit and the opposite shore; round the spit and steer

003° for a small stream. Anchor as indicated in previous paragraphs.

(565) Indian Head is a very noticeable promontory about

200 feet high, projecting 0.5 mile into Belkofski Bay on

its W shore. It is distinguished by several pinnacles

near the outer end; a reef extends 250 yards off the

point.

(566) The bight N of Indian Head has even bottom, with

the 3-fathom curve about 600 yards offshore. Vessels of

any size will find excellent shelter from all except S

winds in this bight. Anchorage can be had in 10 to 20

fathoms, sticky bottom. In severe N winds, anchorage

can usually be found in some section free from the

wind. The survey ship found this anchorage by far the

best in this section except for S weather, and the Fox Island Anchorage, described later in this chapter, the best

for S winds.

(567) Slavna Point is the high rocky point on the W side

of the entrance to Belkofski Bay, 1.6 miles S of Indian

Head. It is steep-to, with depths of 8 fathoms 200 yards

off the point.

(568) Bold Cape (55°01.1'N., 162°15.4'W.), on the Alaska

Peninsula opposite Deer Island, is a rugged headland

faced with vertical cliffs, above which the mountain

rises in steep rock-strewn slopes. Several prominent

boulders stand a few yards offshore.

(569) King Cove, W of Bold Cape, reaches inland between

high ridges that rise from the shore on either side of

the cove. The outer bay is deep and free from dangers

except those close to shore. Vessels may anchor in 16

fathoms 0.5 mile off the wharf and about midway between two shores. The anchorage is subject to violent

williwaws that are apt to sweep across the bay from all

points of the compass, but the holding ground is excellent.

(570) Morgan Point Light (55°02'24"N., 162°20'11"W.),

120 feet (36.6 m) above the water, is shown from a

square frame with a red and white diamond-shaped

daymark on the W side of the entrance to King Cove.

The shoal areas extending E from Morgan Point and

from the W shore inside the cove are rocky and marked

by kelp. Near the head and on both sides of the cove a

line of piles or dolphins, some marked with private

lights, mark the offshore limits of the shoal areas. The

bar across the mouth of the cove, 0.5 mile inside Morgan Point, has depths of 11 and 12 fathoms, with sand

bottom overlaying a harder stratum.

(571) Anchorage in the outer part of King Cove is in 13 to

15 fathoms, very good holding ground. Anchorage in

the deeper upper part is in 16 to 21 fathoms, mud bottom mixed with volcanic ash.

(572) King Cove has a wharf and salmon cannery and a

deep-water pier. Water, fuel, and marine supplies are

readily available. Air service to Anchorage is available

and The Alaska State Ferry System provides weekly service during the summer months.

(573) To enter King Cove, steer for the wharf on a

midchannel course. On the ebb, a strong current parallel with the shore sets E along the face of the wharf.

This current is caused by the discharge of water from

the lagoon.

(574) The deep-water pier is located on the end of a

660-foot causeway on the N side of the entrance to

South Harbor and is marked by private lights. The pier

has a 150-foot face with a depth alongside of 30 feet.

Dolphins off each end extend the length to 330 feet for

mooring larger vessels.

(575) South Harbor, just S of the causeway leading to the

deep-water pier, is a dredged mooring basin which is

protected on its S and E sides by a jetty. The basin is entered through a dredged entrance channel between the

deep-water pier and the N end of jetty. In September

2001, the controlling depth in the entrance channel

and basin was 16 feet except for shoaling to lesser

depths along the edges.

Pilotage, King Cove

(576) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(577) The Alaska Peninsula is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3,

for the pilot pickup stations and other details.)

(578) King Cove Harbor, a dredged basin formed by a

rounding spit and a dike which extends from the W side

at the head of King Cove, is entered from the cove

through a dredged channel. In June 2006, the controlling depth in the entrance channel was 14.2 feet with

13 to 15 feet in the basin and alongside the piers.

Greater depths were available with local knowledge.

The entrance is marked by lights. The harbormaster

controls the use of the grid and assigns berths. The

harbormaster’s office monitors VHF-FM channel 6 and

channel 16. A 150-ton travel-lift is available.

(579) King Cove Lagoon is back of the long spit on which

the cannery is located. It is entered through a narrow

channel between this spit and King Cove Harbor. The

lagoon extends NNE for about 2 miles with depths of 5

to 8 fathoms over most of the area. However, an extensive shoal separates the deep water in the N section

330 ■ Chapter 6 ■ Volume 9
from the entrance channel. A fixed bridge with a vertical clearance of 7 feet and a horizontal clearance of 15

feet crosses the entrance channel to the lagoon about

0.2 mile from the E end. The pilings of the bridge are

protected by a stone riprap which extends across the

channel and uncovers 21⁄2 feet. It has been reported that

only skiffs and very small boats pass under the bridge

into the lagoon.

(580) Small craft can be beached on the sandspit that

forms the N shore of the entrance to the lagoon. The

beach slopes evenly and is smooth.

(581) Because of the extensive flats that block the entrance to the upper basin of the lagoon, the plane of low

water in that part of the lagoon is about 2 feet higher

than the corresponding plane in the cove, and there is a

considerable lag in the times of high and low water.

(582) Deer Island, near the coast of the Alaska Peninsula

W of the Pavlof Islands, is separated from the peninsula

by Deer Passage. The passage is a part of the inside

route along the Alaska Peninsula. The island has many

high conical peaks of about the same height, making it

difficult to identify most of them.

(583) Stag Point, at the N end of Deer Island, is a short

sandspit, except for which the shore is rocky and steep.

Stag Point Light (54°59'07"N., 162°18'05"W.), 23 feet

(7.0 m) above the water, is shown from a skeleton tower

with a red and white diamond-shaped daymark on the

point. Back of the point is a high sugarloaf peak. The

point may be recognized by a steep, high, triangular-shaped bluff at the end of a shoulder of the peak that

is conspicuous in the otherwise sloping sides. West

Cape is a ridge of bare rock that ends in sheer faces at

the W extremity and at the two sides. Fawn Point is the

S cape.

(584) A rock, covered 3 fathoms and marked by a buoy, is

1 mile W of West Cape. The SW side of Deer Island is

very foul.

(585) E of Deer Island, the flood current sets N and the

ebb S. N of Fox Island, the flood current sets NE and the

ebb SW. The tidal currents here are somewhat weak.

(586) Approaching Deer Island from W, Fox Island shows

up low and irregular and is not very distinct until some

time after passing Umga Island, distant 14 miles, unless the weather is exceptionally clear. West Cape off

Deer Island shows as a flat-topped sugarloaf, appearing

as a detached island, but later is recognized as a part of

Deer Island, while at the same time Stag Point shows as

a high sugarloaf beyond West Cape. S of West Cape are

two barren craterlike peaks, that form an excellent

landmark.

(587) Fox Island Light (54°57'19"N., 162°26'01"W.), 40

feet (12.2 m) above the water, is shown from a square

frame with a red and white diamond-shaped daymark

on the NW point of Fox Island. Just back of the light is

a prominent knob that is separated from the rest of the

island by a low neck of land. The SE part of the island is

high and nearly flat topped.

(588) Fox Island Anchorage, on the E side of Fox Island,

offers good anchorage in 10 to 16 fathoms, soft bottom,

well sheltered from the wind and sea from NE to SW.

(589) The passage between Fox Island and Deer Island is

clear except for a rock, covered 3 fathoms, about midway between Fox Island and West Cape. In leaving the

anchorage through this passage, round the S end of

Fox Island at a distance of 400 yards and lay a course W

until the lighted whistle buoy about 2.5 miles S of Thin

Point bears about 228°, and Fox Island Light about

068°.

(590) Deer Passage, between Deer Island and Alaska Peninsula, is well marked and a depth of 9 fathoms can be

carried through by following the inside route described

in chapter 3. Exercise caution to avoid the dangers on

both sides of the passage.

(591) Cold Bay, indenting the Alaska Peninsula N of Deer

Island, is large and can be entered by deep draft vessels.

An aerolight is on the W side of the bay.

(592) Mariners should exercise extreme caution when

transiting this area in winter as heavy icing may cause

floating aids to lie on their sides, submerge, be extinguished or off station. Also, vessels entering on the

flood tide can be expected to set towards Kaslokan

Point.

(593) The village of Cold Bay is on the W side of the bay,

and is one of the larger communities along the Alaska

Peninsula.

Pilotage, Cold Bay

(594) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(595) The Alaska Peninsula is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3,

for the pilot pickup stations and other details.)

(596) Vodapoini Point, at the E entrance to Cold Bay, is

low and flat topped with high mountains behind it extending to Lenard Harbor; the shore to Cold Bay is

rocky and bold.

Local Magnetic Disturbance

(597) Difference of as much as 14° from the normal variation, has been observed near Vodapoini Point.

(598) Prominent Bear Rock, 300 yards offshore and 2

miles NW from Vodapoini Point, is 25 feet high, black,

and jagged.

(599) Kaslokan Point Light 2 (55°06'15"N., 162°31'32"W.),

15 feet above the water, is shown from a square frame

Alaska Peninsula ■ Chapter 6 ■ 331
with a red triangular daymark on Kaslokan Point on

the E side of Cold Bay. Kelp Point, 0.7 mile N of the

light, is low and rocky.

(600) A reef marked by heavy kelp extends almost across

the entrance to Cold Bay near Kaslokan Point. A

buoyed 10-fathom natural channel passes through this

area near the E shore to deeper water in the bay. The

foul area with depths of 2 to 5 fathoms W of the buoyed

channel should be avoided. During large tides, the current velocity in the channel may reach 4 knots; with an

adverse wind, tide rips make it dangerous for small

boats.

(601) The N shore of Cold Bay has many boulders. The W

shore consists of low bluffs and sand beaches strewn

with boulders, backed by rolling tundra.

(602) Lenard Harbor, a small but well-protected harbor

formed by an arm of Cold Bay, has anchorage in 16 to

22 fathoms, protected from all seas. The holding bottom is good, but during stormy weather the harbor is

subject to the usual williwaws common in this section,

and during SE weather the wind may funnel through

with terrific force. An extensive reef, awash at ordinary

high water, is 0.3 mile off the S shore of Lenard Harbor.

This reef constricts the anchorage near its head to an

effective width of about 0.4 mile. The water shoals

abruptly to the mud flats at its head and to the reef. A

fine stream of water flows into Lenard Harbor from its

N shore.

(603) Kinzarof Lagoon, at the head of Cold Bay, is large

and irregular in shape. Although it consists mostly of

mudflats, it may be entered at high tide by small

launches; with local knowledge such boats may be

taken to the cabin on the N shore of the lagoon. Just inside the W entrance is a cabin and a small area of deep

water.

(604) Delta Point Light (55°11'30"N., 162°38'41"W.), 48

feet (14.6 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark

on the spit on the W shore of Cold Bay. In N weather,

comfortable anchorage may be selected any place in the

upper bay with mud bottom and good holding ground.

Weather, Cold Bay

(605) The climate at Cold Bay is basically maritime, because of its nearness to extensive open ocean areas; and

temperature extremes, both seasonal and diurnal, are

generally confined to fairly narrow limits. Differences

between maximum and minimum temperatures for all

individual months average less than 10°F (6°C). Although it is practically impossible for cold, continental

air masses to reach the Cold Bay area by moving overland along the somewhat narrow Alaskan Peninsula,

air overlying the frozen ocean surface of the Bering Sea

may take on continental characteristics and bring

rather cold temperatures to the Cold Bay area. Although below zero (<-18°C) readings have been recorded from December to March, inclusive, below zero

readings (<-18°C) are extremely rare.

(606) Winds reaching the station from the SW or E are

quite light, rarely exceeding 13 knots. The open bay

area to the SSE provides not only direct access to winds

from that specific direction, but tends to provide, also,

a funneling effect upon all winds of consequence approaching the Cold Bay area from the SW to the SE to

produce strong SSE winds. From WNW to the NE, the

land is relatively flat with considerable swamp and numerous small lakes. Winds from northerly directions

are little influenced by this relatively flat terrain.

(607) The high frequency of cyclonic storms crossing the

Northern Pacific and the Bering Sea are the dominant

factors in the weather at Cold Bay. These storms account for the high winds and the frequent occurrences

of low ceilings and low visibilities encountered at this

station. Average wind speeds of 17 knots for 24-hour

periods are very common; and frequently speeds averaging 26 knots for a 24-hour period are observed. Average monthly wind speeds of 17 knots or more are

recorded at Cold Bay. These winds generally result

from the strong pressure gradient developing between

the Pacific High and the cyclonic storms in the Northern Pacific and Bering Sea.

(608) Because of the moderating effects of the large,

nearby ocean areas, it is difficult to define the seasonal

periods at Cold Bay. The beginning of spring is late; the

vegetation does not begin to grow until late May or

early June. August is regarded as the midsummer period and autumn arrives in early October. The greatest

frequency of fog usually comes in the summer, with the

foggy period extending from the middle of July to the

middle of September. During the winter months

visibilities are frequently restricted because of the

blowing snow.

(609) The shortest day of the year at Cold Bay has 7 hours

and 7 minutes of possible sunshine; the longest day has

17 hours and 27 minutes of possible sunshine. The

abundant cloudiness realized in the area greatly restricts the amount of sunshine actually received.

Cloudiness averages about nine-tenths sky cover the

year around. Precipitation is frequent, but not abundant. Measurable precipitation is realized on more than

320 days per year, on the average. Annual mean precipitation is slightly over 36 inches (914 mm) with September through November being the wettest months

when, on average, monthly precipitation is greater

than four inches (102 mm). With an average of around

two inches (51 mm), March and April are the driest

332 ■ Chapter 6 ■ Volume 9
months. Annual precipitation extremes include 23.41

inches (595 mm) in 1961 and 53.15 inches (1350 mm)

in 1978. Snowfall is moderate. Annual average snowfall

is about 62 inches (1575 mm) with the snowiest month

being February. Snow has fallen in all months except

July and August.

(610) (See Appendix B for Cold Bay Climatological Table.)

(611) A T-head pier with a 360-foot face and 460 feet of total berthing space, 2 miles NW of Delta Point Light, has

depths of 35 feet alongside. The pier is marked by private lights at its NW and SE ends and is used for ferry

service and the receipt of cargo and petroleum products.

(612) An airstrip at the abandoned airbase at Cold Bay is

used by commercial aircraft; an aerolight is at the airstrip. Radiotelegraph and radiotelephone communications are maintained.

Chart 16535

(613) Thin Point (54°57.4'N., 162°33.2'W.), forming the

W entrance to Cold Bay, is a low, grassy, gently rolling

point. The extremity is a yellow eroded bluff with reefs,

bare at low water, extending from its SW and SE points.

Shoal water, marked by a lighted whistle buoy at the

outer end, extends 1.3 miles S from the point.

(614) Telegraph Hill, 370 feet high, is about 2.5 miles NW

from Thin Point. It is a grassy, symmetrical,

dome-shaped hill that stands out conspicuously as the

only high ground near the point. It is a valuable landmark, for it is often visible when the higher hills are

cloud-covered.

(615) Frosty Peak is the sharp rocky summit of a snowand ice-covered mountainous mass between Cold Bay

and Morzhovoi Bay. It is 5,784 feet high and prominent

from seaward, although its snow capped summit is seldom visible through the low-hanging clouds.

(616) Walrus Peaks, the S of two, 10 miles W of Thin

Point, is a ragged 2,927-foot summit that is prominent

when clear. Other peaks blend into the general mountain mass.

(617) Thinpoint Cove is just W of Thin Point. The E part

of the cove is foul and should be avoided. Numerous

kelp-marked reefs extend into the cove for 2.3 miles W

from Thin Point. The W half of the cove is clear except

for reefs fringing the shore. At the head of the cove is a

series of shallow lagoons that extend N for several

miles, and are connected with Thinpoint Cove by a

small stream. The lagoons can be entered by small

launches at high tide. The cove affords excellent shelter

for small craft in N weather, but care should be

exercised in entering to avoid the reefs to the S and W

of Thin Point.

(618) The coast from Thinpoint Cove to Morzhovoi Bay is

rather rocky, with an occasional sand beach and grassy

bluffs rising from the water. The shore is fairly steep-to,

and the shore reef that extends 200 to 500 yards offshore is heavily marked by kelp.

(619) Sandy Cove is a small bay 8 miles W of Thin Point

and 2.3 miles E of Cape Tachilni. The head of the cove,

which is at the foot of a deep valley making through the

mountains, is clear. The E entrance point is steep-to. A

reef extends S about 0.5 mile from the W entrance

point. Good shelter in N weather is afforded small craft.

(620) Sozavarika Island (see chart 16549), low and

grassy, is 6 miles S from Thin Point and 3.5 miles SW

from Deer Island. The island is composed of shells deposited on rock. Between this island and Deer Island

are many rocks and reefs. A stranded wreck is clearly

visible on the NW shore of the island.

(621) Umga Island, about midway between Deer Island

and Cape Pankof, is a small, grass-covered, rocky island

about 250 feet high. It is surrounded by deep water. The

route from Deer Passage to Cape Pankof passes N of

Sozavarika and Umga Islands.

(622) Rush Rock, covered 6 feet, is 1.5 miles ENE from

Umga Island, and nearly on range with the S side of

Umga Island and Cape Pankof. This reef is of small extent and breaks only with a heavy swell.

(623) Amagat Island, off the entrance to Morzhovoi Bay,

is high and bold, and shows as two parts; the SE part is

1,065 feet high and has a dome-shaped peak, while the

other part is 660 feet high, broader and flat topped. The

island is the nesting place for many birds. A fair anchorage may be had in 16 fathoms just NE of the island.

A deepwater passage is between the island and Cape

Tachilni.

(624) A shoal spot of small extent and covered 51⁄4 fathoms, is 1.7 miles SSW from Amagat Island. Deep-draft

vessels should avoid this spot.

(625) Kenmore Head, forming the W entrance to

Morzhovoi Bay, shows prominently from the usual

coasting track. There is a small summit just W of the

point which drops off with a vertical cliff to the water.

(626) Cape Tachilni, forming the E side of the entrance

to Morzhovoi Bay, is an indefinite rounding point with

grassy bluffs.

(627) Egg Island, 325 feet high, is a rocky precipitous island with a fairly definite summit. Shoal water, covered

with kelp, extends from the island to the mainland. The

S side of the island affords temporary anchorage for

small vessels while waiting for the NW winds to moderate before crossing Morzhovoi Bay.

Alaska Peninsula ■ Chapter 6 ■ 333
(628) Morzhovoi Bay, the last bay indenting the coast of

the Alaska Peninsula, is about 15 miles E of Isanotski

Strait. The broad, deep entrance has no known dangers

except a rock with 12 feet over it, 400 yards E of Kenmore Head. The land bordering the entrance is very

mountainous, giving way to rolling tundra at the head

of the bay. The bay forms a natural draw for the wind

that sweeps in and out with great violence.

(629) Littlejohn Lagoon, N of Reynolds Head, is marked

by a grassy islet off its entrance. The lagoon offers excellent protection in all weather, but can be entered

only by small craft. About 5 feet can be carried through

the crooked channel leading through the entrance, but

once inside, there are depths of 4 fathoms, sticky mud

bottom. Mooring dolphins may be near the entrance.

Littlejohn Lagoon is occasionally used as a refuge for

piledrivers and tenders.

(630) Big Lagoon, the large irregular lagoon at the head

of the bay, has no entrance channel and is full of mudflats.

(631) Middle Lagoon leads to a large lake that is a spawning place for a large run of salmon. A cabin is at the E

entrance point. The lagoon has no channel, and with a

S wind, breakers extend across the entrance. During

the autumn, great flocks of wild geese frequent the lagoon. From Middle Lagoon it is about 7 miles by the

easiest route to the Bering Sea shore.

(632) Boiler Point, on the SW side of Morzhovoi Bay,

marks the end of the mountain ridge extending from

the entrance. A good anchorage, protected from all except NE winds, mud bottom, is in the cove just NW of

the point.

(633) In N weather good anchorage with mud bottom

may be had at any place along the N shores. In SW

weather the cove near Boiler Point offers good protection, while in E weather fair anchorage may be had off

Littlejohn Lagoon. Indifferent anchorage may be had

in the cove just NW of Kenmore Head.

(634) The shores from Kenmore Head to Kabuch Point

are bold and mountainous, with deep water extending

close-to. Ikatan Bay and Isanotski Strait separate

Unimak Island from the Alaska Peninsula. Isanotski

Strait, known locally as False Pass, is in general used

for fishing boats and other craft of less than 10-foot

draft when bound for Bering Sea points. Vessels up to

419 feet in length have entered the strait and docked at

the False Pass cannery which is on the Unimak side, 3.5

miles within the entrance. The region is approached by

steamers from the inside route along the Alaska Peninsula through Deer Passage, from seaward through the

passage between Sanak Island and Hague Rock, and

from the W through the passage between Cape Pankof

and Sanak Island.

Pilotage, Isanotski Strait

(635) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the inside waters

of the State of Alaska.

(636) The Alaska Peninsula is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3,

for the pilot pickup stations and other details.)

(637) Ikatan Bay, on the N side of the Ikatan Peninsula, is

deep and free from dangers except for the area N of

Sankin Island.

(638) Ikatan Point, the N end of Ikatan Peninsula, is bold

and rocky. There is indifferent anchorage just W of the

point, but vessels are apt to drag off into deep water.

(639) Ikatan Point Light (54°46'31"N., 163°11'04"W.), 81

feet (24.7 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark

on the N tip of Ikatan Point.

(640) Sankin Island, about 1 mile from the N shore of

Ikatan Bay, is high and rocky. In the passage between

the island and the mainland is a reef awash at low water.

For several years, during the early part of the fishing

season, two or three floating salmon canneries have operated from the anchorage just W of Sankin Island. After the middle of July, they usually move to the Bristol

Bay region.

(641) The SW side of Ikatan Bay is separated from Otter

Cove by a sandy isthmus 20 to 30 feet high; a shifting

river enters the bay at the middle of this lowland and

the flat off its mouth drops off abruptly to deep water.

Several abandoned fish traps are along this shore. In

September 1980, it was reported that the fish traps

along the S and SW shores of Ikatan Bay had been removed but stumps may remain; caution is advised.

(642) Isanotski Strait (False Pass), between the end of

the Alaskan Peninsula and Unimak Island, has its S entrance at the NW end of Ikatan Bay.

(643) Isanotski Strait Light 2 (54°48'57"N.,

163°21'43"W.), 17 feet (5.2 m) above the water, is shown

from a skeleton tower with a red triangular daymark on

the spit off high and rocky Kabuch Point at the E entrance to Isanotski Strait. A reef that uncovers makes

off a short distance from the point. The W side of the

entrance is a low sand beach.

(644) Whirl Point, on the Unimak side about 1 mile

within the S entrance to Isanotski Strait, is bold and

marked by a light. A reef that uncovers makes off a

short distance from the point, then drops abruptly to

deep water. At high water the end of this reef is made

evident by the swirls of the current.

(645) A private wharf owned by a fish processing company is on the Unimak Island side at False Pass, 3.5

miles N of the S entrance to Isanotski Strait. The wharf

334 ■ Chapter 6 ■ Volume 9
has a 60-foot face and a depth of about 26 feet alongside. A general store is maintained the year round. A

mail plane calls daily except Sunday. The fish processing company office maintains radio and telephone

communications (call sign, KIJ–23, False Pass, on 4125

kHz and VHF-FM channels 16 and 6). Gasoline, distillate, fuel oil, and water are available year round. There

is also a small oil dock with shallow water along its face.

The ebb current flowing S sets toward the low flat point

just south of the wharf, and with such a current, care

must be taken to avoid being set onto this point on

leaving the wharf. Because of strong currents and

changeable eddies, this wharf must always be approached with caution.

(646) A public dock is about 0.5 mile NW of the fish processing wharf and has a reported 175-foot face with 28

feet reported alongside. It is a scheduled stop on the

Alaska Marine Highway System and water and electricity are available.

(647) Isanotski Strait Light 6 (54°51'23"N., 163°23'31"W.),

21 feet (6.4 m) above the water, is shown from a skeleton tower with a red triangular daymark on Island Rock

just off Nichols Point.

Routes

(648) Routes, Ikatan Bay to False Pass.–In entering

Isanotski Strait from Ikatan Bay the Unimak side

should be favored to avoid the reef off Kabuch Point.

Follow the Unimak shore until almost up to Whirl

Point; this shore drops off abruptly and can be passed

close-to. Off Whirl Point, the tidal current may attain a

strength of 7 knots when a tidal current of 4 knots is

predicted off the wharf of the fish processing company

at False Pass. The reef making off Whirl Point, when

covered, is generally made evident by swirls of current.

During the ebb current this reef deflects a violent current directly against the axis of the pass, tending to

turn a northbound vessel toward the E shore of the

strait. Careful steering is required to offset the effect of

this current.

(649) After rounding the reef at Whirl Point stand directly for the fish processing wharf, taking care to avoid

being set too near either shore; avoid the 3-foot ledge

that extends SW from the point 0.4 mile S of Nichols

Point, and Island Rock 0.2 mile WSW of Nichols Point.

A range consisting of the end of the wharf and some

mark on shore back of the wharf would be helpful along

the reach from the turn at Whirl Point direct to the

wharf. If unable to go alongside, a temporary anchorage may be had in the cove just N of the wharf.

(650) A vessel must be able to make 11 knots to be able to

stem the maximum current. Large vessels should enter

only at slack water.

Currents

(651) (See the Tidal Current Tables for daily predictions

at Isanotski Strait.)

Routes

(652) False Pass to Bering Sea.–A route, partially

marked by buoys, can be taken from the food processing company wharf at False Pass through Bechevin Bay

to the Bering Sea. From abreast the wharf, steer a

course to the upper end of the buoyed channel through

Bechevin Bay about 1.1 miles WSW of the N extremity

of Traders Head, thence follow the buoyed channel

through the bay and across the entrance bar to the Bering Sea.

(653) Mariners are advised that the approach to Bechevin

Bay from the Bering Sea is marked by buoys but is very

changeable. Vessels passing N through Isanotski Strait

should call at the food processing company office at

False Pass to obtain information concerning the Bering Sea approach to Bechevin Bay.

(654) Transiting in either direction requires extreme

caution because of the presence of shoal bars at the

edge of deep water between Chunak Point and

Bechevin Bay Entrance Buoy BB. The bars shift frequently. The passage requires local knowledge. Vessels

familiar with the area transit with historically gathered

Loran-C coordinates that are continually updated. Vessels with a draft greater than 14 feet should not attempt

passage; vessels with a lesser draft should try to time

transit at or near low water slack current. The safety

factor represented by a rising tide is a requirement in

this area.

Tides

(655) The tides at False Pass are somewhat irregular and

become diurnal at the time of the Moon’s maximum

declination. The diurnal range of the tide is 4.1 feet.

Ice

(656) The strait is normally open to navigation throughout the winter except under extreme ice conditions.

(657) Traders Cove on the E side of Isanotski Strait, is a

good anchorage.

(658) It has been reported that during NE gales, the wind

in the locality of Traders Cove is deflected to such an extent as to blow in an opposite direction.

(659) Bechevin Bay, which is an enlargement of the N

end of Isanotski Strait, is shoal and full of sand and

mudflats. The bay enters the Bering Sea between

Chunak Point on the W, and Cape Krenitzin on the E.

Cape Krenitzin Light 7 (55°03'47"N., 163°25'18"W.), 30

feet (9.1 m) above the water, is shown from a skeleton

tower with a square green daymark on the W side of the

Alaska Peninsula ■ Chapter 6 ■ 335
cape. The approach to Bechevin Bay from the Bering

Sea is marked by buoys; local knowledge is advised because of the constantly shifting shoals in this entrance

and along several areas of the channel throughout the

bay.

(660) Hotsprings Bay, a large bight in the SE corner of

Bechevin Bay, is a fair anchorage sometimes used by

fishermen. A small reef, awash, is in the entrance,

about 0.4 mile NE of the N end of Traders Head, but

good water lies on either side of the reef. The bottom is

generally black mud and moss.

(661) St. Catherine Cove is the W bight in the N end of

the strait. In former years there was a channel leading

into the cove affording anchorage for small schooners,

but it has shoaled and the cove is nearly bare at low water.

(662) Rocky Point, about 4 miles SE of St. Catherine

Cove, is marked by a light.

(663) About 2.7 miles NW from Rocky Point and 0.5 mile

offshore is a reef bare at extreme low water. Several local boats have struck this reef.

(664) Ikatan Peninsula, the SE extremity of Unimak Island and S of the end of the Alaska Peninsula, is about

10 miles long and is composed of several mountain

masses separated by low depressions. The wind blows

through the low depressions of the land with great

force. The S shore of the peninsula has rocks and breakers.

(665) Cape Pankof, the E end of Ikatan Peninsula, is a

sheer rocky headland consisting of a single 1,243-foot

peak dropping immediately to a bluff that forms the SE

side of the cape.

(666) The slope of the top of the bluff descends gradually

from the peak to the N, whereas to the S the descent is

broken in the form of vast steps. From the S, the peak

has a sharp outline and an abrupt rise from the sea.

(667) Another prominent headland, 1,070 feet high, rises

precipitously from the bluffs on the S shore of Ikatan

Peninsula, 1.5 miles W of the S extremity of Cape

Pankof. The mountain masses of the two headlands are

separated by a low depression 0.8 mile W of the cape.

The bluffs are rust and gray in color. The slopes are

grass covered in the summer with frequent bare spots.

On the higher bluffs is evidence of small rockslides.

(668) A shoal with a least depth of 7 fathoms has been reported 2.7 miles 022° from the southernmost bluff of

Cape Pankof (54°39.5'N., 163°03.7'W.). A depth of 71⁄2

fathoms is about 10 miles SW of Cape Pankof in

54°31.5'N., 163°14'W. This shoal, about 350 yards

across, is surrounded by depths of 25 to 30 fathoms (see

chart 16520).

(669) A submerged rock that breaks with a light swell

during low stages of the tide, is about 1 mile W from the

southernmost bluff of Cape Pankof (54°39.5'N.,

163°03.7'W.), and about 300 yards offshore. Another

offshore danger is off the E point of the entrance to

West Anchor Cove.

(670) Pankof Breaker, a sharp pinnacle rock with 3⁄4

fathom over it, is a little over 2 miles 053° from the SE

point of the entrance to East Anchor Cove. During the

summer the rock seldom breaks. Depths of 12 to 14

fathoms are close to the rock. A buoy is 400 yards E of

the breaker.

(671) East Anchor Cove, on the N side of Cape Pankof, is

a good anchorage except for winds from the N to SE,

through E. The cove is large and easily entered. Pankof

Breaker is the only danger in the approach. An abandoned fishtrap is just inside the SE entrance point. Anchorage may be selected as desired in 7 to 10 fathoms.

(672) Westdahl Rock, covered 3 fathoms, is 7.9 miles

104° from Cape Pankof Light. It is a rocky patch of

small extent.

(673) Bird Island, about 0.5 mile in extent, is the most

prominent landmark between Capes Pankof and Aksit.

From the S, the island appears as a single elevated

rocky mass, rounded but somewhat ragged in outline;

the highest point, 775 feet, is a knob readily identified.

Steep sides, fringing rocks, and breakers make a landing very difficult. The only practical landing place is on

the N tip which has a steep beach of rather coarse

gravel.

(674) A bar, consisting of a submerged reef, connects

Bird Island with the W point of the entrance to Dora

Harbor. The greatest depth is 51⁄4 fathoms, and passage

is not recommended. This bar depth is on the line passing through the 1,760-foot peak 1.6 miles N of Cape

Aksit and the summit on the W point of the entrance to

West Anchor Cove. The line crosses the bar a little more

than halfway from the point, on the N, to Bird Island. A

submerged rock on the bar is a little less than halfway

from the point to the island. The rock does not break in

ordinary weather.

(675) West Anchor Cove, the largest indentation on the S

side of Ikatan Peninsula, affords indifferent anchorage.

Anchorage in East Anchor Cove is preferable. The anchorage for all but small craft is confined to the open

part of West Anchor Cove, which is exposed to S and SW

weather, always accompanied by heavy ocean swells.

The bottom in West Anchor Cove is fine, dark, gray

sand, which is good holding ground. The entrance is

wide and clear, but rocky reefs extend from the points

on either side. A narrow shelf of rocks extends along the

shore at the E point of the entrance, the outer edge of

which shows at half tide and probably breaks all the

time. A rock covered 21⁄2 fathoms is off this ledge, 0.5

mile SW from the point. This is the outermost danger

in the approach from the E.

336 ■ Chapter 6 ■ Volume 9
(676) A prominent flat rock, 4 feet high, is 0.5 mile off the

round point on the E side of West Anchor Cove and

about the same distance inside the entrance. This feature marks the W limit of the dangers on the E side of

the cove and has been found useful for making the anchorage in thick weather. A detached shoal of 23⁄4 fathoms is in the middle of the inner part of the cove about

1.2 miles from the head. The shoal marks the upper

limit of anchorage for all but small craft. Rocky ledges

extend from the N and S shores but not over 300 yards.

A prominent rock, 46 feet high, is close off the E shore,

about 1.2 miles NE of the E entrance point.

(677) The bight between West Anchor Cove and Dora

Harbor is small and exposed. Rocky reefs extend about

400 yards from the shore off the entrance points. A

prominent rock, 32 feet high, is 330 yards off the W side

of the headland at the E end of the bight. A prominent

rounded rocky hill, 788 feet high, dominates the headland.

(678) Dora Harbor, on the S side of Ikatan Peninsula,

provides the only good anchorage with protection from

all winds and sea on the S side of Unimak Island, but the

harbor is limited to small vessels. The entire shore is

fringed with ledges, partly bare at low water, to a distance of about 300 yards. The reef extending 0.3 mile W

from the E point of the entrance and the bar from the W

point toward Bird Island afford protection from ordinary S and W swells at the outer anchorage, but a heavy

swell from S is uncomfortable. The outer anchorage,

however, is seldom used.

(679) Low tableland terminates in bluffs at the shores on

both the E side of Dora Harbor and the middle point of

the W side.

(680) The inner harbor of Dora Harbor is a slight expansion at the head with depths of 9 to 12 feet in the middle. A heavy swell from the S will cause this anchorage

also to be uncomfortable.

(681) In entering Dora Harbor care should be taken to

avoid a rock, that uncovers, about 0.3 mile 220° from

the E point at the entrance. The rock is detached and

200 yards from the edge of the shore reef. In calm

weather, when the rock is covered, a light swell may not

cause a breaker. Favor the W side in the entrance to

avoid the reef extending about 0.3 mile W from the

point on the E side of the entrance, and then steer

midharbor courses to the inner harbor, where anchorage with somewhat restricted swinging room is afforded vessels of 7 feet or less draft. Care must be taken

to hold the midharbor course in entering the inner

harbor in order to avoid reefs that make out 325 yards

from the points on each side.

(682) Otter Cove is an open bight between Ikatan Peninsula and Cape Aksit. The shores on both sides are characterized by high bare rocky cliffs. The sand beach

forming the head is bordered by a series of

grass-covered dunes. Other dunes in the form of ridges

are farther inland.

(683) Otter Cove is exposed to S winds and ocean swells,

and always has a heavy surf. N winds blow with great violence over the low isthmus separating it from Ikatan

Bay. The only safe boat landing is in the NE corner of

the cove. Two rocks, close together that uncover 1 foot,

are over 0.5 mile from the shore of Ikatan Peninsula

and 3.5 miles NE from Bird Island.

(684) The story has been handed down among the natives

that a channel once existed between Otter Cove and

Ikatan Bay and that Russian vessels once sailed

through.

(685) Cape Aksit, the W point of Otter Cove, is bold and

rugged.

(686) Cape Lazaref and the S coast of Unimak Island are

described in chapter 7.

Charts 16520, 16547

(687) Sanak Islands, the southwesternmost group of islands along the Alaska Peninsula, cover an area 20

miles long and 10 miles wide. The group consists of two

large islands, Sanak and Caton, and numerous small islands and rocks, all of which are bare of trees.

(688) Sanak Peak, part of the mountain mass at the NW

end of Sanak Island, is 1,740 feet high and a prominent

landfall. A 787-foot peak, 1.5 miles to the NW, is often

visible when Sanak Peak is obscured by clouds. A ridge

rises to more than 200 feet on the E side of the mountain mass, but most of the remaining land area in the

group is low in comparison, being over 100 feet high on

the N side, decreasing to less than 40 feet high among

the S islands and rocks.

Anchorage

(689) Anchorage at Sanak Islands is suitable for small or

moderate-sized vessels. Caton Harbor affords the only

shelter from all winds.

Dangers

(690) Dangers along the N side of Sanak Islands are

within 0.5 mile of the shore, except Crowley Rock, 1.5

miles offshore 348° from Sanak Peak. This rock has

several small pinnacles with a least depth of 1⁄2 fathom

over them. The rock, not always marked by kelp, only

breaks in a disturbed sea and occasionally shows a

prominent slick.

(691) Foul ground of numerous reefs, islands, islets,

shoals, and covered and uncovered rocks extends almost 6 miles S and over 12 miles W of Sanak Islands;

heavy breakers extend a considerable distance offshore.

Alaska Peninsula ■ Chapter 6 ■ 337
Aleks Rock, 16.7 miles 241° from Sanak Peak, is covered 11⁄2 fathoms and is the farthest outlying known

rock SW of Sanak Islands. A 71⁄2-fathom pinnacle is 4

miles N of the rock.

(692) The harbors on the S side of the Sanak Islands, except possibly Peterson Bay, should not be approached

without local knowledge.

(693) Caton Island, at the E end of the Sanak group, is

rolling and grass covered. Most of the beaches are composed of rocky ledges, or boulders and gravel. Steep and

prominent bluffs are on the NW point. The low E side

and the S side of the island are fringed with rocky

ledges up to 1 mile offshore.

(694) Whale Bay, on the NE side of Caton Island, is extremely shoal.

(695) Temporary anchorage in S winds can be had W of

Caton Island and S of Lida Island. Approaching the anchorage from E, stand in near the visible rocks off the E

end of Lida Island, taking care to avoid the partially

covered reef, nearly 0.5 mile E of Lida Island, that extends N from Caton Island. Anchor about 0.4 mile from

Caton Island, and 0.3 to 0.5 mile S of Lida Island, in 6 to

7 fathoms, sandy bottom. Care should be taken not to

approach the S side of the anchorage.

(696) If the anchorage S of Lida Island is approached

from W, steer for the SW side of Caton Island on 144°,

passing about 0.5 mile S of Lida Island, and leaving a

rock that uncovers, 0.5 mile N from Wanda Island,

about 0.4 mile on the starboard hand, and anchor as directed above. The W end of Lida Island should not be

approached closer than 0.5 mile.

(697) Caton Harbor, between Sanak Island on the E and

Caton Island on the W, is large and affords anchorage in

2 to 3 fathoms, sandy bottom; it is protected on the S by

Elma Island and on the N by the islands and reefs between Caton Island and Sanak Island. The harbor is

protected from all swells, and schooners of considerable size have wintered here. These waters provide the

best all-weather anchorage for small vessels in the

Sanak Islands. Water in small quantities may be obtained.

(698) Princess Rock, off the W end of the islet in the center of Caton Harbor, is the most prominent feature in

the vicinity. It is high and grassy on top; extensive reefs

surround the rock.

(699) The best entrance to Caton Harbor is from the N

through a narrow channel close to the W end of Caton

Island. Proceed as directed for entering the anchorage

S of Lida Island from W, and when well past the rock

that uncovers, 0.5 mile N of Wanda Island, bring the S

side of the rock that uncovers in range with Northeast

Point astern, and stand in, keeping the range astern,

course 125°, until close to Caton Island. Then keep the

bare rocks and kelp projecting from Caton Island close

aboard on the port hand, but do not approach the kelp

on the starboard hand; the least depth in the narrowest

part of the passage is 31⁄2 fathoms, shoaling inside to 3

fathoms. When past the rocks on the port hand, steer

193° for about 0.5 mile, and anchor in about 3 fathoms

with Princess Rock in line with Sanak Mountain, bearing 294°. This anchorage is about 0.5 mile from Caton

Island, and the same distance from the nearest reef on

the W side. Anchorage, with probably better shelter

from NE gales, can be made off the sand beach on Caton

Island, just inside the narrow entrance.

(700) To enter Caton Harbor from the S through Devils

Pass, W from Elma Island, or through Southeast Pass,

E of Elma Island, requires local knowledge to avoid the

reefs and breakers. These passes should not be attempted by a stranger. Surveys indicate a controlling

depth of 11⁄4 fathoms in the approach to Devils Pass

with deeper water through the narrow part of the pass.

Tide rips in Devils Pass are at times dangerous to small

craft.

(701) Sanak Island, largest of the Sanak group, has rocks

and reefs along its shores and is indented by several

harbors that can be used by small vessels. The westernmost breakers of the rocks, which form a continuous

barrier from the W side of the island, are 2 miles offshore, or 1 mile W from the northwesternmost bare

rocks of the barrier. Cattle are raised on the island.

(702) Finneys Bay, at the NE end of Sanak Island, is obstructed by rocks; steep and prominent rocky bluffs are

NW of the bay.

(703) Northeast Harbor, on the NE side of Sanak Island,

affords temporary anchorage about 0.2 mile SSE from

100-foot-high Northeast Point, in 13 fathoms. Eagle

Rock, near the middle of the harbor, is 58 feet high and

surrounded by a ledge that uncovers and a reef that

connects it with the head of the harbor. A reef that uncovers extends along the N side of the harbor; a

24-foot-high rock is 0.4 mile W of Northeast Point.

Small vessels may anchor between Northeast Point and

Eagle Rock, with Cherni Island, 13 miles NE, just open

of Northeast Point, in 6 to 9 fathoms, sandy bottom.

The harbor is exposed to E winds. Water can be obtained.

(704) Johnson Bay, 1.5 miles W of Northeast Point, has

an inner harbor for small craft, where there is a fishing

station. Vessels may anchor just inside the entrance to

the bay, favoring the E side, in 9 fathoms, with protection from S and W winds. Rocks are close to the W entrance point.

(705) Unimak Cove, 2.5 miles W of Northeast Point, is an

unimportant open bight.

(706) Pavlof Harbor, 4 miles W of Northeast Point, is reported to be a good shelter for small craft, but local

knowledge is required to enter because of reefs at the

338 ■ Chapter 6 ■ Volume 9
entrance. Pavlof Harbor is a village at the head of Pavlof

Harbor.

(707) Murphys Cove, 7 miles W of Northeast Point, is

protected by a reef and affords shelter for boats of local

fishermen.

(708) Sanak Harbor, at the NW end of Sanak Island, affords restricted anchorage for small vessels with protection from S and W weather, but is exposed to winds

from NW to E, and a swell makes in with strong W

winds. Temporary anchorage may be had about 0.2

mile NE of Point Petrof, in 10 fathoms. The diurnal

range of tide is 6.6 feet.

(709) Approaching Sanak Harbor from N, steer for the

787-foot peak of Sanak Mountain on any course between 140° and 176°, taking care to avoid Westdahl

Rock. When off the entrance, steer 193° for the middle

of the entrance and anchor in midchannel in 3 to 4

fathoms. The covered rocks off the entrance points are

marked by kelp. Take care to avoid the 23⁄4-fathom spot,

0.2 mile N of the E entrance point, and a rock, covered 7

feet, 200 yards off the E shore 300 yards inside the entrance.

(710) A bight on the E side of Clifford Island (54°23.0'N.,

162°47.0'W.), on the S side of Sanak Island, affords anchorage for small craft in 21⁄2 fathoms, rocky bottom.

Local knowledge is necessary to reach the anchorage

because of the numerous rocks and reefs on the S side

of Sanak Island.

(711) Peterson Bay, on the SE side of Sanak Island, is

well protected from all but SE winds, especially for

small vessels of 12 feet or less draft that can anchor well

inside the bay. It is reported that during NE winter

gales a heavy swell makes into the bay. In the widest

part of the bay near the head are depths of 2 to 21⁄4 fathoms. A 11⁄4-fathom spot is in midchannel about 0.5 mile

inside the S entrance point. Another shoal of 13⁄4 fathoms, marked by heavy kelp, is about 350 yards off the S

shore and about 0.2 mile inside the S entrance point.

The diurnal range of tide is 6.2 feet.

(712) In approaching Peterson Bay from E, give the E and

SE sides of Caton Island a berth of about 2 miles to

clear the reefs and the breakers that extend more than

1 mile offshore, and steer 262°, passing 1 mile S of

Umia Island and Telemitz Island. When Telemitz Island is abeam, bring the tangent of the N side of Peterson Bay in line with the slight saddle between Sanak

Peak and the E shoulder of Sanak Mountain, and run in

on this range, course 318°. When the S point of the bay

is about 0.7 mile distant, haul N a little so as to bring

the N side of the bay in line with the extreme SW tangent of Sanak Mountain, and run in on this range,

course 311°, until the S point at the entrance bears

177°. Then steer 294° for the middle of the bay but

avoid the 11⁄4-fathom spot S of the course, and select

anchorage according to draft.

Charts 16547, 16540

(713) Sandman Reefs, a large area of foul ground with

numerous islands, islets, and rocks, extend from the

Pavlof Islands and Deer Island on the N almost to the

Sanak Islands on the SW. This area has not been completely surveyed and should be avoided.

(714) Pinnacle Rock and Clubbing Rocks, on the E and

W side of Sandman Reefs respectively, are Steller sea

lion rookery sites. There is a 3-mile vessel exclusionary

buffer zone surrounding these rocks. (See 50 CFR

223.202, chapter 2, for limits and regulations.)

(715) Hague Rock, at the S end of Sandman Reefs, is 47

feet high, rocky, and grass covered, with deep water

close to the S side. A reef extends over 1 mile NW from

the rock. Hague Rock Light(54°33'00"N., 162°24'05"W.),

60 feet (18.3 m) above the water, is shown from a square

frame with a red and white diamond-shaped daymark.

(716) The wide and clear passage between Hague Rock

and Sanak Islands is used by large vessels going between the Pacific Ocean and Ikatan Bay.

(717) Cherni Island, 5 miles N of Hague Rock Light, is

grass covered, and shows as rolling land in the N part

gradually rising to two prominent 162-foot sharp hills

near the S end. The SW side of the island is a bare rock

cliff, rising to 90 feet. There is a good small boat anchorage at the N end of the island; strong N winds here

only cause small swells at high tide. The anchorage can

be approached only from the N with local knowledge.

Cattle are reported on the island.

Alaska Peninsula ■ Chapter 6 ■ 339
340 ■ Chapter 7 ■ Volume 9
Aleutian Islands

(1) This chapter describes the Aleutian Islands and the

many passes leading from the Pacific Ocean into the

Bering Sea. Also described are the harbors of Dutch

Harbor on Unalaska Island, Kuluk Bay on Adak Island,

Massacre Bay on Attu Island, and many other smaller

harbors in the Aleutian Islands.

Charts 16011, 16012

(2) Aleutian Islands, extending in a 900-mile arc from

Unimak Island to Attu Island, are a westward continuation of the Alaska Peninsula and form the southern

limit of the Bering Sea. The most important groups of

islands in the chain are Fox Islands, Islands of the Four

Mountains, Andreanof Islands, Rat Islands, and Near Islands.

(3) Most of the islands are mountainous; the coasts are

bluff and exposed; the shores are bold, with many

off-lying islets, rocks and reefs; the beaches are rocky

and narrow; and the water is usually deep close to

shore. As a rule, seabottom features are similar to those

of the adjacent land.

Anchorages

(4) Most of the larger islands in the Aleutians provide

some sheltered anchorages as mentioned in the text for

the individual places. The better known harbors are:

Akutan Harbor on Akutan Island, Dutch Harbor on

Unalaska Island, Nazan Bay on Atka Island, Kuluk Bay

on Adak Island, Constantine Harbor on Amchitka Island, Kiska Harbor on Kiska Island, and Massacre Bay

on Attu Island.

Dangers

(5) Nearly all beaches in the Aleutian Islands present

natural obstacles to landing. The shores are generally

precipitous; the breakers are heavy and in many cases

the approaches are filled with jagged rocks and kelp

beds which are unusually abundant in the Aleutians; in

winter, the kelp disappears entirely. Sand beaches are

rare; usually being found only at the heads of bays; and

in no case does a beach extend more than 50 yards inland from the high-water line.

(6) When heavy swells and seas are encountered along

a beach, a landing in a small boat should not be

attempted as there are strong and dangerous undertows accompanied by variable currents. In addition to

the lack of surveys, navigation in this region is made

difficult by the prevailing thick weather and further by

the lack of knowledge of the currents which attain considerable velocity at times.

Currents

(7) S of latitude 50°N., is an E drift across the Pacific.

An eddy, accompanying this flow, sets W along the S

shore of the Alaska Peninsula and the Aleutian Islands

and then drifts through the passes into the Bering Sea.

These currents form a part of the general circulation of

the North Pacific Ocean.

(8) Through the Aleutian Islands passes, the velocities

of the currents caused by tidal and wind effects are

large enough to mask the continual N drift through the

passes.

(9) In the past, numerous reports have been received

to the effect that the flood currents flowing into the Bering Sea are very much stronger than the ebb currents.

These reports have been largely discounted by observations in a number of the passages which in general reveal equally strong ebb currents flowing through the

passes from the Bering Sea. It is believed that because

of the large diurnal inequality in the current of this region, mariners have been deceived by the long periods

of flood current that occur near the times of the moon’s

maximum declination.

(10) Currents are highly complex, making generalizations impossible. They set counter to general trends in

many places along shores, even within major passes.

Whirls and eddies in wide distribution further complicate the problem.

(11) All passages in the Aleutian Islands have strong

currents. In the narrow Akun Strait, the current is reported to reach a velocity of 12 knots. Because of the

scarcity of reliable observations, definite current predictions can be made for only a few of the passes. Current predictions for some of the more important passes

may be obtained from the Tidal Current Tables. The effect of the tidal currents has often been felt offshore at a

considerable distance from the passes, resulting in unexpected sets. Mariners should guard against such contingency. In the region of the Aleutian Islands the

navigator must heed the currents carefully; a vessel is

Aleutian Islands ■ Chapter 7 ■ 341
in more danger there from that cause than from any

other, except the lack of surveys. In bad weather, the

currents cause much heavier seas, and this effect has

been noticed as much as 20 miles off the passes.

(12) In general, tide rips occur to the S of the passes on

the ebb and to the N on the flood, furnishing a rough

means of determining the set of the current, although

local tide rips may be caused by detached banks.

(13) Tide rips even well off the entrances may appear as

broken, choppy seas, with a few steep, short swells near

the edge. In rough weather, the effect is to make the

seas higher and steeper. The tide rips are much more

noticeable during periods of tropic tides. Whirls are

more likely to occur in the passes near the times of

slack water.

(14) A characteristic of the currents in the vicinity of

the Fox Island Passes is the sudden change from slack

to strength of flood. A change from slack to almost 2

knots in 10 minutes has been noted, and in many cases

the maximum flood occurs within 11⁄2 hours after slack.

It is therefore probable that the worst tide rips occur at

the first of the flood, and under exceptional combinations of weather and tropic tides an effect resembling a

bore may be caused in the narrower passes.

(15) In Unimak Pass the current is probably strongest

between Scotch Cap Light and Ugamak Island, where at

strength of flood or ebb the velocity averages about 3

knots, but the maximum may exceed this figure considerably during tropic tides when 6 knots during the

flood and 6.5 knots during the ebb are to be expected.

(16) The current has a large diurnal constituent that at

times of tropic tides may cause the current to set continuously in a flood direction for as much as 18 hours.

(17) The set of the flood in Unimak Pass averages about

300°. A vessel proceeding from Unimak Pass toward

Avatanak Strait will experience a set when off Ugamak

Strait and off Derbin Strait. When crossing the deep,

usually marked by tide rips, N of Derbin Strait, a strong

set in the direction of the axis of the deep is often experienced. Only weak currents are noted along the shore

of Tigalda Island, but farther to the N strong ebb currents, setting toward Avatanak Strait, have been encountered.

(18) Tide rips occur off the E end of Ugamak Island and

in places where there is a sudden change of depth.

(19) Instances have been reported of vessels, hove-to N

of Unimak Pass and waiting for clear weather, being

carried through the pass by the current and finding

themselves on the opposite side when the fog lifted.

(20) In Akutan Pass the currents have an average velocity at strength of about 5.5 knots; however, velocities of

9 knots may occur.

(21) The tide rips in Akutan Pass are strong during the

periods of largest tides. With a heavy NW wind, the rips

are menacing in the vicinity of the 15-fathom spot just

S of Cape Morgan. They are confused and make a vessel

very uncomfortable; they are dangerous for small craft.

However, the strongest rips are not generally found in

the middle of the pass. With a current setting N, the

rips will be strongest in the N entrance, and with a current setting S, the strongest rips will be found at the S

entrance to the pass. When the current setting N is opposed by a strong N wind, the tide rips in the N entrance

to the pass are dangerous, and it is advisable not to use

this pass in a gale. Under ordinary conditions, when

there are no strong winds, this pass can be used by

full-powered steamers at any stage of the current, but

sailing vessels should not use it except at or near slack

water. It is said that the most dangerous rips occur at

the N entrance to the pass.

(22) In Unalga Pass, NE of Fisherman Point near the

center of the pass, the average tidal current at strength

is about 6 knots. At times of tropic tides, current velocities may reach 9 knots. The maximum velocity occurs

in a short stretch between Fisherman Point and Unalga

Island, and the strongest current can be avoided by favoring the Unalga Island shore. The current along the S

side of Unalga Island will rarely exceed 2 knots.

(23) The tide rips in Unalga Pass accompanying a flood

current are most pronounced NE of Erskine Point.

With an ebb current the most pronounced tide rips occur off Brundage Head. During the periods of tropic

tides, however, tide rips may occur throughout the

length of the pass. Small boats can avoid the tide rips by

keeping close to the Unalga Island shore.

(24) Treacherous seas caused by wind or ocean swell opposing the current may be encountered in the narrow

part of Unalga Pass. When tide rips are heaviest in

Akutan and Unalga Passes, the water is broken into

heavy choppy seas which board a vessel and make it difficult to control the steering. Tide rips are dangerous

for small vessels even if there is no wind or sea.

(25) Additional information on currents will be found

elsewhere in the text under their respective localities.

Tides

(26) General tide information in the Aleutian chain is

contained in the Tide Tables.

Local magnetic disturbance

(27) Differences have been found in many areas in the

vicinity of the Aleutian Islands. On land, differences

from normal variations of as much as 8° have been observed, with 3° and 4° rather common. Unusual disturbances have been observed on the NW coast of Tigalda

Island E of Kelp Bay; on the S shore of Akun Bay; on

Cape Aiak, Unalaska Island; in Nazan Bay, Atka Island;

on Yunaska Island; and on Amukta Island.

342 ■ Chapter 7 ■ Volume 9
Weather, Aleutian Islands

(28) The weather of the Aleutians is characterized by

persistently overcast skies, strong winds, and violent

storms. It is often variable and quite local. Clear

weather is seldom encountered over a large area. North

shores are usually better off than South ones. The winter temperatures are moderated by the relatively warm

waters of the Japan Current, so the islands are usually

free from ice, which would hamper navigation. At Adak,

overcast conditions average nearly 75% of the time

during June and July, dropping back to approximately

50% of the time from October through February.

(29) Winds are variable, local, and often strong. From

the Fox Islands to the Andreanof Islands, SW through

NW winds are the most common except in midwinter,

when winds from all directions are frequent. There are

numerous local variations to this general flow. On

Unimak Island, southeasterlies are common in midwinter. Southeasterlies are also prevalent on the N side

of Unalaska Island from November through February.

At Atka, NW winds are frequent year round. Williwaws

and intense lows bring gales from October through

March. Winds have climbed to 65 knots at Dutch Harbor, and to 74 knots on Umnak Island. A peak gust of

109 knots occurred at Adak in March 1954. Gails occur

in all months of the year at Adak with the greatest

chance from December through March.

(30) In the W Aleutians over the Rat and Near Islands,

winds are also strong and variable. From about April

through November, south through NW winds are common, while N through SE winds blow frequently in

winter. Williwaws can be violent; windspeeds reached

91 knots at Attu one February.

(31) In the Aleutians, about 30 to 75 inches (762 to 1905

mm) of precipitation occurs on 200 to more than 300

days. This means there are a lot of days with snow and

drizzle. For example, at Adak, there is an average of 341

days with measurable precipitation, and better than 72

percent of those see 0.1 inch (2.54 mm) or more measured. Winter is the wettest season and November, the

wettest month. Adak averages over 61 inches (1549

mm) of precipitation a year with the extremes of nearly

93 inches (2362 mm) in 1954 and 37.37 inches (949.2)

in 1960. In general, precipitation increases W along the

chain, but exposure can have some influence on larger

islands. Snow is a frequent form of precipitation from

November through April, when 30 to 100 inches (762

to 2540 mm) fall on 10 to 25 days per month. The average annual snowfall for Adak is 95 inches (2413 mm).

The snowiest month is January and every month of the

year has seen snowfall except July.

(32) Temperatures are mild, and their range is small. In

the coldest part of the winter, usually January, average

daily maximums range from the mid-to upper thirties

(°F, 1° to 3°C), while minimums fall to the 25° - 30°F

(-4° to -1°C) range. Occasionally a cold air outbreak

will drop temperatures into the teens (-11° to -7°C).

Extreme low temperatures range from about 8° to 15°F

(about -13° to -9°C). This is considerably warmer than

along the Alaska Peninsula, where extremes drop well

below 0°F (<-18°C). Temperatures begin to moderate

after February. July and August are usually the warmest months. Daytime highs from 55° to 60°F (13° to

16°C) are common, while at night temperatures usually fall about 10°F (6°C) to the 45° to 50°F (7° to 10°C)

range. Extreme high temperatures range from about

65° to 75°F (18° to 24°C); a few places have had a high

of 80°F (26.7°C).

(33) The extreme maximum temperature at Adak is

75°F (23.9°C) recorded in August 1956 while the extreme minimum temperature is 3°F (-16.1°C) recorded

in January 1963 and February 1964. The average annual temperature is 40.8°F (4.9°C). August is the

warmest month with average extremes of 56°F

(13.3°C) and 46.6°F (8.1°C) and February is the coldest

month with average extremes of 36.9°F (2.7°C) and

28.4°F (-2°C). Due to the major maritime influence, no

month has an average temperature span greater than

10°F (5.6°C).

(34) The poorest visibilities in the Alaska area occur

along the Aleutians. They are best in winter, although

even then they can be hampered by fog, snow, and rain.

In summer when warm air from the Pacific moves over

relatively cooler waters near the Aleutians, extensive

fog formation takes place. Often the sun’s heat has little

effect in dissipating this fog, and it takes a change in air

flow to clear the region. This advection or sea fog forms

most often from June through September. At its peak

in July and August, it can reduce visibilities to below

two miles on 10 to 20 days per month throughout the

chain. It is most likely to affect the S shores, although

quite often it blankets the entire region. In winter, land

fog is more local and can be expected, along with snow

and rain, to drop visibilities to less than 2 miles on 1 to

4 days per month.

(35) Adak averages 173 days per year with fog. The foggiest months are July and August when an average of

26 of the 31 days have fog. This number drops dramatically toward the winter season where the months of December through March have, on average, fewer than

ten days with fog during any one month.

(36) The Aleutian Trench begins off Cape St. Elias in the

Gulf of Alaska and parallels the Alaska Peninsula and

the Aleutian Islands for more than 2,200 miles. The

axis of the trench is 60 to 90 miles S of the Aleutians,

and depths range from 2,400 fathoms in the E part to

more than 4,000 fathoms in the W part.

Aleutian Islands ■ Chapter 7 ■ 343
Chart 16520

(37) Unimak Island, the first of the Aleutian Island

chain, is separated from the end of the Alaska Peninsula

by narrow Isanotski Strait (also called False Pass). This

pass is practically closed by shoals at its entrance from

the Bering Sea. Unimak Island is about 50 miles long

and 23 miles wide; it is extremely mountainous, bare of

trees and generally grass covered.

(38) Unimak Island is one of the group known as the

Fox Islands, the others being Unalaska and Umnak and

their associated islands. The Krenitzin Islands, a part of

the Fox Islands group, are between Unimak and

Unalaska Islands. All these islands are bare of trees and

are generally grass covered. They are frequented by

many birds, and immense flocks are frequently encountered in the vicinity.

(39) The higher peaks on Unimak Island are excellent

landmarks if they can be seen, but in summer they are

usually obscured by fogs or low-lying clouds. The lower

hills and islands and objects near the sea level are generally the only landmarks available.

(40) Shishaldin Volcano, 9,372 feet high, near the center of Unimak Island, is cone shaped and very regular in

outline, with faint wreaths of smoke and vapor drifting

at times from its summit. It is for the most part

snowclad, except where the rocky cliffs and projections

afford no lodgment.

(41) Isanotski Peaks are E of Shishaldin. They are rugged and have a broken or castellated double summit,

the highest point rising to 8,135 feet. The summit is

bare and looks as though it were composed of great vertical rock masses. This mountain is known locally as

Ragged Jack.

(42) Roundtop Mountain is a rounded summit 6,140

feet high, surrounded by snowfields.

(43) Pogromni Volcano, about 9 miles from the W end

of Unimak Island, is 6,568 feet high and is a snowclad,

conical peak with vertical ridges cropping through the

snow. Pogromni is a guiding landmark in clear weather

for making Unimak Pass both from S and from the Bering Sea.

(44) The S coast of Unimak Island has cliffs in places,

with lower land and sand beaches, between, and is

backed by the high mountain masses of the central part

of the island. The coast is fairly regular, with no indentations of any extent, and there are no harbors nor sheltered anchorages W of Ikatan Peninsula. The coast is

exposed to the ocean swell and there is generally a

heavy surf, which makes landing dangerous. The

10-fathom curve is less than 0.8 mile from the beach in

most places, and there are no known outlying dangers.

Chart 16535

(45) Cape Lazaref, about 800 feet high, on the S coast of

Unimak Island, is the southwesternmost of three high

cliffs, with sand beaches between them. The NE cliff of

the series is at Cape Aksit . From the sharp point of the

cape, Lazaref Reef extends 1 mile S. On this reef are

North Pinnacle Rock and South Pinnacle Rock, about

100 feet high. Anchorage, with fairly good protection

from W winds, can be had NE of this reef, about 0.5 mile

S of a group of rocks that are about 0.4 mile off the E

side of the cape, in 10 fathoms, sandy bottom. Rock Island, small and 112 feet high, is 1.5 miles W from the

cape and 0.4 mile from the beach. In February 1984,

the NOAA Ship MILLER FREEMAN reported finding

anchorage with excellent protection from a N storm

close to shore between Cape Lazaref and Rock Island.

Outside this protected zone, winds of 50 to 60 knots

were encountered.

Chart 16520

(46) From Cape Lazaref the coast trends W, curving

gradually W and S, for about 30 miles to form Unimak

Bight, broad and open, and having a sandy beach. This

sand beach is broken by a lava bed 8.5 miles W of Cape

Lazaref, and by three conical hills, the southernmost

formed into several columns and reaching the water to

make a small projection, Cape Rukavitsie, 15 miles W

of Cape Lazaref.

(47) At the S end of the sand beach is a broad valley; the

S point is a sharp steep-sided projection, about 350 feet

high, which forms Promontory Cove, small, and open

to N. The cove is reported to afford anchorage with protection from S winds but not from the swell. The bottom is sandy, and shoaling toward the beach is gradual.

(48) Cape Lutke, the SW headland of Unimak Bight, is a

cliff 610 feet high, joined by a lower ridge to the higher

land farther back. At this point the coast changes direction to SW and then W for 13 miles to Seal Cape.

(49) Seal Cape, on the N side of Unimak Pass in entering

from the Pacific, is not particularly noticeable, but the

locality is well marked by Arch Point, Promontory Hill,

and Scotch Cap. The coast is bold and can be approached close enough (0.3 to 0.5 mile) in moderately

thick weather to be seen and followed.

(50) Arch Point, 3 miles NE of Seal Cape, is a rocky projection 172 feet high with an arch through the point

near its extremity. The arch is visible only from onshore or close to shore. A small sand beach on the W

side of Arch Point is well protected from any weather,

except from the S, by the point itself and by a projecting

ledge. The heavy surf, which generally prevails along

most of this coast, is reported to be absent on this

344 ■ Chapter 7 ■ Volume 9
beach. Small boats could probably land here in an

emergency.

(51) Promontory Hill, 5 miles NE from Seal Cape, is a

short ridge, about 1,100 feet high, having a NW and SE

direction, and detached from the interior high land. Its

outlines are smoothly rounded and it has a slight saddle, the whole having a bare, brown, appearance. It is

isolated and prominent, and together with Scotch Cap

is a good landmark for the E entrance to Unimak Pass.

Approaching Unimak Pass from the E and SE, Promontory Hill can often be seen when other landmarks are

fog covered.

(52) From Seal Cape around to Cape Sarichef, a distance

of 19 miles, the coast of Unimak Island has a number of

projecting points, is low in appearance, and slopes

gradually upward to the high land of the island. Between Seal Cape and Sennett Point, the 10-fathom

curve is from 0.3 to 0.7 mile offshore. The 20-fathom

curve is close inshore in places and is irregular. A study

of the chart will show that great care is required in navigating on soundings alone around the W end of

Unimak Island which is a region of strong currents.

There are no dangers if the coast is given a berth of 0.5

mile.

(53) Along this part of the coast there are several prominent hills. Red Hill, a very distinctive formation, is near

Cape Sarichef. This isolated hill, 798 feet high, is closer

to the shore than the other peaks in the vicinity and is

easily recognized by its reddish hue. It is prominent

from the N, NE, and W, and is often clear when higher

peaks are obscured by fog or clouds.

(54) Scotch Cap, 420 feet high, is a precipitous cliff of

rock that extends along the beach nearly 1 mile. Back of

the cliff the land slopes downward for nearly 1 mile,

then rises uniformly to the higher land of the island.

Scotch Cap can be seen many miles in clear weather

and is unmistakable.

(55) Scotch Cap Pinnacle, a rock 172 feet high, is 50

yards seaward from the cliff.

(56) Scotch Cap Light (54°23'42"N., 164°44'42"W.), 110

feet above the water, is shown from a skeleton tower

with a red and white diamond-shaped daymark about

1.8 miles ESE of Scotch Cap.

(57) Sennett Point, midway between Scotch Cap and

Cape Sarichef, is a low, flat, grass-covered bluff with a

bold rocky coastline. Many detached rocks are near the

surf-worn ledges that extend offshore from the base of

the bluff.

(58) About 1 mile N of Sennett Point a reef makes out

0.2 mile from shore; the rocks at the outer end of the

reef are 3 feet high. The bight between the reef and

Sennett Point offers the best shelter and has the best

holding ground in this locality. Anchorage inside the

10-fathom curve is usually free from current, no matter

how strong it may be running in Unimak Pass. In 1938

a survey ship rode out several SE gales at this anchorage.

(59) A good landing is just N of Sennett Point. It is a

small protected beach between the rocky ledges of the

point and a group of inshore rocks, the highest is 13

feet. In S weather, this is the best small-boat landing on

the W coast of Unimak Island. Mail and supplies for

both Scotch Cap and Cape Sarichef Lights are landed

on this beach when landings cannot be made at either

light. A small cabin on the shore is kept in repair by the

U.S. Coast Guard, and is equipped with stove fuel and a

few necessary supplies. In N weather landings are made

in the bight S of Sennett Point.

(60) About 2 miles S of Cape Sarichef Light is a small,

rocky beach, which is well protected by rocks and

ledges and could be used as an emergency landing in

rough weather. The beach is at the S edge of the black

lava flow from a prominent, extinct volcano, 1,240 feet

high and 3 miles inland.

(61) Cape Sarichef is a steep, grassy bluff about 175 feet

high; back of it is a tableland, then a gradual slope upward to Pogromni Volcano. The black lava flow extends

N along the coast to within 0.5 mile of the light. At

Sealion Point, 1.5 miles S of the light, is a flat rock, 35

feet high, which is prominent from seaward.

(62) A shoal area extends W from Cape Sarichef for

about 3 miles. Depths on the shoal are 71⁄2 to 15 fathoms; the bottom is mainly gravel, with some rocky

patches. The shoal appears to be a submerged extension of the lava flow on the coast. Ships should avoid

crossing it because of the heavy tide rips, overfalls, and

eddies; the current reaches a velocity of 4 to 6 knots.

During favorable weather and sea, passage may be

made inside the rocky patches by following the shore at

a distance of 0.5 mile.

(63) Cape Sarichef Light (54°35'54"N., 164°55'39"W.),

170 feet (51.8 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark on the W end of Unimak Island. Several large

buildings are near the light. In very smooth weather,

boats can land in the small cove directly below the

light.

(64) Unimak Pass is the first ship passage SW of the

Alaska Peninsula into the Bering Sea. It is about 10

miles wide between the SW end of Unimak Island and

Ugamak Island, which is one of the smaller islands of

the Krenitzin Group.

(65) Unimak Pass is the widest of the Fox Islands Passes

and the most generally used by deep-draft vessels.

Unalga and Akutan Passes, 50 miles farther to the W,

are convenient under certain conditions if bound for

Dutch Harbor, but Unimak Pass is the only one of the

three that is lighted.

Aleutian Islands ■ Chapter 7 ■ 345
(66) Besides being a gateway to the Bering Sea, Unimak

Pass is also used by some vessels to effect a shorter and

better weather route across the North Pacific Ocean.

The route W via the Bering Sea avoids the prevailing

head winds and heavy seas that are encountered S of

the Aleutians.

(67) Unimak Pass is free from outlying dangers, but the

currents and prevailing thick weather make it necessary to exercise unusual care in approaching the pass,

especially from S. The Krenitzin Islands furnish considerable protection from S and SW weather, but during E or N weather the seas in Unimak Pass are

accentuated by the current. A northeaster will also augment the prevailing SW current along the Alaska Peninsula. (See the Tidal Current Tables for current

predictions for Unimak Pass.)

(68) SE of Unimak Pass is Davidson Bank, on which the

depths vary between 35 and 50 fathoms; the seaward

edge of the bank drops off sharply into deep water. At

times there is a marked change in the color of the water

from blue to green when coming from deep water onto

the bank. The current runs W with an average velocity

of about 0.2 knot; with an E wind it reaches a velocity of

more than 1 knot along the 100-fathom curve. Tide rips

are of frequent occurrence.

(69) A vessel should be sure of its position before attempting to enter Unimak Pass, and in thick weather

should not attempt the other passes.

(70) Vessels should approach Unimak Pass through the

prescribed Unimak Pass Shipping Safety Fairway. The

Unimak Pass Safety Fairway is composed of an E-W

fairway with a connecting N-S fairway in the W section.

(See 166.100 through 166.110 and 166.400, chapter

2, for limits and regulations.)

(71) Approaching Unimak Pass from the E, care must be

taken to avoid Sanak Reef and Aleks Rock. A good rule

is to stay on, or S of 54°N. and make 163°W., while still

outside the 100-fathom curve; then stand WNW across

Davidson Bank for a position about 3 miles S of Scotch

Cap Light.

(72) If the weather is very clear, the mountains of

Unimak Island can be seen and recognized, but under

ordinary conditions the first land sighted will be Promontory Hill, Ugamak Island, or Tigalda Island. From a

distance Tigalda Island will appear as a number of small

islands, but closer to, it is one island with six distinct

peaks or short ridges. Some navigators prefer to stand

W on 54°N. beyond 164°W. so as to sight Tigalda or

Ugamak Islands; these islands often show when

Unimak Island is fogged in.

(73) The comparatively low land in the depression on

the middle part of Avatanak Island is often clear when

no other land is showing, especially in N weather. The

grotesque irregularities of the topography make it easy

to identify the locality. If approaching from the S, this

stretch probably offers the best chance for identification of surroundings, especially since it is easy of approach and comparatively free from current.

Chart 16531

(74) Ugamak Island, marked by a light on its N side, is

the easternmost of the Krenitzin Islands, which extend

from Unimak Pass to Akutan Pass. The island has a

sharp peak, 1,042 feet high, at the E end; when viewed

from the SE, several pinnacles protrude from the side

of this peak, giving it an extremely rugged appearance.

Near the middle of the island is a knob 905 feet high.

The island is mainly tundra covered. The shore is

backed by bluffs 50 to 1,000 feet high. Off the SE point

of the island is a conical pinnacle, 310 feet high, which

is separated from the island by a narrow gorge 10 to 15

yards wide. About 0.3 mile off the SE end are two rocks

awash, generally marked by breakers. Twin grassy islets, the N of which is 127 feet high, are 0.6 mile S of the

E point of Ugamak Bay, a cove on the S side of Ugamak

Island. The islets are separated by a deep gorge and appear as one; the collective name of Round Island is applied to them.

(75) Strong currents sweep around the E end of

Ugamak Island and heavy tide rips occur. It is advisable

to give this end of the island a berth of about 2 miles.

(76) The E end of Ugamak Island is a Steller sea lion

rookery site. There is a 3-mile vessel exclusionary

buffer zone around this rookery which encompasses

the entire island and the islands and islets within the

3-mile limit. (See 50 CFR 223.202, chapter 2, for limits and regulations.)

Local magnetic disturbance

(77) Differences of as much as 5° from the normal variation have been observed on Tigalda Island and as much

as 3° between Akutan and Rootok Islands.

(78) Aiktak Island, 556 feet high, is S of the W part of

Ugamak Island; the two islands are separated by a pass

0.5 mile wide and 6 to 10 fathoms deep. Small vessels

use this pass for temporary anchorage, but moderately

strong currents make the anchorage unfavorable. On

the S side of Aiktak Island are sheer bluffs, the tops of

which approach the highest parts of the island. The islet off the NE end is grass covered and less than 100 feet

high.

(79) Temporary anchorage in N weather may be found

in Ugamak Bay in 16 fathoms about 0.5 mile from

shore. In S weather, some shelter may be found on the

N side of Ugamak Island in a small bight 1.5 miles on

346 ■ Chapter 7 ■ Volume 9
the E end; depths are 16 to 20 fathoms, 0.3 mile from

shore.

(80) Ugamak Strait has a width of 3 miles between

Ugamak and Aiktak Islands on the N and Kaligagan Island on the S. A detached shoal, covered 10 fathoms, is

in the middle of the NW entrance to the strait. Heavy

rips and swirls occur in this area at certain stages of the

tide. Passage of Ugamak Strait has been made on a 288°

course, heading approximately for Billings Head on

Akun Island; this course passes about 1.3 miles N of the

northernmost rock off Tigalda Island. Allowance must

be made for the current which sets across this course.

The velocity of the current is 3.8 knots; velocities

greater than 6 knots have been observed. (See the Tidal

Current Tables for current predictions for Ugamak

Strait.)

(81) Tigalda Island, on the S side of Ugamak Strait, is 11

miles long in an E-W direction and 3 miles wide. It has

six mountain ridges, 1,000 to 1,600 feet high, which

trend NW and are separated by low valleys. The W end

of the island is comparatively low. Grass and tundra

cover the island.

(82) Kaligagan Island, in Ugamak Strait, 0.8 mile off the

NE end of Tigalda Island, is 0.8 mile long and 478 feet

high. A large number of bare rocks or islets extend 2.5

miles W and NW of Kaligagan Island. The northernmost is the highest (63 feet) and is about 1.8 miles N of

the Tigalda Island shore. Passages between groups of

these rocks are deep and safe for small craft.

(83) Proceeding to Tigalda Bay from among the islets,

care should be taken to avoid a group of rocks awash

that extend 270 yards off the N side of the entrance

point of the bay. These rocks are marked by thick kelp.

Currents in the passage between Kaligagan and Tigalda

Islands are approximately as strong as in the main passage of Ugamak Strait and currents are present among

the groups of islets.

(84) Tigalda Bay, on the N side of Tigalda Island, 3 miles

from its E end, is sheltered from all except NW winds.

The bay is about 0.6 mile wide and 1.5 miles long in an

E-W direction, and has depths of 8 to 10 fathoms, rocky

bottom. Because of the poor holding bottom, the anchorage is not secure in strong winds. An anchorage off

the entrance to the bay in 12 to 15 fathoms, gravel bottom, is preferred, and furnishes just as good shelter in

S and E weather. The diurnal range of tide is 3.3 feet.

(85) The small bay just E of Tigalda Bay is not recommended as an anchorage for small craft because the

swell making in from the N or W is not broken up by the

group of islets.

(86) Welcome Bay, just W of Tigalda Bay, is an open bay

0.8 mile wide. At the head, a narrow passage leads to a

lagoon largely bare at extreme low water. The passage

at its narrowest part is 90 yards wide and 21⁄2 fathoms

deep. The bay anchorage is in 15 fathoms, sand and

gravel bottom, 0.4 mile from shore. An anchorage for

small craft is in 4 to 6 fathoms, sand bottom, at the entrance to the passage.

(87) Kelp Bay, on the N side of Tigalda Island and 2

miles from the W end, provides temporary anchorage

in S weather. The entrance is constricted by a reef that

extends 0.3 mile from the W entrance point. The point

to the E of the bay is marked by several off-lying rocks,

the outermost showing 9 feet. Because of a shoal area

that extends 0.8 mile N of the point, large vessels

should pass at a distance of not less than 1 mile. Anchorage is found in the center of Kelp Bay in 7 to 10

fathoms just inside the entrance.

(88) A small bay 2 miles E of Kelp Bay provides anchorage for small craft in S weather. Care should be taken to

avoid covered rocks 170 yards off the E entrance point

and others 150 yards offshore on the W side. Anchorage

in 7 fathoms is found 0.3 mile from the head of the bay.

(89) At the W end of the S shore of Tigalda Island is a

pinnacle rock, 165 feet high, and about 100 yards offshore, that shows prominently in a SE and NW direction. The point about 3 miles E of the W end is marked

by Derbin Island, about 0.4 mile long and 206 feet

high, lying close to the shore. E of this point the S

shore of Tigalda Island consists of high cliffs intersected by low valleys. About 2.5 miles E of Derbin Island are two round bare rocks, 85 and 27 feet high,

about 0.4 mile from the shore. The section of the coast

abreast of the rocks is a steep rocky bluff rising to a

1,682-foot peak. About 2.5 miles E of the two rounded

rocks is a 191-foot pinnacle near the shore. An arch

through the pinnacle rock gives it the appearance of a

huge chair.

(90) Derbin Bay, the bight E of Derbin Island, provides

temporary anchorage in N weather. The recommended

anchorage is in 16 to 18 fathoms, 0.5 mile from shore

and 0.8 mile from Derbin Island. The E shore of the

bight is foul, with a covered rock 300 yards SW of a

134-foot rocky islet. Small craft should favor the W

shore of the bight in running to anchorage in 7 to 10

fathoms, 0.4 mile from the head of the bight.

(91) A small indentation, 0.3 mile long and 0.1 mile

wide, is 1 mile SW of the E extremity of Tigalda Island.

Rocky bottom and rocks awash along the shores make

this anchorage acceptable only in case of an emergency. The depths range from 5 to 7 fathoms. A low pass

extends in a NW direction across the island to Tigalda

Bay.

(92) Derbin Strait, separating Tigalda and Avatanak Islands, is a little over 1 mile wide. No known dangers are

more than 0.3 mile from shore. A safe course through

the strait is 326° in midchannel, with Billings Head of

Akun Island ahead. On the E side of the S entrance is

Aleutian Islands ■ Chapter 7 ■ 347
Derbin Island; on the W side is a bare rock, 30 feet high

and 400 yards off Avatanak Island.

(93) A reef awash at half tide extends 330 yards W from

the 165-foot pinnacle rock about midway on the E side

of Derbin Strait. On the W side of the N entrance is a

bare rock 2 feet high, 400 yards off the NE point of

Avatanak Island.

(94) Tidal currents in Derbin Strait average about 5.5

knots, although velocities of almost 8 knots have been

observed. The flood sets NW and the ebb SE. In

midchannel, with wind and current opposing, the strait

becomes exceedingly rough. A swell from SW to SE

makes into the strait and is accentuated by the current.

There are numerous eddies and cross currents near the

shore. The ebb current causes tide rips a considerable

distance offshore, especially on spring tides. Small

boats should avoid Derbin Strait except under favorable

conditions. (See the Tidal Current Tables for current

predictions for Derbin Strait.)

(95) Avatanak Island is 9 miles long and 3 miles wide at

its E end, but the W half of the island averages less than

0.8 mile in width. The middle of the island is a depression less than 100 feet high, the sides of which slope

gently upward to 1,635 and 1,276 feet on the E and W

ends, respectively. The low land of the depression is often clear when no other land is showing especially in N

weather. There are many grotesque irregularities in the

topography.

(96) Avatanak Point, the S end of the island, is sharp

and bold and has a ragged chain of rocks and rocks

awash that extend over 0.3 mile in a S direction. The

southernmost of these is a symmetrical oval rock 6 feet

high.

(97) In 1981, the NOAA Ship MILLER FREEMAN anchored in the center of the bight E of Avatanak Point in

a 35-knot NNW wind; good holding ground was in 15 to

16 fathoms, sand bottom.

(98) Two pinnacle rocks are W of the W extremity of the

island; the highest and outermost is 200 yards offshore

and 60 feet high.

(99) Near the center of the island on the S side is Chimney Cove, which affords temporary protection to small

craft from N weather. It is exposed to the ocean swell.

The cove is marked by a vertical chimney-shaped slab

of rock, over 200 feet high, which projects from the

ground surface on the W point of the cove. The rock

also shows in Avatanak Strait over the low-lying middle

ground. Larger vessels may find temporary anchorage

in 15 to 20 fathoms S of this rock, well clear of any currents.

(100) Rootok Strait, separating Avatanak Island from

Rootok Island, is a little more than 1 mile wide, but the

clear channel is reduced to about 0.5 mile by a reef that

extends from the E side and by rocks that extend from

the W side. The reef, composed of separate rocks and

heavily fringed with kelp, is bare at various stages of the

tide, and extends 525 yards in a SW direction from the

highest of the two pinnacle rocks off the W extremity of

Avatanak Island. The rocks on the W side extend 250

yards from the Rootok Island shore. Depths less than

10 fathoms extend almost 0.5 mile N and NE from the

NE point of Rootok Island.

(101) A detached shoal covered 31⁄2 fathoms is near the

middle of the S entrance, about 1 mile NE of the E end

of Rootok Island.

(102) A flat-topped rock about 20 feet high is just off the

E end of Rootok Island and other rocks extend 400

yards from the rock into the strait.

(103) In the bight indenting the E shore of Rootok Island,

a rock awash at low tides is about 500 yards from the

shore. Several pinnacle rocks fringe the S shore of this

bight.

(104) To make the passage through Rootok Strait, steer

298° for the N end of Rootok Island, leaving the E end

of the island 0.6 mile to port; when the W end of

Avatanak Island is abeam, change course to 331° and

pass in midchannel between the bare rocks off

Avatanak Island and those close to the N end of Rootok

Island.

(105) The currents in Rootok Strait have an estimated

maximum velocity of 4 knots. Tide rips and whirls occur off the N entrance, but, as this area is sheltered

from winds from most directions, they are mild compared to the rips that occur in other passes.

(106) Rootok Island, the westernmost island on the S

side of Avatanak Strait, is 3 miles by 2.2 miles in extent.

The island’s most prominent features are the twin

peaks, 1,545 and 1,532 feet high and 600 yards apart in

an E-W direction. The S side of the island is a continuous cliff broken only by a small valley slightly E of the

twin peaks. A flat-topped rock about 20 feet high is off

the E point of Rootok Island. The island is fringed with

rocks and kelp and affords no secure anchorage. It is

used as a fox farm, the buildings being in the S valley of

the bight on the E side.

(107) Akun Island, 23 miles SW of Unimak Island, is the

northernmost island of the Krenitzin Group. It is about

12 miles long, and very irregular in shape, being nearly

divided by Akun Bay and Lost Harbor and a low depression joining them. The island is high and rugged, particularly its N part, which reaches an elevation of 2,620

feet at Mount Gilbert, an extinct crater on the N side of

Lost Harbor.

(108) Avatanak Strait is a broad passage separating

Avatanak and Rootok Islands from Akun Island. The

strait has a general NE-SW direction and is 3 miles

wide at its narrowest part. There are no hidden dangers

over 0.3 mile from shore and navigation is not difficult

348 ■ Chapter 7 ■ Volume 9
in clear weather. It is reported that strong NW winds

draw heavily through Akun Strait into the W end of

Avatanak Strait.

(109) Currents with a velocity of 6.5 knots have been observed in Avatanak Strait; but average strengths of

flood and ebb are about 4 knots and 3.5 knots, respectively. The ebb sets to the W, and the strength of the

current is felt well to the W of Rootok Island; but to the

E of the strait along the N side of Tigalda Island the currents are weak. (See the Tidal Current Tables for predictions for Avatanak Strait.)

(110) Tide rips and swirls occur in the narrowest part, off

the entrance to Akun Strait, and among the islands off

the S shore of Akun Island. A pronounced set is often

experienced when crossing the narrow depression

abreast of Derbin Strait, and light tide rips occur there.

(111) Basalt Rock, in Avatanak Strait and 1 mile N of

Avatanak Island, is a symmetrically rounded rock 50

feet high; it is steep-to and the channel inside is clear,

with depths of 10 to 20 fathoms.

(112) Jackass Point, the S extremity of Akun Island, terminates in a chain of irregularly shaped rocky islets,

the highest of which is 80 feet. Tall and conspicuous

Pinnacle Rock, 145 feet high, is 0.5 mile W of Jackass

Point and 0.3 mile offshore.

(113) Easy Cove, at the S end of Akun Island, is 0.4 mile

wide with about the same distance to its head. Small

vessels may find temporary shelter from N winds in 8 to

10 fathoms.

(114) Poa Island, about 2.5 miles NE of Jackass Point, is

steep sided, about 0.6 mile long in an E-W direction,

and 305 feet high.

(115) Tangik Island, about 1 mile NE of Poa Island, is

about 0.4 mile long and 225 feet high at its E end. It is

surrounded by rocks, and a reef extends about 350

yards SW from its SW end. The channel between Tangik

and Poa Islands is clear except for reefs close to the S

side of Tangik Island, which should be given a berth of

at least 0.3 mile.

(116) Trident Bay, W of Tangik and Poa Islands, is about

0.8 mile wide and 1 mile long. The entrance is constricted to less than 0.5 mile by an islet, 82 feet high, on

the N side and a chain of rocks, terminating in a

flat-topped rock 32 feet high, on the S side. Three small

coves indent the shore at the head of the bay. A rock

awash at low water is about 225 yards off the point between the middle and S coves. The heads of the coves

are shoal.

(117) Anchorage can be found in the middle of Trident

Bay in 20 fathoms, with good protection from all directions but the SE; however, the islands off the entrance

provide some protection from this direction. With a SW

swell, small boats find better protection at the entrance

to the W cove in 2 to 6 fathoms. The survey ship found

this bay the best sheltered in the vicinity, and had sufficient swinging room.

(118) To enter Trident Bay from S, steer 350°, heading

for the W tangent of the islet at the N entrance point.

Pass midway between Pao Island and the land to the W.

When the outermost flat-topped rock is abeam to port,

swing sharply to 300°, heading for the sand beach in

the middle cove with the S tangent of Poa Island directly astern. In making this turn, favor the flat-topped

rock which is steep-to, as the currents eddying around

the entrance to the bay have a tendency to keep the

ship’s head from coming around. A bank of 8 fathoms

extends across the entrance channel.

(119) Cross Bay is an indentation about 1 mile wide on

the SE side of Akun Island and to the N of Tangik Island.

Rocks extend about 300 yards off its middle point. The

channel N of Tangik Island is clear, but the channel W

of the island with 4 fathoms or less should be avoided.

(120) Round Head, the SE point of the peninsula that extends E from Akun Island, is a rounded steep-sided

headland 465 feet high; a pinnacle 52 feet high is 200

yards off the point. From Round Head the shore of

Akun Island trends W for 3 miles and is less rugged. It

then turns to the S for 1.5 miles to Cross Point forming

an indentation known as Seredka Bay. Anchorage with

good shelter from N and W winds can be found in 10 to

20 fathoms about 0.4 mile from the shore. The NE side

of Cross Point is fringed with rocks and kelp.

(121) Tanginak Island, of small extent but 270 feet high,

is 2.2 miles off the E end of Akun Island. Although it appears to be one rounded island, it is in reality two islets

separated by a narrow passage. The passage between

Tanginak and Akun Islands is deep, but strong currents

sweep through it, accompanied by tide rips and swirls.

(122) About 4.8 miles N of Tanginak Island and in the approach to Akun Bay is Fathometer Reef, a 31⁄4-fathom

rocky shoal, which is about 0.3 mile in diameter and is

surrounded by depths of over 30 fathoms. Heavy tide

rips and swirls occur in the vicinity except at slack water. Vessels should keep well clear of the reef, as no kelp

has been reported on it and breakers may not be distinguishable from the tide rips.

(123) Akun Bay is the broad indentation in the NE side of

Akun Island; it affords anchorage at its head except

with winds from the SE to NW, but heavy williwaws are

experienced with offshore winds. There are no known

dangers in the bay except close to shore. At its head,

where the bay is 2.5 miles wide, there are two large

bights; the N bight is known as Helianthus Cove. Anchorage may be made in either of the bights, about 0.5

mile from shore, in 10 to 15 fathoms. Small vessels can

find fairly good shelter from all directions in the S part

of Helianthus Cove. Both bights have freshwater lakes

at the head; the lakes are about 10 feet above high

Aleutian Islands ■ Chapter 7 ■ 349
water. A very low depression extends across the island

from Helianthus Cove to Lost Harbor.

(124) A long peninsula extends E from the middle of

Akun Island; off the N point at the outer end of the peninsula is a twin pinnacle, 230 feet high, which marks

the SE limit of Akun Bay. A gully indents the cliffs at

the most E point of the peninsula.

(125) The N ends of Akun Island are Billings Head and

Akun Head, 4 miles to the W. These massive heads, separated by Little Bay, both have precipitous faces. Akun

Head has a flat top 1,645 feet high. The bluffs on its N

and W sides are marked by rust-colored stratification.

Billings Head rises to 1,660 feet.

(126) Billings Head Bight, on the N side of Billings Head,

is a Steller sea lion rookery site. There is a 3-mile vessel

exclusionary buffer zone around the rookery which encompasses Akun Head, Little Bay, Billings Head, and

the N portion of Akun Bay. (See 50 CFR 223.202,

chapter 2, for limits and regulations.)

(127) Billings Head Light (54°17'48"N., 165°31'28"W.),

210 feet (64.1 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark on the N side of the head.

(128) Little Bay indents the N end of Akun Island. A spit

makes out from the W shore. The area S of the spit is

closed by a rocky bar and only boats drawing a few feet

can enter. Anchorage outside of the spit may be had in 8

to 10 fathoms, sandy bottom.

Chart 16532

(129) Akun Strait, between Akun and Akutan Islands, is

about 1 mile at its narrowest part, but the navigable

channel is reduced to 400 yards by reefs that extend

from the E shore and by Race Rocks on the W. Race

Rocks, a flat rocky islet 25 feet high and some smaller

bare rocks, are near the N end of the strait and 0.3 mile

from its W shore. Akun Strait Light (54°07'55"N.,

165°39'35"W.), 46 feet (14.0 m) above the water, is

shown from a skeleton tower on Race Rocks.

(130) Shoal water and heavy kelp surround Race Rocks

for a distance of about 250 yards; Swirl Rock, awash at

half tide, is 250 yards N of the light and is conspicuous

by the heavy overfall and swirls. The main channel is to

the E and N of Race Rocks and Swirl Rock and has a least

depth of 41⁄2 fathoms. The channel to the W of Race

Rocks has a least depth of 2 fathoms and is subject to

currents which are just as strong as in the main channel.

(131) With NW winds in the summer, a bank of fog frequently streaks through Akun Strait, but under such

circumstances, vessels navigating Avatanak Pass will

usually sight the S shore of Akutan Island.

(132) Currents in Akun Strait attain an estimated velocity of 12 knots in the narrowest part, setting N with the

flood. The slack period is very short. Tide rips, swirls,

and overfalls occur, and with a N wind or swell are extremely heavy. By skirting the kelp off Race Rocks and

passing within 100 yards to the N of Swirl Rock, local

vessels are able to keep out of the strength of the current.

(133) Green Bight, indenting the SE shore of Akutan Island at the entrance to Akun Strait, offers temporary

anchorage in 6 to 8 fathoms 0.4 mile from shore. It is

convenient while waiting for slack water to pass

through the strait.

(134) The W or Akutan Island shore of Akun Strait is low,

except in the middle where a rounded peak 650 feet

high forms a steep cliff on the N point of Green Bight.

Shoal water marked by heavy kelp extends about 500

yards E from this point.

(135) From this low point with an arch, 1.6 miles W from

Jackass Point, the E shore of Akun Strait extends NW

for about 2 miles to a point with a flat grassy islet, 80

feet high, close by. Shoal water marked by heavy kelp

fringes this shore. A rounded rock, 10 feet high, is 650

yards NW from the arch. A group of rocks, bare at low

water, are about 500 yards NW of the rounded rock and

about the same distance off the E shore of the strait.

(136) The W end of the flat grassy islet can be approached

to within 250 yards on the W, but shoal water marked

by heavy kelp extends about 700 yards S. A flat islet, 200

feet high, is 0.4 mile N of the grassy islet; the passage

between the two islets is obstructed and foul.

(137) Akutan Bay opens into the Bering Sea between

Akun Head and North Head. This approach from the

Bering Sea is used to reach Akutan Harbor and other

arms of the bay. Akun Strait, previously described, connects Akutan Bay with Avatanak Strait and the Pacific,

but it is comparatively shoal and contracted, and is not

recommended.

(138) Akutan Harbor opens into Akutan Bay on the N

side of the peninsula which juts into Akun Strait from

Akutan Island; the preferred approach to the harbor is

from N through Akutan Bay. The harbor is 4 miles long

and from 0.5 to 1.8 miles wide. Except for crabpots,

there are no known dangers over 300 yards from shore.

From the head of the harbor, a trail leads inland to the

hot springs.

(139) Akutan Point, on the N side of the entrance to

Akutan Harbor, is a grassy hummock 175 feet high,

which is connected with the island proper by a low

grassy neck. A light is on the point.

(140) Akutan is on the N side of the harbor about 2 miles

W from the E end of Akutan Point. Two wharves are at

Akutan. A light, (54°07'55"N., 165°47'07"W.), is about

0.4 mile SW of Akutan. On the opposite side of the

350 ■ Chapter 7 ■ Volume 9
harbor 1 mile farther W is a former whaling station

with a wharf in disrepair. A processing ship is permanently moored alongside the wharf; the vessel is fastened to mooring buoys near the wharf. A concrete

piling, covered at high water, is just off the wharf; this

wharf is not recommended for mooring. There is a post

office in Akutan. Seaplane flights and ferry service are

available.

(141) A recommended anchorage is about 300 yards off

the village in 22 fathoms. Vessels can also anchor in the

broad bight in the S shore in 15 fathoms, with the E end

of Akutan Point bearing 018°. The bottom at both anchorages is very sticky. The harbor is well sheltered

from all except E winds, but heavy williwaws are encountered during gales.

(142) A cannery (54°07'55"N., 165°47'12"W.), about 0.5

mile W of Akutan, has a dock with 1,600 feet of total

berthing space and 15 to 35 feet alongside. The dock

can receive and ship cargo, petroleum products and

seafood. Fuel, water, fishing supplies and a 17-ton

crane are available. The cannery monitors VHF-FM

Channel 6.

Pilotage, Akutan

(143) Pilotages, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(144) The Aleutian Islands are served by the Alaska Marine Pilots. (See Pilotage, general (indexed), chapter 3,

for the pilot pickup stations and other details.)

(145) Surf Bay, on the Akun Island side of Akutan Bay

and just N of Akun Strait, is an open bight exposed to

the W and N. A group of rocky islets, the highest, 64

feet, is in the middle of the bay about 1 mile from shore.

A group of rocks, awash at low water, is 0.3 mile N of the

islets, and irregular bottom, with least depth of 21⁄4

fathoms, is found 0.3 mile NW of the rocks. The channel S of the islets is clear and anchorage can be found in

10 fathoms, 0.4 mile from shore, with good shelter in S

and E weather. On the E side of Surf Bay is a sand beach

about 1 mile long.

(146) Lost Harbor, 3 miles N of Surf Bay, affords fairly

good shelter, although in NW weather considerable

swell rolls in from Akutan Bay. The N side of the harbor

has gently sloping sand bottom, with depths of 6 fathoms or more 0.4 mile from shore. A prominent stack

and buildings mark the remains of a former sulphur

mine on the N shore.

(147) In July 1990, numerous submerged obstructions

were reported about 0.6 mile E of the stack in about

54°14'07"N., 165°36'39"W.

(148) Sandy Cove is a small bight about 3 miles NW of

Akutan Point. Small craft can anchor in the center of

the bay in about 5 fathoms, sandy bottom. The cove is

exposed to the NE.

(149) Hot Springs Bay is a wide indentation in Akutan Island opening into Akutan Bay. The point on the NW

side of the entrance is a high, rock cliff; Ridge Point, on

the E side of the entrance, is a narrow ridge about 356

feet high, which has bare rock cliffs on its W side, but

slopes rapidly on its E side into a grassy valley and

sandy cove. At the head of the bay are three bights; a

stream drains into the middle bight from the hot

springs 0.5 mile inland.

(150) A rock, covered 21⁄4 fathoms, is 0.5 mile from the SE

shore 1.5 miles inside Hot Springs Bay from Ridge

Point. There are no other known dangers in the bay.

Anchorage in S and W weather can be found in the W

part of the bay 0.5 mile from shore, in 14 to 16 fathoms,

sandy bottom.

Chart 16531

(151) Akutan Island, largest of the Krenitzin Group, is

about 9 miles NE from Unalaska Island and is separated

from the latter by Akutan and Unalga Passes.

(152) The shore of Akutan Island bordering on Akutan

Bay and Akun Strait is described in connection with

those bodies of water.

(153) Akutan Peak, 4,244 feet high, rises about 600 feet

on the S rim of a crater, about 1.2 miles in diameter, to

form a sharp summit. It is the highest peak between

Unimak and Unalaska Islands.

(154) North Head, the N end of Akutan Island, is a high

bold cliff, with a large, deep grassy valley in the otherwise high shore on its E side. About 2 miles SW of the

cape, a narrow, grassy valley separates the high ridge

behind North Head from another high ridge; the W side

of the valley is a bluff. North Head Light (54°13'16"N.,

165°58'47"W.), 60 feet (18.3 m) above the water, is

shown from a pole with a red and white diamond-shaped daymark on the point 1.5 miles W of the

head.

(155) Open Bight is an indentation just E of North Head.

No depths greater than 10 fathoms are found in the

bight. It is exposed to N swell from the Bering Sea and

is not recommended as an anchorage.

(156) A rock awash is about 250 yards off the rounded

point just E of Open Bight; a covered rock is inshore

from the rock awash.

(157) Lava Point, 6 miles SW of North Head, is a fairly flat

lava bed varying in elevation from 150 feet along the

shore to 300 feet at the base of the hill back of it. The

cliffs all around the point are nearly vertical except in

places where they are broken off. Numerous tunnels

Aleutian Islands ■ Chapter 7 ■ 351
are under the cliffs. The NW face of the hill back of the

point is concave and very steep.

(158) At the end of Lava Point is a flat rock having the

same height as the point and slightly detached from it.

In foggy weather low points will sometimes be seen below the fog, and the lava flow terminating in Lava Point

often enables the navigator to identify this point. Due

to the similarity of the headlands along these islands,

this area is one where the navigator has unusual difficulty in identifying landmarks.

(159) Lava Bight, just S of Lava Point, provides temporary anchorage in S and E weather. On the S shore of

the bight are several waterfalls, including a large one to

the E of a group of small ones. The anchorage is in 12 to

15 fathoms, sandy bottom, 0.5 mile from shore, with

the large waterfall bearing 160°.

(160) A large circular reef is off the W coast of Akutan Island between Lava Bight and Reef Point; the outer edge

of the reef is about 0.9 mile from the shore. The reef is

marked by heavy kelp and is studded with numerous

rocks which uncover 3 feet. The W part of North Head

open at Lava Point is a good range to clear this reef in

passing to the N of it. Between the reef and the shore is

a passage which has a least depth of 23⁄4 fathoms and is

clear of kelp; small boats use the passage to avoid the

disturbed water outside.

(161) Reef Bight, on the S side of the reef, is not recommended for anchorage because of poor holding ground.

(162) Reef Point, the W extremity of Akutan Island, is

steep and rocky and reaches a height of 500 feet. A low

rock 150 yards off the point has the appearance of a

stranded freighter when seen from the N or S.

Currents

(163) Flood currents with an estimated velocity of 2

knots set along the W shore of Akutan Island as far N as

Reef Point. Near Lava Point an ebb current of 1 knot

has been observed. Off North Head, currents are weak.

A N wind blowing against a flood current produces tide

rips as far N as Lava Point.

(164) The S shore of Akutan Island between Green Bight

and Sarana Bay is a steep rocky bluff with numerous

boulders that extend about 200 yards offshore. A rectangular rock, 75 feet high, is 225 yards offshore, about

1 mile SW from the S end of Green Bight. Numerous

waterfalls are visible along this shore in rainy weather.

(165) Talus Point, on the E side of the entrance to Sarana

Bay, is the end of a rocky ridge, about 1,700 feet high,

which has several massive pinnacles split from the top.

It is more easily distinguished from offshore than Battery Point.

(166) Sarana Bay, between Talus Point and Battery Point,

is 4 miles wide at its entrance, but narrows rapidly to an

inner cove about 1 mile wide and 0.7 mile to its head.

Vulcan Point, on the E side of the entrance to the inner

cove, is marked by a flat-topped rock 45 feet high; a reef

extends 450 yards SE from the rock. Anchorage in 5 to

10 fathoms can be found in the inner cove, but the

shore should not be approached closer than about 450

yards. The bay is wide open to the S and in a S swell is

very uncomfortable.

(167) Battery Point, the southernmost headland of

Akutan Island, is marked by a peak with a distinctively

shaped conical top resembling a liberty cap; it is faced

by steep, high cliffs. Large vessels should give Battery

Point a berth of 1.5 miles to avoid a 7-fathom shoal 1.3

miles offshore in a SE direction; swirls and tide rips

mark the shoal. A 33⁄4-fathom shoal, marked by kelp, is

0.4 mile off the SE side of Battery Point, and a rock

awash is 370 yards off the SW side.

(168) Broad Bight and Cascade Bight are the E and W

bights, respectively, between Battery Point and Cape

Morgan. This region can be used only for temporary anchorage in N weather. The heads of the two bights have

beaches of sand and gravel and each is backed by a low,

grassy valley. The bights are separated by a ridge terminating in a bold rocky headland with steep cliffs 800

feet high. Anchorage in Broad Bight can be found in 16

to 20 fathoms, sandy bottom, 0.8 mile from the beach

and 1.1 miles 105° from the point of the headland; anchorage in Cascade Bight is in 14 to 16 fathoms, sandy

bottom, 0.8 mile from the beach and 0.6 mile W of the

same point.

(169) About 1.3 miles SW of Cascade Bight is a group of

rocky islets; one of them, 298 feet high, is 0.8 mile E of

Cape Morgan. Close to these islets on the offshore side

the depth is 14 fathoms.

(170) Cape Morgan, the SW end of Akutan Island, is a

prominent headland with steep, high cliffs intersected

by dikes of hard rock of characteristic color. Triplet

Rocks, three pinnacles 8 to 15 feet high, are 600 yards

off the cape. In navigating Akutan Pass, Triplet Rocks

should be given a berth of over 0.5 mile.

(171) Cape Morgan is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone

around this rookery which encompasses Flat, Cascade,

and Broad Bights and Triplet Rocks. (See 50 CFR

223.202, chapter 2, for limits and regulations.)

(172) Flat Bight is N of a bold headland which forms the

NW part of the Cape Morgan peninsula. At the headland, foul ground with thick kelp extends 0.5 mile offshore, and a covered rock is near a rock awash 0.3 mile

N of the headland. The bight is bordered by a gravel

beach 1 mile long, which in turn is backed by a low,

grassy valley. Temporary anchorage in E weather can be

found 0.6 mile from shore in 12 fathoms, sand bottom.

352 ■ Chapter 7 ■ Volume 9
(173) A large rock 2 feet high is 1 mile S of Reef Point and

400 yards from shore. A depth of 12 fathoms can be carried to the face of this rock. There is no kelp around it.

Several other rocks are inshore of this one, but they are

inside the kelp line. A rock awash is 0.8 mile farther to

the S and 250 yards from shore.

(174) The shore between Reef Point and Flat Bight is an

eroded bluff 300 to 600 feet high; when close by, a reddish outcrop is discernible.

Chart 16528

(175) Akutan Pass and Unalga Pass, on either side of

Unalga Island, are ship passages, secondary to Unimak

Pass, for entering the Bering Sea from the Pacific

through the E part of the Aleutian Chain. Akutan Pass

is 2.5 miles wide in its narrowest part between the Baby

Islands on the SW and Triplet Rocks off Cape Morgan.

The depths in the pass are very irregular, but no hidden

dangers have been found. Depths less than 10 fathoms

extend about 0.4 mile S from Triplet Rocks, and the tide

rips there are intensified, appearing as breakers. Small

craft should avoid them. A narrow, crescent-shaped

shoal with a least depth of 7 fathoms is 3.5 miles NW

from Cape Morgan. The shoal can be detected by the

swirls and tide rips marking it.

(176) Akutan Pass is wider than Unalaga Pass, but the

currents and tide rips are similar. However, the current

is felt over a much greater distance, so that with an adverse current it has been found that better time can be

made by using Unalaga Pass. On the larger tides, the

flood creates such heavy tide rips N of Unalaga Island,

even in calm weather, that it is advisable to be prepared

to take seas aboard. Tide rips 15 feet high have been observed. In approaching both Akutan Pass and Baby

Pass, fewer rips will be encountered if courses are directed for the area SE of the Baby Islands and then

swing over to either pass. This area is comparatively

quiet on the ebb when both of the passes have heavy

tide rips.

(177) Akutan Pass, in the daytime and with clear weather

and a fair current, furnishes a convenient route for vessels bound to or from Unalaska Bay. From E it is recommended that courses be steered to make land in the

vicinity of Tigalda Island and Avatanak Island; then follow the S side of these islands until the course is shaped

from Rootok Island to Cape Morgan. A midchannel

course through the pass is recommended.

(178) Remarks on currents in Akutan Pass will be found

in the first part of this chapter. (See the Tidal Current

Tables for predictions for Akutan Pass.)

(179) Baby Islands, a group of six low islands in Akutan

Pass and N of the E end of Unalga Island, have numerous

rocks among them. The islands are all tundra covered.

On the W island is a large rookery and the ground is

very pitted over almost the entire top. The SE island is

used as a fox ranch. When seen apart from Unalga Island, the Baby Islands are prominent although they

tend to blend together to appear as one island.

(180) Numerous submerged rocks, covered 11⁄2 fathoms,

in 54o00'13"N., 166o06'05"W., are about 1.0 mile NW of

the NW island. Mariners should use extreme caution in

this area.

(181) Strong currents sweep among the Baby Islands.

The S end of the passage between the two SE islands is

blocked by a reef bare at low water, forming a small protected bay, but strong currents make it a rather uncomfortable anchorage for small boats.

(182) Baby Pass, about 0.8 mile wide, separates Unalga

Island from the Baby Islands. Ledges along the shore

restrict the navigable width, but depths up to 20 fathoms will be found in midchannel. Less water and numerous rocks, described previously, are found at the N

end of the pass. A 31⁄2-fathom depth in 54o00'06"N.,

166o07'16"W., is at the NW end of the pass and about

0.65 mile from shore.

(183) On the Unalga shore of Baby Pass is a shallow cove

in which small boats may get fair protection from S and

W weather; however, a rock awash at low water is a little

S of the middle of the cove. Off the N point of the cove is

a group of bare rocks that extend into Baby Pass. The

outer rock, 12 feet high, is 300 yards from the point.

Foul ground extends 400 yards into Baby Pass from the

0.8 mile stretch of shore W of the cove.

(184) Very heavy tide rips occur to the NW of the Baby Islands on the flood, and extend a considerable distance

to the SE on the ebb. (See remarks on tide rips in

Akutan Pass.) The flood and ebb current velocity is

about 4 and 5 knots, respectively. Flood and ebb velocities of 5.5 and 7 knots occur at times of tropic tides.

(See the Tidal Current Tables for predictions for Baby

Pass.

(185) Unalga Island is separated from Unalaska Island by

Unalga Pass. The island is low compared to the neighboring islands, the highest point being a rounded hill of

707 feet SW of the central point. The E end of Unalga Island is a flat-topped hill, 145 feet high.

(186) Malga Bay, on the NW side of Unalga Island, is

about 0.6 mile in diameter and affords shelter in S

weather. The E shore of the bay is a chain of jagged

rocks and islets, the highest being 106 feet. Temporary

anchorage in S weather can be found in the center of

the bay in 11 fathoms.

(187) On the N coast of Unalga Island, precipitous bluffs

rise 100 to 200 feet, blending abruptly at the top into

rolling, slightly rising, tundra-covered tableland.

There is generally no beach, though a flat rock shelf,

Aleutian Islands ■ Chapter 7 ■ 353
from 10 to 30 feet wide, extends from the bluffs to the

water’s edge. In places a few scattered boulders may be

found on the shelf.

(188) On the S shore of Unalga Island, a prominent cylindrical rock, 120 feet high, is 0.5 mile S of the E end of

the island and 375 yards offshore. A point terminating

in a rounded knoll, 150 feet high, is 1.8 miles SW of the

E extremity.

(189) A large barn, about 1 mile SW of the E end of

Unalga Island, is on the side of a hill over 100 feet high,

and is conspicuous from the S. Several small houses

are in the gully below the barn, but can be seen only

when close-to.

(190) Numerous boulders and rocks border the S shore

of Unalga Island. A dangerous rock, covered 21⁄4 fathoms, is 700 yards off, midway of this shore.

(191) Off the SW extremity of Unalga Island, a group of

rocks extend about 200 yards into Unalga Pass, and a

rock about 4 feet high near the outer end of the group is

conspicuous while entering the pass. The 4-foot rock

should be given a berth of 300 yards.

(192) Unalga Pass, the narrowest of the three principally

used passes in the E Aleutians, is about 1.3 miles wide

in its narrowest part and, with the exception of rocks

which make out a short distance from Unalaska and

Unalga Islands, is free from dangers. The depths in

Unalga Pass vary from 8 fathoms at the S end of the pass

in about 53o56'16"N., 166o11'25"W., to over 50 fathoms.

(193) Under normal conditions the pass is not difficult to

navigate as the current sets fair with the pass. In thick

weather the shore of Unalga Island can be approached

close enough to pick up an echo and followed through

the pass. The soundings, especially in the S approaches,

furnish numerous characteristic depths to assist a vessel, equipped with echo sounding apparatus, to determine its position. For these reasons, coupled with the

fact that this pass has been thoroughly surveyed, it is

believed that it has distinct advantages over Akutan

Pass for vessels going N, especially in thick weather.

However, under exceptional circumstances, currents

and tide rips of unusual magnitude may be encountered; and treacherous seas, particularly in the narrow

part of Unalga Pass, caused by wind opposing the current, often sweep a vessel without warning. These have

caused severe damage and men have been washed overboard with resultant loss of life. There are temporary

anchorages, easy of access, at either end of Unalga Pass

where better conditions may be awaited.

(194) S of Unalga Pass, a belt of deep water leading into

Beaver Inlet makes the approach to the pass on echo

soundings comparatively easy; the 50-fathom curve

can be followed along the E limit of the deep, and the

100-fathom curve along the N limit. In the outer

reaches of Beaver Inlet it has been found possible to

catch a glimpse of the shore during the summer fogs.

For this reason and because of ease of access, it can be

recommended as good practice in thick weather to

make the slight detour into the inlet to check the vessel’s position before entering Unalga Pass. The currents

in the entrance to Beaver Inlet generally do not exceed

2 knots.

(195) (See the Tidal Current Tables for current predictions for Unalga Pass.)

(196) Deep Bay, indenting Unalaska Island on the N side

of the entrance to Beaver Inlet, is protected on the NE

by rocks awash and small islets which make offshore

about 0.3 mile; the ledge continues, totally submerged,

0.3 mile farther and terminates in a kelp-marked

3⁄4-fathom rocky shoal which breaks in SE weather. A

kelp-marked 11⁄4-fathom rocky shoal is 0.3 mile off the

bluff point on the SW side of the entrance. Temporary

anchorage in NW weather can be found at the entrance

to the small cove in the NW corner of the bay, in 10 to

20 fathoms.

(197) Beaver Inlet is described later in this chapter.

(198) From the ledge marking the E part of Deep Bay, the

shore extends NE for 2 miles to Brundage Head. This

stretch of shore has numerous rocks and islets that extend as much as 0.3 mile offshore, and strong currents

are noticeable.

(199) Brundage Head, on the W side of the S entrance to

Unalga Pass, has a knoll 192 feet high at its outer end. A

pinnacle rock, 22 feet high and 300 yards E of the point,

has deep water outside of it.

(200) Fisherman Point, about 1 mile NW from Brundage

Head, is 140 feet high. A reef, with several bare rocks

about 15 feet high and marked by heavy kelp, extends

over 400 yards N from the point. The shore between

Fisherman Point and Brundage Head is fringed with

rocks, but none extend more than about 300 yards into

the pass.

(201) English Bay, on the W side of Fisherman Point, is a

secure anchorage for small vessels. The W shore of the

bay trends due S for about 2 miles to a low point, where

it turns sharply W for 0.9 mile to the head of an arm

about 0.3 mile wide. The most secure anchorage is in

this narrow arm, SW of the low point at the turn. The

width of this anchorage between the 5-fathom curves is

about 300 yards. Good anchorage with more swinging

room can be found E of the low point in 8 to 10 fathoms, but a shoal area that extends 400 yards off the

shore N of the point must be cleared.

(202) In entering English Bay, account must be taken of

the strong currents in Unalga Pass; follow a midchannel

course, giving the W shore a berth of at least 0.3 mile,

and when heading into the arm at the head of the bay

favor the S shore slightly. Good holding ground in 12 to

20 fathoms will be found near the entrance.

354 ■ Chapter 7 ■ Volume 9
(203) From English Bay N, the Unalaska shore of Unalga

Pass is much higher.

(204) Erskine Point, about 3 miles NW of Fisherman

Point, is the N extremity of a ridge 1,432 feet high.

Along the shore from English Bay to Erskine Point are

numerous rocks, but none are more than 250 yards off.

(205) Lofty Mountain, 2,284 feet high and 2.5 miles SW

from Erskine Point, is a symmetrically-shaped conical

peak, the highest point in the vicinity. It is easily identified, and as it is often clear when surroundings are obscured, makes a valuable landmark.

Chart 16011

(206) Unalaska Island, one of the larger of the Fox Islands which form the E group of the Aleutian Island

chain, is about 67 miles in length along the axis of the

chain. The island is mountainous, and during the

greater part of the year the higher elevations are covered with snow. The irregular coastline is broken by

three long deep bays, Beaver Inlet, Unalaska Bay, and

Makushin Bay, as well as by numerous smaller bays and

coves. In general, the bays have deep water close to

shore, sometimes too deep for convenient anchorage.

Makushin Volcano, the highest point on the island, is

near the NW side and about 25 miles from the E end of

the island. In clear weather the volcano is a prominent

landmark for vessels bound to Dutch Harbor, in

Unalaska Bay.

Naval Defensive Sea Area and Airspace

Reservation

(207) Under the authority of Executive Orders 8680 of

February 14, 1941 and 8729 of April 2, 1941, Unalaska

Island is a designated Naval Defensive Sea Area and Airspace Reservation. Restrictions imposed under the authority of the above executive orders have been

suspended subject to reinstatement without notice at

any time that the interests of national defense may require such action.

Chart 16528

(208) Kalekta Bay is a broad, open bay in the N end of

Unalaska Island just E of Unalaska Bay. An obstruction,

covered 11 feet, is reported to be 800 yards off the W

shore of the bay in about 53°59'N., 166°21'W. There are

no other known dangers over 400 yards from shore.

There are a number of places where a vessel may anchor; but as this bay is open N, English Bay and Dutch

Harbor are recommended. A pinnacle rock is off Erskine Point, the E point at the entrance, somewhat similar to Priest Rock off Cape Kalekta, but the rock off

Erskine Point is distinguished by a smaller one between it and the point. On the W side of Kalekta Bay, 1.8

miles in from Cape Kalekta, is a narrow pinnacle rock

45 feet high, 100 yards offshore.

(209) On the W side of Kalekta Bay, 3 miles S from Cape

Kalekta, a gap cuts through to Constantine Bay in a

WSW direction. This gap is filled by a lagoon not connected with either bay. A reef extends 400 yards offshore just S of this gap. Anchorage may be found in the

S end of the bay 0.5 mile from shore in 12 to 20 fathoms, sandy bottom. Small craft may find anchorage in

the center of the small bight 0.5 mile in diameter on

the E side of the bay, 1 mile in from Erskine Point, in 5

fathoms, rocky bottom. The holding ground is poor and

this bight is not recommended for anchorage except in

emergency.

(210) Unalaska Bay opens into the Bering Sea between

Cape Kalekta and Cape Cheerful when on the N side of

Unalaska Island. The bay has little commerce except for

diesel oil and supplies for the local village of Unalaska.

The shores of the bay are in general mountainous, with

precipitous sea faces. Amaknak Island is near the S end

of the bay. W of the island the water is deep, but there is

no good harbor in this part of the bay; E of the island

are the important harbors and anchorages of Iliuliuk

Bay, Dutch Harbor, and Iliuliuk Harbor. The channel to

Iliuliuk Bay and Dutch Harbor is free from dangers, except along the shores. Iliuliuk Harbor is obstructed at

its entrance by ledges, but with the aid of the buoys, it is

not difficult to enter with a vessel under 250 feet in

length.

(211) Unalaska Bay is open to navigation at all seasons. It

is reported that on two occasions the drift ice of Bering

Sea entered Unalaska Bay, but such an occurrence is so

rare that it need not be considered. Ice often forms in

the sheltered coves and harbors in cold, calm weather,

but it never attains any thickness or interferes with

navigation.

Prominent features

(212) Makushin Volcano (see chart 16518), 6,680 feet

high, is the highest point on Unalaska Island. The volcano can generally be seen in clear weather. Table Top

Mountain, 2,710 feet high, back of Cape Cheerful, and

the crater of an extinct volcano with three points, the

highest being 2,293 feet, W of Eider Point, are distinctive. Either peak may be used as a leading mark in approaching Cape Cheerful until close enough to

distinguish the surrounding features; however, the

crater W of Eider Point can be used only when it is not

obstructed from view by the higher elevations NW of it.

On getting close to the island, when the fog hangs over

the land but leaves a clear space just along the water’s

edge, Wislow Island (see chart 16518) forms a good

Aleutian Islands ■ Chapter 7 ■ 355
mark. It is in a small bay about 2 miles W of Cape

Cheerful, and is a small, rounded island, regular in

shape, and stands far enough from the land to be seen

as not a part of the main island. W, under similar conditions, Koriga Point can be seen at times. The land

slopes gently to the point from Makushin Volcano, and

ends in a small peak-like formation. From E the cascade SE of Cape Cheerful is also useful as a mark, particularly in low visibility. Strangers, when in the

vicinity and uncertain of the identity of the bay and its

landmarks, should endeavor to pick out Ulakta Head.

Looking into the bay, its flat top breaking off abruptly

to sloping sides presents an appearance unlike any

other in the vicinity, and shows up well against the

background of mountains. When sighted, steer for it,

leave it on the starboard hand, and follow around, keeping out of kelp.

(213) Chelan Bank, the extensive 45-fathom bank that

extends about 7 miles NE from the vicinity of Cape

Cheerful, may be found useful in fixing the position of a

vessel by soundings. The bottom on the bank is composed of black sand and gravel; on the shelving areas

the bottom is of gray sand and gravel up to about the

80-fathom depth. Chelan Bank, at its NE end, almost

makes a junction with a similar bank that extends N

and W from Cape Kalekta, the two banks practically enclosing Unalaska Bay. A light tide rip occurs along the

outer edge of Chelan Bank.

Routes

(214) Routes, Unalaska Bay.–When bound for the bay

from any part of Bering Sea, it is recommended to

shape the course for Cape Cheerful. In thick weather it

is better to fall W of Cape Cheerful and then round it

than to fall to the E, with the possibility of being carried

by currents into the dangerous regions of the passes.

(215) Cape Kalekta is the headland at the E side of the entrance to Unalaska Bay. The headland has two summits

785 and 904 feet high, and a ridge, which sags to about

700 feet, connects the headland with the mountains to

the S. The rounded extremity of the cape is the base of

the slope from the lesser summit. When viewed

sidewise, this slope which forms the end of the headland is rounded in outline, rising precipitously at the

water’s edge and then bending gradually to meet the

lesser summit.

(216) The 904-foot summit is very close to the W side of

the cape. It is predominant, being the highest point on

the headland. Viewing the cape from either side, this

summit has somewhat the shape of a crown. When off

the extremity of the cape it appears as a sharp peak and

the outline of a spur along the W descent becomes visible. This spur is composed of the massive protuberances,

the most prominent of which takes the shape of a vertical shaft of rock rising above the level of the top of Priest

Rock.

(217) Cape Kalekta is rugged and precipitous at its extremity and particularly so on its W side. The headland

rises almost vertically at the waterline with a few detached rocks including Priest Rock, but no beaches.

The area about the extremity is foul and marked by

kelp, and a dangerous ledge which uncovers 1 foot,

usually marked by breakers, is nearly 0.4 mile N from

the cape. The ledge is roughly in line with the pinnacle

of Priest Rock and the W parts of the low islets N of

Priest Rock. Broken bottom extends about 200 yards

farther out. The N end of the cape should be given a

berth of at least 1.2 miles to avoid being carried toward

the dangers by strong currents. There are pronounced

tide rips.

(218) Priest Rock, close-to, off the N side of Cape

Kalekta, is a pinnacle 204 feet high. It is one of the most

important landmarks in making Unalaska. Priest Rock

should not be confused with the pinnacle rock off Erskine Point. Two low rocky islets of appreciable area are

N of Priest Rock.

(219) The cascade S of Cape Cheerful is visible off Cape

Kalekta.

(220) The point on the E shore of Unalaska Bay, about 1.4

miles S of Priest Rock, presents a smooth, rounded profile and is grass covered. The shore on either side of the

point has little or no irregularity. The land about the

point rises somewhat abruptly at the shore to about 150

feet, then rounds to assume a more or less flat area.

This area has a gentle slope toward the steeper slopes

leading up to a series of jagged peaks 0.5 mile inland

from the point. The peaks have no particular distinctiveness. The 10-fathom depth curve is almost 0.5 mile

off the point and broken bottom with a 11⁄2-fathom spot

is inside the curve.

(221) Princess Head, on the E side of Unalaska Bay, about

1.9 miles from Priest Rock, is a wall-like rock formation that extends out for 200 yards from the shore cliff

of that locality. The outer 200-foot length forms the

highest part or head of the feature. The head has a fairly

level top 214 feet high. The side facing the SW presents

the surface of a rough square, distinguished from the

remainder of the rock formation by its lighter shade.

Small knobs on the top of the head mark the upper corners of the square. The head is an important and distinctive landmark, especially when in close to the E

shore of Unalaska Bay, in thick weather or when fog

closes out the peaks. Two low detached rocks are off the

end of Princess Head.

(222) The rounded shore in the vicinity of Princess Head

is the base of a mountain rising to a peak 1,729 feet

high. The S slope of this mountain descends gradually

356 ■ Chapter 7 ■ Volume 9
to the lagoon in a low gap which bisects Cape Kalekta

peninsula. The point on the rounded shore is a spur

from the base of the mountain. The spur parallels Princess Head and is 0.3 mile SW of it. A smaller projection

from the shore is close N of the point. A group of bare

rocks are off the point; about 100 yards off the outer

one of this group is a rock that uncovers 2 feet.

(223) Constantine Bay, on the E side of Unalaska Bay, has

shoal and irregular depths, less than 10 fathoms, and

its use as an anchorage, except by small craft under favorable conditions, is not recommended. The shore at

the head of the bay is sandy. The SW shore is fringed

with rocky ledges. On the E side of the bay is a gap in

the land that extends ENE to Kalekta Bay. This gap is

filled with a lagoon which is not connected with either

bay.

(224) The headland W of Constantine Bay is rugged and

precipitous and the area near and around its extremity

is foul with rocks and kelp. The bluffs along the

1.5-mile stretch of shore S of the extremity, facing

Unalaska Bay, are especially high. They are very rugged

and have gray, rocky knobs and deep vertical scars, giving the appearance of vertical stratification. Split Top

Mountain marks the S end of this formation; the bluffs

rise to more than 1,600 feet near the peak.

(225) Summer Bay, a wide opening in the E shore of

Unalaska Bay, opposite Ulakta Head, is composed of

several coves, the heads of which are low and sandy.

Morris Cove, on the E side just N of a prominent headland, has depths less than 4 fathoms, and the bottom is

somewhat irregular. In the small cove between the S

cove and the headland, the depths decrease uniformly

from 4 fathoms in midchannel to the sand shore at the

head. The depths in the S cove are shallow and irregular.

Chart 16529

(226) Second Priest Rock, a pinnacle 75 feet high, is

close to the N side of the headland between Summer

and Iliuliuk Bays. The pinnacle stands on the reef bordering the shore of the headland. A dangerous rocky

shoal extends 0.2 mile N from the headland.

(227) Ulakta Head, the N end of Amaknak Island, is about

900 feet high. It has a flat top, and in clear weather it is

one of the best landmarks for fixing the position of

Unalaska Bay. Looking into the bay, its flat top, breaking off abruptly to sloping sides, presents an appearance unlike any other in the vicinity, and shows up well

against the background of mountains. From its NW

point a reef extends 0.1 mile, marked by Needle Rock,

similar in appearance to Priest Rock, but not so large.

(228) Ulakta Head Light (53°55'27"N., 166°30'31"W.), 61

feet (18.6 m) above the water, is shown from a skeleton

tower with a red and white diamond-shaped daymark

on the reef bordering the NE side of Ulakta Head. A pinnacle rock, 30 feet high, adjacent to the shore, is about

50 yards W of the light. Another rock, 20 feet high, is 75

yards NW of the light.

(229) Mount Ballyhoo, 1,589 feet high, dominates

Amaknak Island.

(230) Iliuliuk Bay has its N entrance between Ulakta

Head and Second Priest Rock. The entrance is marked

by a lighted bell buoy. N of Spithead is a covered ridge

that extends across the bay with at least 7 to 8 fathoms

near the middle of the bay; kelp has been seen on this

ridge in about midchannel. S of this ridge the depths

increase to 20 fathoms. There is anchorage almost anywhere in the bay. The usual anchorage is at the head in

14 to 16 fathoms, muddy bottom, where, even with N

winds, the force of the sea does not seem to reach.

(231) At the head of Iliuliuk Bay, behind the town of

Unalaska, is a ravine or break in the mountains, that extends through to the water S. This is sometimes useful

as a guide in entering the bay. Buildings at Unalaska, on

the lowland at the head of the bay, are prominent.

(232) Spithead is the end of the long, low, sandspit which

forms the E side of Dutch Harbor. Spithead Light

(53°53'51"N., 166°30'55"W.), 38 feet (11.6 m) above the

water, is shown from a skeleton tower with a red and

white diamond-shaped daymark on the S end of the

spit. Shoal water, less than 6 fathoms, marked prominently by kelp, extends 0.3 mile into Iliuliuk Bay from

the middle part of the sandspit.

(233) The W shore of Iliuliuk Bay S of the sandspit is

fringed with rocks and should not be approached closer

than 0.3 mile.

(234) Rocky Point has a kelp-marked reef that extends

400 yards toward Spithead; the outer limit is marked by

a lighted buoy. A rock, covered 3⁄4 fathom, is 250 yards

NE of the point. Along the E side of Rocky Point the reef

is extensive; the 10-fathom curve, which marks the

outer limit of broken bottom in this part of Iliuliuk Bay,

roughly parallels the side of the point at a distance of

nearly 400 yards.

(235) A signal station and six oil storage tanks are on the

hillcrest W of Rocky Point. Eight additional tanks are

0.1 mile S of Rocky Point.

(236) Dutch Harbor, on the W side of Iliuliuk Bay, has its

entrance between Spithead and Rocky Point. The water

is deep close to the shores and in all parts of the harbor,

except off Rocky Point. The entrance is about 0.5 mile

wide and 12 to 18 fathoms deep.

(237) Anchorage may be had within the harbor in 13 to

18 fathoms. Violent williwaws are experienced during

gales, especially from the SW, and the best shelter will

Aleutian Islands ■ Chapter 7 ■ 357
be found under the high part of the island well N of the

entrance. SW gales practically have a clear sweep

across the entrance because of the lowland W. Vessels

forced to moor at Delta Western, Dutch Harbor Terminal Wharf during the early spring and fall will find it

necessary to use chains and wire cables in addition to

mooring lines during the severe gales.

Wharves

(238) Numerous wharves, piers, and docks are at

Amaknak and Unalaska Islands. For a complete description of the port facilities refer to Port Series No.

39, published and sold by the U.S. Army Corps of Engineers. (See Appendix A for address.)

(239) Delta Western, Dutch Harbor Terminal Wharf

(53°53'29"N., 166°32'04"W.): a T-head pier about 0.3

mile NW of Rocky Point; 425-foot (129 m) face; 35 to 50

feet (10.7 to 15.2 m) alongside; deck height, 18 feet (5.5

m); pipelines extend from wharf to storage tanks in

rear, total capacity of 187,650 barrels; receipt and shipment of petroleum products; and fueling vessels;

owned and operated by Delta Western, Inc.

(240) Submerged piles, the remains of a previous structure, may exist close to the SE end of the pier; this area

should be avoided. Large vessels berthing at this pier

should drop anchor well offshore and warp in to enable

them to get away at once in case of a sudden onshore

wind.

(241) City of Unalaska, Marine Center Wharf (City

Dock) (53°54'06"N., 166°31'47"W.): 0.7 mile NNE of

Delta Western, Dutch Harbor Terminal Wharf; 690-foot

(210 m) face, 2,150 feet (655 m) total berthing space

with dolphins; 40 feet (12.2 m) alongside; deck height,

18 feet (5.5 m); 6,000 feet of covered storage area; open

storage area for 1,500 containers; receipt and shipment

of containerized general cargo; landing for passenger-and-vehicular ferry; and fueling vessels; owned by

City of Unalaska and operated by various operators.

(242) City of Unalaska, Ballyhoo Wharf (53°54'09"N.,

166°31'41"W.): across from Spithead; 231-foot (70 m)

face; 40 feet (12.2 m) alongside; deck height, 18 feet

(5.5 m); receipt and shipment of conventional general

cargo; handling supplies and equipment for fishing

vessels; and fueling vessels; owned by City of Unalaska

and operated by City of Unalaska and North Pacific

Fuel.

(243) North Pacific Fuel, Dutch Harbor Ballyhoo Wharf

(53°54'11"N., 166°31'39"W.): across from Spithead;

156-foot (47 m) face; 42 to 45 feet (12.8 to 13.7 m)

alongside; deck height, 18 feet (5.5 m); receipt of petroleum products; and fueling vessels; owned by City of

Unalaska and operated by North Pacific Fuel.

(244) City of Unalaska, International Port of Dutch Harbor, UMC USCG Wharf (Coast Guard Dock)

(53°54'16"N., 166°31'34"W.): across from Spithead;

526-foot (160 m) face; 626 feet (190 m) total berthing

space with dolphins; 25 feet (7.6 m) alongside; deck

height, 18 feet (5.5 m); mooring U.S. Coast Guard vessels; and fueling vessels; owned by City of Unalaska and

operated by U.S. Coast Guard, State of Alaska, and

North Pacific Fuel.

(245) Western Pioneer, Dutch Harbor Wharf

(53°54'36"N., 166°30'46"W.): near head of Dutch

Harbor; 660-foot (201 m) face; 660 feet (201 m) total

berthing space; 30 feet (9.1 m) alongside; deck height,

16 feet (4.9 m); receipt and shipment of conventional

general cargo; handling supplies and equipment for

fishing vessels; and fueling vessels; owned by Western

Pioneer, Inc. and operated by Western Pioneer, Inc. and

North Pacific Fuel.

(246) North Pacific Fuel, Dutch Harbor Resort Wharf

(53°54'41"N., 166°30'40"W.): near head of Dutch

Harbor; 285-foot (87 m) face; 25 feet (7.6 m) alongside;

deck height, 16 feet (4.9 m); receipt of petroleum products; and fueling vessels; owned by Western Pioneer,

Inc. and operated by North Pacific Fuel.

(247) Trident Seafoods Corp., Dutch Harbor Wharf

(53°54'44"N., 166°30'32"W.): near head of Dutch

Harbor; 450-foot (137 m) face; 20 feet (6.1 m) alongside; deck height, 16 feet (4.9 m); handling supplies and

equipment for fishing vessels; and fueling vessels;

owned by Western Pioneer, Inc. and operated by Trident

Seafoods and North Pacific Fuel.

(248) Icicle Seafoods, Dutch Harbor Docks (53°54'15"N.,

166°30'25"W.): two parallel, opposite-hand, L-shaped

piers at the head of Dutch Harbor; 20 feet (6.1 m)

alongside; deck height, 16 feet (4.9 m); receipt of seafood; and handling supplies and equipment for fishing

vessels; owned by Ounalashka Corp. and operated by

Icicle Seafoods, Inc.

(249) City of Unalaska, Light Cargo Dock (53°54'28"N.,

166°30'33"W.): 0.7 mile N of Spithead; 150-foot (46 m)

face; 395 feet (120 m) total berthing space with bollards; 25 feet (7.6 m) alongside; deck height, 20 feet (6.1

m); handling supplies and equipment for fishing vessels; owned and operated by City of Unalaska.

(250) City of Unalaska, Spit Dock (53°54'17"N.,

166°30'42"W.): 0.45 mile N of Spithead; 980-foot (299

m) face; 1,975 feet (602 m) total berthing space; 50 feet

(15.2 m) alongside; deck height, 12 feet (3.7 m); mooring commercial vessels and barges; owned and operated by City of Unalaska.

(251) APL Limited, Dutch Harbor Wharf (53°53'00"N.,

166°31'52"W.): 0.35 mile SW of Rocky Point; 538-foot

(164 m) face, 1,050 feet (320 m) total berthing space; 45

358 ■ Chapter 7 ■ Volume 9
feet (13.7 m) alongside; deck height,12 feet (3.7 m);

cranes to 40 tons; open storage area for 1,000 containers; receipt and shipment of containerized and conventional general cargo; and fueling vessels; owned by

Dutch Harbor Development Corp. and operated by APL

Limited and Delta Western, Inc.

(252) Immediately S of the container pier, and fronting

Iliuliuk Bay, are the ruins of another oil pier; submerged piles and broken dolphins may exist.

Pilotage, Dutch Harbor

(253) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(254) The Aleutian Islands are served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3,

for the pilot pickup stations and other details.)

(255) Dutch Harbor is a customs station.

(256) An Immigration and Naturalization Service office

is located in Dutch Harbor. (See chapter 3, Vessel Arrival Inspections, and Appendix A for address.)

Tides

(257) (See the Tide Tables for predictions for Dutch Harbor.) The diurnal range of tide is 3.7 feet. The tidal current in Dutch Harbor is inappreciable, and in Iliuliuk

Harbor the velocity does not exceed 1 knot.

Supplies

(258) Provisions and fuel are available in Unalaska and

Dutch Harbor.

Repairs

(259) In Dutch Harbor, a marine repair plant on two permanently-moored barges is located N of the Coast

Guard Dock with cranes up to 70-tons. In Iliuliuk Harbor, S of Expedition Island, a shipyard has a 300-ton

marine railway.

Communication

(260) Passengers, freight, and mail for Dutch Harbor are

handled by air. Dutch harbor has regular airline service

year round. Telephone service is available. The Dutch

Harbor marine operator monitors VHF-FM channel 28.

(261) An outpatient clinic in Dutch Harbor has two physician’s assistants on call 24 hours a day. The clinic

monitors 4125 kHz during working hours and may also

Aleutian Islands ■ Chapter 7 ■ 359
be reached through the Unalaska Police Department on

VHF-FM channel 16.

(262) Unalaska is on a low strip of land between the shore

at the head of Iliuliuk Bay and a stream which empties

into Iliuliuk Harbor. The wharf is at the W end of the

strip of lowland. The N side of the wharf faces the passage connecting the bay and harbor and the W side

faces the harbor. The channel approach to the passage

is endangered by Iliuliuk Reef which is off the town in

Iliuliuk Bay.

(263) Unalaska is the largest settlement in the Aleutian

Islands. The original Russian settlement was known as

Iliuliuk. The principal sources of income are trapping

and seasonal employment in the Pribilof Islands.

Unalaska has a public grade and high school, and a general store.

(264) A radio station is at Unalaska. Telephone service is

available. Passengers, freight, and mail for Unalaska are

handled by air.

(265) Iliuliuk Reef, a ledge bare in places, extends 250

yards in an E-W direction. From the E dry rocks, a

ledge covered 12 to 15 feet and marked by kelp extends

150 yards S. A buoy is S of the W end of the reef.

(266) East Channel is a dredged, buoyed passage connecting Iliuliuk Bay and Harbor. In July 2006, the controlling depth was 33⁄4 fathoms except for an area of

heavy kelp in the N half of the channel between the

lighted buoys. South Channel, a passage marked by

daybeacons, between Captains Bay and Iliuliuk Harbor,

has a controlling depth of about 28 feet. A fixed highway bridge with a clearance of 20 feet crosses South

Channel about 300 yards SSE of Expedition Island.

(267) The channel N of Iliuliuk Reef has a least depth of

17 feet, but it should not be attempted without local

knowledge. On the N side of the channel at its E end,

200 yards N of the E end of Iliuliuk Reef, is a depth of

11⁄4 fathoms off the end of a pointed reef that extends

from the shore.

(268) Iliuliuk Harbor, the harbor for Unalaska, may be

entered through East Channel from Iliuliuk Bay or

through South Channel from Captains Bay. The latter

channel carries the greater depth and is the most easily

navigated during N weather. The distance through East

Channel is shorter for vessels from Dutch Harbor or

the Bering Sea but South Channel is nearer for vessels

from Captains Bay. Iliuliuk Harbor is small but landlocked with good holding ground, and an average depth

of 10 fathoms. There is sufficient room for backing and

filling in turning a moderate-sized ship. Violent

williwaws are experienced with S gales. Vessels under

200 feet in length have ridden out gales here, but the

short scope of chain allowable usually causes the anchor to drag. Because of the limited swinging room, an

anchorage in Dutch Harbor or Unalaska Bay is

recommended during severe weather. During the fishing season, the harbor entrances become highly congested with fishing vessels, and caution should be

exercised when entering or leaving.

(269) Seafood processing facilities are along the shores of

Iliuliuk Harbor.

(270) Expedition Island is in the S part of Iliuliuk Harbor. On the island is a small grove of evergreens. The

trees are from Sitka and were transplanted in 1805 by a

Russian Orthodox priest. A similar grove is near the old

Indian village of Amaknak. The trees are 25 feet in

height and their number apparently has not increased.

A small-craft facility is along the S side of the island.

(271) Bailey Ledge, near midchannel at the S end of the

passage leading from Captains Bay to Iliuliuk Harbor, is

of small extent, steep-to, and marked by a light with a

red and white daymark. Only a small amount of kelp

marks this ledge, which uncovers 2 feet.

(272) South Amaknak Rocks is in a foul area that extends from the S extremity of Amaknak Island. The

smaller 15-foot rock near the S edge of the foul ground

is about 250 yards SE of the larger 30-foot rock. A deepwater channel is located between the buoy marking

this group of rocks and Bailey Ledge and also about 250

yards E of the E South Amaknak Rock, thence deep water may be carried to the S entrance of Iliuliuk Harbor

by favoring the E shore.

Chart 16530

(273) Captains Bay is the arm at the head of Unalaska

Bay. Its entrance from Unalaska Bay direct is W of

Amaknak Island. The bay is also entered, as previously

indicated, by passing E of Amaknak Island through

Iliuliuk Harbor, and through the channel leading S

from the harbor.

(274) The entrance to Captains Bay W of Amaknak Island

is marked by Arch Rock Light 3A, 15 feet (4.6 m) high,

adjacent to the point 0.8 mile from the S extremity of

the island. Directly opposite Arch Rock is a bold point

marking the W side of the entrance. A reef extends 220

yards channelward from the bold point, and from the

reef a bar of 5 to 8 fathoms extends to a point nearly

three-quarters of the distance across the entrance toward Arch Rock. Large vessels in entering should pass

about 100 to 200 yards off Arch Rock as the deepwater

channel will be found at those distances.

Wharves

(275) Numerous wharves, piers, and docks are on the E

side of Captain's Bay. Many of the seafood industry facilities are not listed. For a complete description of the

360 ■ Chapter 7 ■ Volume 9
port facilities refer to Port Series No. 39, published and

sold by the U.S. Army Corps of Engineers. (See Appendix A for address.)

(276) Westward Seafoods, Unalaska Dock (53°51'27"N.,

163°33'20"W.): about 1.0 mile S of Unalaska-Amaknak

Island Bridge; 800-foot (244 m) face; 35 to 45 feet (10.7

to13.7 m) alongside; deck height, 15 feet (4.6 m); 1,110

feet (338 m) total berthing space; receipt of seafood and

petroleum products; handling supplies and equipment

for fishing vessels; and fueling vessels; owned by Westward Seafoods, Inc. and operated by Westward

Seafoods, Inc. and North Pacific Fuel.

(277) North Pacific Fuel, Captain’s Bay Terminal Wharf

(53°51'05"N., 163°34'24"W.): about 1.5 miles S of

Arch Rock Light; 507-foot (155 m) face, 43 to 60 feet

(13.1 to 18.3 m) alongside; deck height, 12 feet (3.7 m);

617 feet (188 m) total berthing space; receipt and shipment of conventional general cargo; receipt of seafood

and petroleum products, handling supplies and equipment for fishing vessels; and fueling vessel; owned by

Crowley Marine Services, Inc. and operated by North

Pacific Fuel and Crowley Marine Services, Inc. In

March 1982, unexploded ordnance was reported about

40 feet seaward of the wharf; vessels are advised not to

use anchors in this area.

(278) Northland Service, Dutch Harbor Wharf

(53°50'34"N., 165°34'53"W.): about 0.6 mile S of

Captain's Bay Terminal Wharf; 200-foot (6.1 m) face; 30

feet (9.1 m) alongside; deck height, 15 feet (4.6 m); 360

feet (109 m) total berthing space; receipt and shipment

of conventional and roll-on/roll-off general cargo and

seafood; handling supplies and equipment for fishing

vessels; owned by Offshore Systems, Inc. and operated

by Northland Services, Inc.

Anchorage

(279) Anchorage may be had in 17 to 20 fathoms, even

bottom of mud and sand, about 0.4 mile E of the northernmost island of the group at the head of Captains Bay.

In approaching this anchorage favor the E shore to

avoid Swallow Reef and the shoal to the S, which is NE

and E of the northernmost island. A lighted buoy is on

the E side of Swallow Reef. A reef extends 150 yards

from the E shore about abreast of Swallow Reef. Small

craft may obtain secure shelter in 9 fathoms, sand and

mud bottom, at Port Levashef, E of the most S of the

larger islands.

(280) Hog Island, 300 feet high, is off the W side of

Amaknak Island in Unalaska Bay. Foul ground, marked

by a lighted buoy, extends nearly 0.5 mile N of Hog Island. The reef that extends 0.3 mile from the N point, a

part of the foul ground, has numerous rock ledges jutting up from the rocky bottom. Clear passage exists

between Hog Island and Amaknak Island. Favor

Amaknak Island to avoid a 31⁄4 fathom shoal, that is 600

yards NE of the S end of Hog Island. A large, thick kelp

patch, marked by a lighted buoy on its SW end, is S of

Hog Island and should be avoided.

(281) Nateekin Bay, on the SW side of Unalaska Bay, affords good anchorage, except for NE winds, for small

craft in 3 to 4 fathoms, 490 yards E of the head of the

middle bight on the NW shore. A shoal area covered 1

fathom is SE of this anchorage.

Chart 16528

(282) Broad Bay, a bight in the W shore of Unalaska Bay

2.5 miles S of Eider Point, affords fair anchorage in 25

fathoms, sandy bottom, 0.5 mile offshore. The anchorage is exposed to NE weather.

(283) Wide Bay, 1.2 miles SW of Eider Point also affords

fair anchorage in 25 fathoms, mud and sand bottom,

0.4 mile from the W head of the bight.

(284) Makushin Valley, which borders on Broad Bay, is a

flat, covered with grass, and about 15 feet above high

water. A sizable stream courses through the valley. The

shore along Broad Bay is composed of very coarse sand.

A similar valley and shore are found at Wide Bay. The

cascade just N of Broad Bay can be seen only in the restricted area to the SE.

(285) Eider Point is at the S end of a rocky bluff-formation of great height which characterizes the coast for

several miles along the W side of the entrance to

Unalaska Bay. In places along this shore there are massive accumulations of loose rock and earth lying at the

base of the bluffs, formed by slides. The bluffs are of

horizontal strata and like those about Cape Cheerful

have a distinct reddish hue. Eider Point is a comparatively low projection pointing S, and from it a narrow

reef extends in the same direction for 0.6 mile into

Unalaska Bay. The reef uncovers 2 to 4 feet and usually

breaks at high tide but not generally along its outer

limit. Although deep water can be carried from seaward

to the vicinity of the end of the reef, Eider Point should

be given a berth of at least 1 mile when passing S of it.

(286) A 133-foot-high cascade, 1.5 miles N of Eider Point,

is the most distinguishable feature between the point

and Cape Cheerful. It is an excellent landmark during a

low-ceiling fog when only the lower part of the cascade

can be seen. The bluff at the cascade has a remarkably

smooth, stratified face, up to an elevation of about 100

feet, where it forms a distinct horizontal line directly

above which the upper strata have very irregular surfaces and appear to overhang in places. The cascade

emerges from a slight depression at the top to form a

comparatively narrow white waterfall to a sea level

Aleutian Islands ■ Chapter 7 ■ 361
bench at the foot of the bluff. On either side of the cascade are rockslide and earthslide accumulations.

Chart 16518

(287) Cape Cheerful, on the N coast of Unalaska Island

just W of Unalaska Bay, consists of a main and secondary

headland about 1 mile apart, the two headlands being

separated by a low grassy valley emerging on the coast.

The valley is flat at the base and resembles an amphitheater; it is called The Dry Dock.

(288) The main headland is the W of the two and is adjacent to Reese Bay; it projects farther to seaward and is

marked by a peak 1,808 feet high. The peak is close to

the extremity of the headland and dominates the end of

the cape from most directions of approach. It may,

however, merge with the higher elevations back of the

secondary headland or be shut out by them when the

peak and higher elevations are on range.

(289) Table Top Mountain, 2,710 feet high, is the highest

summit back of Cape Cheerful, but there are several

peaks to the E of it approaching this elevation. The W

slope of this mountain descends to the deep valley that

extends inland from Reese Bay. The mountain has a

wide flat top.

(290) The bluffs about Cape Cheerful present a rugged

and almost vertical appearance, and rise to 1,000 feet.

They are of horizontal strata and have a distinct reddish

hue. Large slides of loose rock at the waterline can be

seen along the cape. The area outside the base of the

bluffs, that is at or near the high-water line, is very

rocky and strewn with boulders. Foul ground extends

several hundred yards off the extremity of the secondary headland and its NE side. Depths of over 20 fathoms

are found 0.5 mile off Cape Cheerful.

(291) The currents apparently meet in the vicinity of

Cape Cheerful, the flood setting NW from Unalga Pass

and NE from Point Kadin, creating eddies which set toward the shore. In rough weather the seas are apparently accentuated in the vicinity of the cape and it is

therefore advisable to give it a wide berth under such

conditions.

(292) Reese Bay, a cove between Cape Cheerful and Cape

Wislow, is about 1 mile wide at the head, which consists

of a low, narrow strip of sand with some marsh grass. It

indents the shoreline about 1 mile, but appears larger

because of the pronounced valley or mountain gap that

extends inland from the coarse sand beach at the head

of the cove. It is a long flat, covered with grass, partly

filled by McLees Lake, and flanked by the side slopes of

ridges that terminate at each cape. Wislow Island is in

the middle of Reese Bay, and although rocky, appears

regularly rounded in shape. It is 121 feet high, and the

top is grass covered. Wislow Island stands out

prominently against the low background and is a good

landmark during low visibility. Anchorage in 14 fathoms may be found 0.5 mile NE from Wislow Island,

with some shelter from SE weather. There are depths of

2 to 3 fathoms S of Wislow Island, but no shelter in N

weather, and the shape of the bay apparently concentrates the effect of any N swell, so that it breaks well off

the shore at the head of the bay.

(293) The channel W of Wislow Island is blocked by a detached, rocky shoal, marked by kelp, with a depth of 11⁄4

fathoms, lying 350 yards W from the S end of Wislow Island.

(294) Cape Wislow, 2.5 miles W of Cape Cheerful, is dominated by Mount Marshall Reese, 2,545 feet high. This

peak is at the N end of the long ridge which parallels the

low valley that extends inland from Reese Bay. The land

slopes gradually and evenly from Mount Marshall

Reese to the end of Cape Wislow where it terminates in

a bluff about 600 feet high.

(295) SW of Cape Wislow, about 1 and 3 miles, respectively, are two remarkable rocky cliffs about 2,000 feet

high. They appear as equilateral triangles from the NW.

A small triangular bluff, 560 feet high, is between them.

Several large waterfalls emerge from the gullies between these bluffs; the most prominent of the waterfalls is about 1.7 miles W of Cape Wislow. Emerging

from a V-shaped gully, the water makes a vertical drop

of 139 feet to the high-water line. Being a spray of white

foamy water, it is visible against the dark rocky cliff for

some distance, and makes a good landmark when

viewed from the NE.

(296) Irishmans Hat, a square tower rock 85 feet high, is

about 0.2 mile offshore from the foot of the W cliff 3

miles SW of Cape Wislow. This rock can seldom be

identified from any direction except NE where it shows

clear of the land. Irishmans Hat is surrounded by a

kelp-covered reef.

(297) Driftwood Bay, just W of Irishmans Hat and about

6 miles W from Cape Cheerful, is an open bight, with a

sand and gravel beach at its head. The lowland inshore

from the bay is a large, swampy valley covered with

marsh grass. The lowland to the S, separating the

mountainous mass of Makushin Volcano from the

highland in the vicinity of Mount Marshall Reese, often

can be recognized from offshore when the mountains

are in clouds.

(298) Anchorage with some shelter from SW and SE

weather can be found in 11 fathoms 0.5 mile from the

W shore, with Point Tebenkof bearing about 275°. The

depths shoal rapidly towards the head of the bay, and

depths of 3 fathoms and less are found 600 yards offshore near the SE part of the bay.

362 ■ Chapter 7 ■ Volume 9
(299) Point Tebenkof, the W point of Driftwood Bay, is

probably the most readily identifiable of any of the

points along this stretch of coast, especially from the

SW. The point terminates in a grassy bluff 800 to 1,000

feet high which overlooks the points to the SW.

(300) From Point Tebenkof the land rises gradually and

evenly to a flat-topped peak or ridge 3,505 feet high, 2.8

miles inland. From the SW this ridge is seen on the skyline as a straight line slightly inclined to the horizon

and terminating at the inshore end in a smoothly

rounded peak which is a spur from the higher land

about Makushin Volcano.

(301) Red Cinder Dome, 1,874 feet high, is 1.1 miles S of

Point Tebenkof and to the E of the ridge. This crater

peak shows over the ridge to the W as a flat-topped

hump appearing as a part of this ridge. It is a useful

landmark because it is often clear when all other peaks

are obscured. It can be identified readily from NE as it

shows clear over the lower land at the head of Driftwood Bay, while all other points and landmarks merge

with the higher land in the background.

(302) Point Tebenkof should be given a berth of at least

0.5 mile. Two rocks awash at high water are 200 yards

offshore about 0.4 mile W of the point, and a 21⁄4-fathoms shoal, marked by heavy kelp, is 375 yards offshore,

outside of the rocks awash.

(303) A large slide 1.3 miles W of Point Tebenkof may be

identified under certain conditions of light. The bare

place has the shape of an enormous keyhole, about 600

feet high.

(304) Bishop Point is a level tablelike projection, 254 feet

high, about 3 miles SW from Point Tebenkof. It terminates in a pinnacle 102 feet high. A deep gorge extends

3.5 miles S from the point. Cascades are visible in summer high up on the walls of this gorge.

(305) Temporary anchorage in S weather may be found

0.4 mile from shore in about 16 fathoms 1 mile ENE

from Bishop Point or 0.5 mile WSW from it.

(306) Two large waterfalls, one of which is divided into

two cascades about 100 feet high, are 1.6 miles SW

from Bishop Point, and are visible to the N and NE.

(307) Koriga Point, 5 miles SW of Point Tebenkof, is

about 140 feet high and is difficult to distinguish except

from the SW. There are a number of rocky islets close to

shore E and W of the point. Deep water, 40 fathoms, is

found within 0.3 mile of the point.

(308) A round hill, 320 feet high, is about 0.8 mile SW of

Koriga Point, and can be identified from the SW when

it is clear of Point Tebenkof but is difficult to distinguish when seen against the higher land.

(309) The shore SW of Koriga Point is composed of rocky

bluffs 100 to 300 feet high. A small cove, with a sandy

beach, 1.8 miles SW of the point, has depths of less than

5 fathoms, and the E part of the cove is obstructed by

rocks and kelp.

(310) Point Kadin, 3 miles SW of Koriga Point, is an inconspicuous, rounding section of the NW coast of

Unalaska Island. A group of rocks 18 feet high are 250

yards off the cape. About 0.4 mile SW is another group

of rocks 7 feet high, 350 yards offshore from a waterfall

about 60 feet high, visible only from the N. Extending

NW and W more than 0.5 mile from these rocks is a

rocky bank with depths from 51⁄4 to 8 fathoms, while

depths of 11 fathoms are found about 1 mile W. Tide

rips occur in this vicinity, and in heavy weather the seas

are perceptibly heavier. It is recommended that Point

Kadin be given a wide berth, especially in bad weather.

(311) Makushin Volcano 6,680 feet high, is a flat-topped

snow-covered mass with several jagged peaks of about

the same elevation surrounding it. It can easily be identified when not covered by clouds. The westernmost of

these jagged peaks is particularly sharp and distinct

and has an elevation of 5,242 feet. A large glacier covers

the entire top of the peak and extends down into the

large valleys at its base. Faint clouds of vapor steam

from the NE end of the snow field may be visible.

(312) Cape Kovrizhka, 5 miles SW of Point Kadin, is very

prominent and easily distinguished by the

dome-shaped rocky hill, 233 feet high, that forms its

westernmost extremity. Numerous rocks are found

around this cape, and it should be given a berth of 1

mile. Under certain combinations of wind and current

comparatively heavy tide rips occur in the vicinity of

the cape.

(313) Round Top, about 1 mile inland at Cape Kovrizhka,

is a massive, round-topped peak, 2,452 feet high, separated from the peaks surrounding Makushin Volcano

and higher than any of the nearby peaks. It is a useful

landmark.

(314) On the N side of Cape Kovrizhka is a small open bay

which affords a temporary anchorage during moderate

SE weather. Differences from normal magnetic variation of as much as 3° have been observed at the cape.

Chart 16517

(315) Volcano Bay, immediately S and E of Cape

Kovrizhka, is small and open to the W and S, forming a

fair anchorage for E weather. However, strong winds

are to be expected, and with winds shifting to the S and

W the bay becomes quite rough and dangerous for

small craft.

(316) Makushin Bay, indenting the W side of Unalaska Island, is 2.5 miles wide at the entrance and extends in an

E direction for 5 miles to the entrance of Anderson,

Cannery, and Portage Bays.

Aleutian Islands ■ Chapter 7 ■ 363
(317) Makushin Point, on the N side of the entrance to

Makushin Bay, rises to 762 feet and is grass covered. It

is made prominent by a number of small knolls scattered over its top. Just N of the point there is a low valley that extends from Makushin Bay to Volcano Bay.

(318) The abandoned village of Makushin is on the E side

of Makushin Point. Water is obtainable from a stream

nearby.

(319) The N side of the entrance to Makushin Bay is

marked by Rock Islet, 104 feet high, 0.5 mile SW of

Makushin Point, with several rocks between it and the

point. There are no known dangers if the S shore is

given a clearance of at least 0.3 mile. An abrupt shoal,

with least depth of 16 fathoms is 1.2 miles SW from

Rock Islet.

(320) A prevailing current sets in a N direction off

Makushin Bay. The combined effect of the currents, including tidal currents, and winds causes a very noticeable choppy sea with attending tide rips across the

entrance of the bay.

(321) Vessels have anchored in 15 fathoms, mud bottom,

about 0.3 mile off the beach in the cove E of Makushin

Point with Priest Rock, 80 feet high just S of the abandoned village, bearing 230°. This anchorage is good for

W and N weather, but with S weather considerable

swell makes in, and in E weather, it becomes quite

rough.

(322) Humpback Bay, on the NE side of Makushin Bay,

offers good anchorage for large vessels in all but W

weather. Enter the bay from the SW on a course of 055°,

keeping Cathedral Rocks about 600 yards to starboard.

Anchorage can be had in 25 to 47 fathoms, mud bottom.

(323) Anderson Bay, the S arm of Makushin Bay, affords

several good anchorages of moderate size and at least

one anchorage for one or more larger ships. A gravel

spit, forming Tarasof Point, on the W side of the entrance, is a distinctive feature. The bay extends about 6

miles in a SE direction and terminates in two arms,

Naginak Cove on the W and Udamak Cove on the E,

with wedge-shaped Iksiak Point between them. Four

well-rounded, grass-covered islands are in the E half of

the bay. These islands are well apart from one another;

Peter Island, the northernmost, is near Anderson

Point, the E entrance point of the bay, and the southernmost is well inside the entrance to Udamak Cove.

(324) Anchorage in Anderson Bay is in 20 fathoms, mud

bottom, in a bight between the second island from the

N and the main shore. The anchorage in Naginak Cove

is in a mud bottom N of the narrow pass formed by two

opposing points. The pass is about 1.2 miles from Iksiak

Point, and is obstructed by a dangerous 11⁄2-fathom

shoal in midchannel. Anchorage in Udamak Cove is E

of the fourth island in 22 fathoms, mud bottom, on a

ridge that extends from the middle of the island to the

main E shore.

(325) Cannery Bay, 1 mile to the E of Anderson Bay, extends about 3 miles in a SE and E direction. Near the

head and on the S side of the bay is an abandoned wharf

and cannery. The only anchorage in the bay is at the E

end, about 0.4 mile NE of the abandoned cannery in 15

to 17 fathoms, soft bottom.

(326) Portage Bay extends about 4 miles in an E direction from Cannery Point. Two shoals, with least depths

of 53⁄4 and 61⁄2 fathoms, are almost in midentrance. Indifferent anchorage for small vessels may be had in 19

fathoms, sticky bottom, midway between the N shore

and the 11⁄2-fathom shoal and rocks near the head of the

bay.

(327) A trail to Unalaska begins at the prominent valley

about 1 mile from the head and on the N side of Portage

Bay. The trip to Unalaska takes about 8 hours.

(328) Cape Starichkof, forming the S entrance point to

Makushin Bay, is marked by an off-lying rock 27 feet

high. Numerous rocks, covered and awash, are found

along the shore in this vicinity, but are not known to

extend more than 0.3 mile from the beach. The mountains rise abruptly from the beach in this vicinity to

1,600 feet.

(329) Two miles S of Cape Starichkof is a deep narrow

valley, trending E. Convenient anchorage in SE

weather can be found 0.5 mile from shore off this valley

in about 20 fathoms, with the center of the valley bearing about 110° and a conspicuous small 4-foot rock,

150 yards off the shore at the S edge of the valley, bearing about 150°. Launches can find more shelter by anchoring closer to shore. A small bank with least depth

of 61⁄4 fathoms is 450 yards W of the rock previously

mentioned.

(330) Skan Bay, on the W side of Unalaska Island, has its

NE entrance point at the ledge 2 miles S of Cape

Starichkof. It is 2 miles wide at the entrance and extends about 4 miles in a SE direction.

(331) A bank, with a least depth of 33⁄4 fathoms, is in the

bay entrance, 1.4 miles 205° from the point on the NE

side and 0.8 mile N of the SW entrance point.

(332) The two arms at the head of Skan Bay are separated

by Skan Point, a high headland. The E arm is too deep

for convenient anchorage. The entrance to the S arm is

about 0.4 mile wide and choked with heavy kelp, but

has a least depth of about 5 fathoms in midchannel.

This arm extends over 1 mile to the S, has depths over

30 fathoms, and provides good shelter from all directions; but the depth is too great in that the length of anchor cable required would not allow sufficient

swinging room.

(333) The survey ship used an anchorage just inside the

SW entrance point of Skan Bay, a little less than 0.5

364 ■ Chapter 7 ■ Volume 9
mile from shore in 15 fathoms, where some shelter

from W weather was found.

Chart 16515

(334) Spray Cape, about 3 miles W of the SW entrance

point of Skan Bay, is conspicuous from the N. A small

islet, about 80 feet high, is close to shore off its NW

side, and rocks covered at high water extend SW from

this point.

(335) The shore between Skan Bay and Spray Cape is

fringed with pinnacle rocks and islets, and a bank, covered 63⁄4 fathoms at its outer edge, extends more than

0.5 mile offshore. In 2004, a visible wreck was reported

about 0.4 mile offshore in 53°38'04"N., 167°07'30"W.

(336) From Spray Cape the shore trends S for 3.5 miles to

the entrance of Pumicestone Bay. It is high and steep,

fringed by rocks. An anchorage with good shelter in SE

weather can be found 0.4 mile from shore at the entrance to Pumicestone Bay in 20 fathoms off a small

bight.

(337) Pumicestone Bay, on the NW side of the long W extension of Unalaska Island, is 1.5 miles wide at the entrance, but narrows rapidly to less than 0.5 mile. The

bay extends about 7 miles in an E direction with an

abrupt S-turn to the N and E about 4 miles from the entrance. The turn is partially blocked by a small

flat-topped island about 30 yards in extent and 36 feet

high, leaving a clear channel 300 yards wide.

(338) The N shore of Pumicestone Bay is formed by low,

grass-covered hills. The shore is extremely rocky and

rugged, the bluffs having a general elevation of 50 feet.

The S shore is almost vertical and is characterized by

many slides. The bay is divided by the turn into an outer

and an inner bay. The inner bay is almost surrounded

by high, precipitous mountains, except at the head

where the mountains recede from the shore, leaving a

narrow, flat grassland some 200 to 400 yards in width.

(339) Two large streams flow into the bay, one on the NE

and the other at the S side of the head of the bay. At the

turn of Pumicestone Bay is a strip of shingle beach on

the E side, backed by a narrow strip of grassland, that

extends to the high bluffs in back of it. A conspicuous

waterfall about 800 feet high is at the S end of the

beach.

(340) The outer bay is very deep. The water shoals gradually from over 40 fathoms at the entrance to less than

30 fathoms at the turn. There is little shoal water suitable for anchorage, and no protection from W weather.

(341) At the head, the inner bay widens forming a basin

0.5 mile in diameter where good anchorage may be

found in 20 fathoms or less. The SE part of this basin

shoals abruptly from 10 fathoms to less than 1 fathom.

(342) Kashega Point, on the S side of the entrance to

Pumicestone Bay, is 1,447 feet high and deep water is

found close to its N shore.

(343) About 1.5 miles S of Kashega Point is a bold rocky

island about 80 feet high, 600 yards from shore. McIver

Bight, about 1 mile in diameter, indents the shore E of

this island. Good anchorage can be found in the center

of the bay in about 10 fathoms with the island bearing

W. The bay is exposed to the W and NW, but small boats

can find some shelter from W weather by anchoring

closer to shore. The SE part of the bay has depths of 2 to

4 fathoms.

(344) Kashega Bay is on the NW side of the long W extension of Unalaska Island and about 25 miles from Umnak

Pass. At the SW side of the entrance is Buck Island, low

and grassy. About 1.5 miles NW of Buck Island is a narrow rocky ledge that extends NW about 0.4 mile on

which are the two conspicuous Kashega Pinnacles.

The outer one is about 95 feet high, the inner one about

35 feet high. These pinnacles are the most conspicuous

landmarks in approaching the bay. About 0.3 mile NW

of the higher pinnacle is a small rock 5 feet high.

(345) The bay has a navigable entrance 0.5 mile wide and

is about 1.5 miles long in a SE direction. Kashega, a

small village at the SE end, has a school, church,

sheep-ranch buildings, and a few houses. The village

shows seaward through a small angle and then is not

visible until arriving well inside the bay. Neither a post

office nor supplies are available. The anchorage in the

bay is exposed to the NW and the holding bottom is reported none too good. In proceeding to the anchorage,

favor the N shore to avoid a kelp-marked 21⁄4-fathom

shoal 250 yards from the S shore and 0.5 mile NW of the

village church; anchor in 6 fathoms with the church

bearing about 165°.

(346) The valley at the head of Kashega Bay leads to

Kuliliak Bay on the Pacific Ocean side of Unalaska Island. It is about 4 miles long and 1 mile wide, and extends in an E-W direction. The floor of this valley is

covered with freshwater lagoons which are fed by small

streams. The sides of the valley are bounded by high

hills entirely covered with grass. The hills to the N are

rolling, while to the S they are steep with a jagged skyline. The streams which empty from the lagoons into

Kashega Bay are shallow at their mouths. Local residents of Kashega village report that during heavy NW

weather the tide backs up into the lagoons. The shores

of the lagoons are mostly rocky with very few stretches

of sand beach.

(347) Just W of Kashega Bay is Buck Bight. It is clear, except near the head. The bight is open to the N.

(348) Sedanka Point, 175 feet high, is the W extremity of

the ridge bordering the S side of Kashega Bay. A conspicuous rocky pinnacle, 43 feet high, is 1.5 miles NW

Aleutian Islands ■ Chapter 7 ■ 365
of the point of the cape with a smaller pinnacle 200

yards to the SE. A long ledge extends toward the pinnacles from the point and a conspicuous flat-topped islet,

105 feet high, is 0.3 mile off the point.

(349) Kismaliuk Bay is an irregular-shaped bay that extends roughly SE for 2 miles, then branching into two

arms. The arms are separated by a low broad point from

which a chain of bare rocky islets extend about 0.5 mile

in a NW direction. The outer islet is 20 feet high.

(350) The N arm is of little importance and affords little

protection from NW weather. The depth shoals gradually from 17 fathoms at the entrance.

(351) The S arm, protected by the chain of islets, affords

excellent protection. The entrance channel is clear and

about 500 yards wide, with a midchannel depth of 11

fathoms. The water shoals gradually to the head of the

arm.

(352) Alimuda Bay is the long bay immediately W of

Kismaliuk Bay and separated from it by Manning Point,

a bold, blunt, precipitous point of land from which an

exposed rock ledge makes out some 400 yards in a NW

direction. The bay extends about 3.5 miles SE, with a

width at the entrance of over 1.5 miles.

(353) The water shoals gradually from 20 fathoms at the

entrance to the gravel beach at the head. About 1 mile

inside the entrance a low, flat, reef, with several exposed rocks, makes out some 300 yards from a point on

the E shore. About 1 mile farther inside, shoal water,

that extends some 600 yards off the same shore, has a

least depth of 11⁄2 fathoms. A bar, covered 43⁄4 fathoms,

extends SW across the bay about 0.7 mile from the

head. Between this bar and the head of the bay, a depth

of 8 fathoms is found, where small vessels can anchor.

As this bar is exposed to all N and W weather, large

swells rolling over it, often breaking there, reform to

pile up in breakers at the head of the bay. This bay affords no real protection for any but small boats and

then only in the extreme SE bend behind a small reef

making out from the SE shore.

(354) Wedge Point, a bold narrow ridge having remarkable serrations, separates Alimuda and Aspid Bays.

Aspid Bay extends about 2.2 miles in a S direction and

affords little protection from N and NW weather. The

depth at the entrance is about 15 fathoms; from there

the water shoals gradually to the head of the bay. The

bottom is good for anchoring in 9 to 10 fathoms.

(355) Cape Aspid, on the N side of Unalaska Island about

15 miles from its W extremity at Umnak Pass, has a

conical hilltop, 901 feet high, near its outer end. The

shape of the hill, terminating in bluffs at the shore, is

unlike any other land in the vicinity, as all the adjoining hills are flat topped with comparatively gentle

slopes. The cape is a useful landmark from all directions except N where the hill merges with the higher

land to the S. A ledge extends about 400 yards offshore,

terminating in an islet about 24 feet high.

(356) The wide bight SW of Cape Aspid affords shelter in

E and S weather in 12 to 15 fathoms, 0.4 mile from

shore. A 43⁄4-fathom spot, marked by kelp, is 0.6 mile

NE of Ram Point and about 0.4 mile from shore.

(357) At some distance off the coast, between Capes Aspid

and Spray, the currents vary in intensity from little or

nothing off Spray Cape to about 1 knot off Cape Aspid.

The current generally sets E, the flood being stronger

than the ebb. Farther inshore, at Cape Aspid, the currents are stronger and small tide rips appear at the turn

of the current. These rips extend as far E as Sedanka

Point.

Chart 16516

(358) Ram Point, 2.7 miles SW of Cape Aspid, is a prominent wedge-shaped rock 240 feet high. Ledges, bare at

low water, extend 0.2 mile offshore from the point. To

the W of the point there is a stretch of low land over

which the masts of vessels anchored in Chernofski Harbor are visible from offshore.

(359) Chernofski Point, the E entrance point of

Chernofski Harbor, is the extremity of a narrow peninsula composed of several hills, the highest being 315

feet. The seaward face of the peninsula is rugged and

broken and there are rocks that extend seaward on the

line of the ridge. A deep, wide cleft across the middle of

this peninsula may be identified when bearing S of SE.

(360) Several small detached banks, covered 10 to 12

fathoms, surrounded by deeper water are to the N of

Chernofski Point.

(361) Chernofski Harbor is a small, land-locked harbor

that in its inner part affords complete shelter from

swell and from winds except williwaws. Depths are suitable for anchorage; bottom is mud. With heavy S and

SE winds the harbor experiences a strong sweep from

the valleys at the head. the entrance between

Chernofski Point and West Point is through a narrow

canal formed by low promontories, about 4 miles SW of

Cape Aspid.

(362) The entrance to Chernofski Harbor is difficult as

there are no conspicuous landmarks. From the entrance, the NE tangent of Umnak Island (Cape Idak)

bears 309° (see chart 16500). Wedge-shaped Ram

Point, about 1 mile E of Chernofski Point, may help to

identify the locality. A shoal with a least depth of 51⁄2

fathoms is almost in the middle of the entrance, about

900 yards SW of Chernofski Point. A midchannel

course should be followed into the harbor because of

the projecting ledges that extend on both sides.

366 ■ Chapter 7 ■ Volume 9
Anchorage can be had in the middle of Mutton Cove in

10 to 12 fathoms, mud bottom.

(363) A large pier is on the NE side of the cove; a smaller

pier is on the SW side.

(364) Water can be obtained from a stream in the S part

of the bay. The head of the bay, at the SE end, is shallow

and can be used only by small boats.

(365) The N coast of Unalaska Island W of Chernofski

Harbor is described in connection with Umnak Pass.

Chart 16522

(366) Sedanka Island, close to the E end of Unalaska Island on the Pacific side and separated from the latter island by narrow, deep Udagak Strait, appears as a part of

Unalaska Island. The island is mountainous and covered with tundra. There are numerous peaks, separated

by deep valleys, running NW, but none of the peaks are

conspicuous from E. The highest peak, 2,130 feet, is in

the SW part of the island. The outer coast is broken by

bays and coves separated by bold, rocky headlands.

(367) Cape Sedanka, the E point of the island, terminates

in a knoll 375 feet high. Rocks and islets fringe the

shore, but deep water is found at a distance of 400

yards. The coast on the SE side of the cape is unusually

steep and reaches an elevation of 1,269 feet.

(368) Egg Island is 0.6 mile in diameter, 541 feet high,

and is about 1.5 miles NE from Cape Sedanka. It is a

grassy island with a bluff rocky shore, and has numerous rocks and islets within 200 yards of the shore, but

beyond this distance deep water is found all around the

island.

(369) Old Man Rocks, a group of four, two of which are

prominent, are 0.9 mile NW of Egg Island. The two conspicuous rocks are 100 and 39 feet high. The group is

surrounded by deep water at a distance of 200 yards.

(370) Sedanka Pass separates Egg Island and Old Man

Rocks from Sedanka Island. It is about 1.5 miles wide

and has depths of 30 to 40 fathoms. The Sedanka Island

shore should be given a berth of 0.5 mile. Strong currents with rips are experienced occasionally around

Cape Sedanka and just S of Old Man Rocks.

(371) The Signals are three rocks off the E coast of

Sedanka Island. Outer Signal, 30 feet high, is 3.2 miles

S of Egg Island and has a small rock, 10 feet high, 0.3

mile SE of it. Deep water is found close to these rocks.

Inner Signal is 3 miles S of Cape Sedanka and 0.8 mile

off the nearest Sedanka Island shore; it is 126 feet high

and is surrounded by a shoal and reef area 0.4 mile in

diameter. A bar, covered 7 to 8 fathoms reaches from

this area to the nearest point of Sedanka Island. The

passage between the Inner and Outer Signals is clear.

(372) About 15 miles SE of Egg Island (see chart 16520),

after gradual shoaling from the 100-fathom curve to

about 45 fathoms, the water deepens to over 60 fathoms, forming an underwater basin about 6 miles wide

that leads NW into Beaver Inlet, furnishing an excellent

pathway for vessels equipped with echo sounding apparatus. A crescent-shaped bank of rock formation within

the basin of deep water and 2 miles E of Egg Island has

general depths of 12 to 14 fathoms and a least depth of 9

fathoms on the W part of the bank. The 50-fathom

curve surrounding the bank approximates a circle

about 1.5 miles in diameter.

(373) When navigating on soundings in thick weather

this bank and the characteristic deep water afford an

opportunity to check a vessel’s position. The navigator

in finding his way on soundings to the bank must guard

against the mischance of nearing Egg Island; the shoaling of the depths in doing so may mislead him in assuming that he is approaching the bank. A definite

knowledge from soundings taken regularly along the

course from seaward is necessary to avoid this error.

(374) From Cape Sedanka the shore on the Pacific side

trends SW for 3 miles, then turns SE for 1 mile to a precipitous point, enclosing a small bight where temporary anchorage in W weather can be found. A depth of 7

fathoms is 0.5 mile from shore in the SW part of the

bight. The bottom of fine gray sand slopes gradually

from the sand beach at the head of the bight to the

20-fathom curve 1 mile offshore. To enter the bight,

pass midway between Outer Signal and Egg Island.

(375) On the SE side of Sedanka Island, E of Udagak

Strait, are three bays separated by bold headlands; the

largest bay is 4 miles NE of the entrance to Udagak

Strait and extends 2 miles inland in a NW direction.

Good anchorage may be found 0.5 mile from the head

of the bay in 7 fathoms. This bay is protected from all

except SE weather. The two other bays, that are nearer

Udagak Strait, afford protection from the N and W.

(376) The S end of Sedanka Island is a double point. On

the E prong is a conspicuous sharp pinnacle rising

about 100 feet from a flat ledge.

(377) Udagak Strait, between Sedanka and Unalaska Islands, provides a direct passage from the Pacific Ocean

to Beaver Inlet. Foul ground extends 300 yards from

the W shore of the strait at the entrance, but a

midchannel course clears this ground. The narrows at

the halfway point in Udagak Strait have a width of 0.25

mile, and the channel is slightly over 0.1 mile wide in a

depth over 10 fathoms.

(378) The current velocity is about 2 knots on the flood

and about 1 knot on the ebb. At the S entrance of the

strait and through the narrows the flood sets from the

Pacific. (See the Tidal Current Tables for current predictions.)

Aleutian Islands ■ Chapter 7 ■ 367
(379) The strait has good water throughout. However, in

the narrows, which run E and W, the channel turns

around a reef on the S side of the E end, and then in a

reverse turn passes around a rocky shoal on the N side

at the W end. The reef is off the NE side of a broad gravel

spit that forms the S side of the narrows. The reef is

marked by kelp and rocks awash at three points. One or

more of the rocks are generally visible. The rocky shoal

has a least depth of 31⁄4 fathoms and extends 200 yards

from the S side of a pointed, gravel spit which forms the

W end of the N side of the narrows. The currents in the

narrows necessitate caution as to their sheering effect

on a vessel swinging to avoid the dangers. Anchorage in

the S entrance of the strait is uncomfortable because of

the current.

(380) Udagak Bay, an indentation in the W shore of

Udagak Strait, affords anchorage in 12 to 19 fathoms,

sand and mud bottom, about 0.3 to 0.4 mile from the

head of the bay. Small boats may anchor in 6 to 10 fathoms, mud bottom, farther toward the head. The bay affords good protection in any weather.

(381) Light tide rips were frequently observed in the area

off the mouth of Udagak Bay, sometimes they extended

well into the bay. These rips usually occurred when the

wind was contrary to the current. Numerous swirls

were also encountered in the same area at all times

when the currents were more than 1 knot.

(382) Beaver Inlet has its entrance between Brundage

Head and Cape Sedanka and extends 17 miles SW into

the E end of Unalaska Island. It has an average width of

about 3 miles in its outer reaches, narrowing to about

1.6 miles near its head. The deep water in the bay extends E between Unalga and Egg Islands, making access to the inlet comparatively easy for a vessel

equipped with echo sounding apparatus.

(383) Currents in Beaver Inlet are negligible, and in the

entrance between Egg and Unalga Islands will not ordinarily exceed 2 knots.

Local magnetic disturbance

(384) Differences of as much as 4° from the normal variation have been observed on Round Island and as much

as 3° on the N shore of Erskine Bay.

(385) From Cape Sedanka, the SE entrance point of Beaver Inlet, the shore trends NW for 1.6 miles to a point

marked by a small natural arch and having a chain of

rocky islets that extend N about 200 yards. Just W of

this point is an open bight, 1 mile wide and 0.4 mile

long, which furnishes convenient temporary anchorage in S weather, well out of any swell. Anchor in the

middle of the bight about 0.3 mile from shore, with Old

Man Rocks showing between the rocky islets off the

point to the E, in about 16 fathoms. Smaller boats can

move farther into lesser depths near the W end of the

bight.

(386) Sisek Cove, about 4 miles SW from Old Man Rocks,

is too deep for anchorage.

(387) Udamat Bay makes into Sedanka Island from Beaver Inlet 5.5 miles SW from Old Man Rocks and just W

of Biorka, a small native settlement having a conspicuous church. The bay is 1 mile wide to a point 0.8 mile

from its head where it narrows to 0.3 mile. A low valley

extends SE from the head of the bay to the outer coast.

About 1.4 miles S of the E entrance point, a reef makes

out 200 yards from the E shore. With this exception the

shores are clear, and a depth of 20 fathoms will be found

within 250 yards or less of the shore. If necessary to anchor in the bay, the best places are at the head of the bay

or just N of the reef, mentioned above, in a small bight

indenting the E shore, but there will be scant swinging

room. A small rocky patch, covered 15 to 25 fathoms, is

0.4 mile NW from the same reef, and may offer anchorage with more swinging room.

(388) Strait Bay, about 8 miles SW from Old Man Rocks,

is 1.1 miles long, tapering from 1 mile wide at its entrance to 0.4 mile wide near the head. The bay is clear

except for a 51⁄2-fathom spot in the center. Anchorage

may be had at the head of the bay in 20 fathoms about

250 yards from shore. A valley extends S and E from its

head and during a blow the wind is funneled into the

bay through this valley.

(389) Amugul Bay makes S from Beaver Inlet about 3

miles SW of the entrance to Udagak Strait. Round Island, 136 feet high, marks the E side of Amugul Bay entrance. The bay affords fair anchorage for

medium-sized craft in 22 fathoms, mud bottom, 0.2

mile from the head of the W bight. The S arm affords

excellent anchorage for small craft in 10 fathoms, mud

bottom, 0.1 mile from the head.

(390) At the head of Beaver Inlet are four small bays;

named in order, following the S shore around to the N

shore, they are: Tanaskan Bay, Final Bay, Kisselen Bay,

and Erskine Bay. Temporary anchorage only can be

found near the heads of these bays for medium-sized

craft. The small bight on the S side of Kisselen Bay affords excellent anchorage for small craft in 5 fathoms,

mud bottom, 0.1 mile from the head. In approaching

this anchorage, care should be taken to avoid a reef,

which uncovers 1 foot, 160 yards S of the S island of a

group of four. In Final Bay are heavy williwaws and a

strong draw.

(391) Dushkot Island is along the N shore of Beaver Inlet

near the head.

(392) Uniktali Bay makes into the N shore of Beaver Inlet

about 15 miles above its entrance. This bay is nearly 3

miles long in a W direction and 0.3 mile wide at its narrowest part near its head. An anchorage, practically

368 ■ Chapter 7 ■ Volume 9
landlocked, but limited to medium-sized vessels, may

be found in 20 fathoms, muddy bottom, 0.5 mile from

the head of Uniktali Bay. In entering, keep to midbay as

far as the narrows, then favor the S shore to avoid a

6-fathom shoal that is 260 yards off the N shore.

(393) Small Bay, E of Uniktali Bay, affords good anchorage in 10 fathoms, 0.3 mile from the head.

(394) Ugadaga Bay is an indentation in the N shore of

Beaver Inlet 8 miles above the entrance. From the head

of Ugadaga Bay a trail leads to Unalaska. Fair anchorage

may be found 0.4 mile from the head of the bay in 20

fathoms, even bottom.

(395) Agamgik Bay, indenting the N shore of Beaver Inlet, 5.5 miles SW of its entrance, offers anchorage in

good holding ground with fair shelter, except in severe

SE weather. The bay is 1.2 miles wide at the entrance.

Opposite a small rocky peninsula jutting out from the

W side about 1.4 miles from the W entrance point, the

width is reduced to 0.4 mile. The anchorage is in this

narrow portion in 16 to 20 fathoms. The bay is comparatively free from williwaws.

(396) Eagle Rock, a large, flat-topped pinnacle 75 feet

high, is 125 yards off the rounded point on the E side of

the entrance to Agamgik Bay. Off the W point of the entrance, covered rocks and rocks awash extend from 0.1

to 0.3 mile into the entrance. A rock, 6 feet high, is outside of this rocky area and 600 yards E of the point.

(397) The N shore of Beaver Inlet (see chart 16528) extends E from the E entrance point of Agamgik Bay for

almost 3 miles to the W entrance point of Deep Bay,

where it turns sharply to the N and NW for 1.2 miles,

forming the W shore of Deep Bay, which has been described earlier with Unalga Pass. About halfway between the two bays is a conspicuous waterfall, 350 feet

high, with a pinnacle rock 40 feet high just to the W of

its base.

(398) The gap between the mountains on either side of

the S part of Udagak Strait stands out in a measure,

from a SE direction, against a background of mountains on the W side of the N end of the strait. The

1.5-mile stretch of shore forming the S entrance of the

strait on the Unalaska Island side is at the base of a very

steep side of a ridge, the summit of which is 1,920 feet

high.

(399) Mountain ridges just W of Udagak Strait are normal to the trend of the outer coast, generally ending in

deeply eroded cliffs. The mountains appear in confusion and can be identified only by a close study of the

chart.

(400) With the exception of Outer Signal, Inner Signal,

the reef off Reef Point, and the rocks and ledges close to

shore, the S coasts of Sedanka Island and Unalaska Island, as far W as Eagle Point, are free from outlying

dangers.

(401) Between Udagak Strait and Kayak Cape the valleys

between the headlands have been partially filled with

debris, forming a series of bights with shingle beaches

at their heads. Behind these beaches are grassy flats

and, in most cases, lagoons. The headlands between the

bights protrude from the generally high mountain

mass. The valleys, with the exception of one that leads

through a mountain pass to the head of one of the bays

of Beaver Inlet, are in the form of amphitheaters. Numerous rocks and ledges are within 50 to 100 yards

from the shores and occasionally as far as 200 to 350

yards. The waters along the shoreline are generally foul

with covered and bare boulders.

(402) Hive Bay, about 5 miles SW of Udagak Strait, is the

largest of these bights, its two arms affording good protection from N weather. The W arm of the bay affords

good anchorage in 8 to 10 fathoms with generally good

holding ground. A rock that uncovers 3 feet is on the W

side of the entrance to the E arm of Hive Bay. The headland between the two arms is recessive and undistinguished. The headland W of Hive Bay is deeply eroded.

It has sharp ridges and three closely spaced summits of

nearly equal elevation, with successively lower spurs

toward the point. The cliffs are marked by narrow dark

strata rising toward the point. The W side of this headland has a very conspicuous boulder slide.

(403) The bight just W of Hive Bay has a short stretch of

shingle beach, behind which is a valley leading inland

over gentle slopes to a mountain pass with an estimated elevation of 400 feet. Beyond the pass is

Tanaskan Bay, an arm of Beaver Inlet. The headland

forming the W side of this bight has a reddish cliff, particularly noticeable from the SW.

(404) Staraya Bay, N of Kayak Cape, is divided into two

parts by a bold promontory on which the remnants of

volcanic craters are easily seen. Near the outer end of

the headland forming the E side of the N arm of the bay

is a natural rock bridge arching from the cliff and footing in the shallow water near the shore. This span is

about 50 feet, and the height under the arch is about

the same. Ledges extend about 200 yards offshore from

the outer end of this headland. The W arm of Staraya

Bay is a bight which has a shingle beach of unusual

length and height, 20 to 25 feet, and a large lagoon behind the beach. In the center of the mouth of this bight

is a shoal area with a 1-fathom rock.

(405) Kayak Cape is the first prominent point W of

Udagak Strait. It is lower than points to the W, bold at

the extremity and its narrow ridge is marked by several

prominent humps, 1,000 to 1,400 feet high. Both sides

of the cape display a conspicuous black stratum about

400 feet high at the point of the cape. These strata may

be seen when the overcast is not too low.

Aleutian Islands ■ Chapter 7 ■ 369
Chart 16521

(406) From Kayak Cape W the shoreline trends to the SW

and is deeply indented by several large bays, affording

various degrees of protection. Only two of these, Usof

Bay and Blueberry Bay, are considered to give adequate

protection from all kinds of weather. Raven Bay is landlocked at the head and gives excellent protection for

small craft.

(407) Protection Bay, just W of Kayak Cape, extends

about 2 miles inland. There is a slight hook to the W at

the head of the bay, giving some protection for small

craft from the S. Rocks extend 500 yards SE off the

point of the hook. This bay has the least shelter of any

in the vicinity, but its depth is more convenient for anchoring.

(408) Cape Yanaliuk, about 4 miles SW of Kayak Cape, is

easily identified by the mushroom-shaped rock just off

the point. Altogether there are two small rock islets

just off this point. The cape is narrow and precipitous

except for a short distance on the SW side, which is a

grass-covered slope, topped and flanked at each end by

rock cliffs. The cape has a markedly jagged appearance.

A small bight on the E side of the cape extends 1 mile

inland but affords no protection in bad weather.

(409) Three Island Bay, W of Cape Yanaliuk, extends inland for about 5 miles in a NNW direction; it affords fair

protection for small craft in any weather in 8 to 15 fathoms at the head of the bay, behind three small islands

which give the bay its name. Deep water carries

through to the head of the bay between the islands.

Care must be exercised not to anchor too close to the

rocks N of the E island, nor to the shoal water at the N

end of the bay. Swinging room is restricted for vessels

exceeding 100 feet in length, and the area affords only

fair anchorage and protection for small craft. It is subject to violent williwaws, and in S weather a rather

heavy swell from outside makes it uncomfortable.

Foam Cove, 1 mile above the W entrance point, provides fair temporary anchorage near the mouth of a

stream which shows conspicuously from the bay entrance.

(410) Blueberry Bay, the next bay W of Three Island Bay,

extends inland in a NW direction for about 3 miles. A

fairly sharp turn to the N for about 1 mile makes the

head of the bay landlocked and affords good shelter.

The upper half of Blueberry Bay has a rugged shoreline

characterized by narrow gravel and boulder beaches, or

rocky shoreline with smooth rock slopes. Anchorage

may be had in 15 to 20 fathoms in the middle of Blueberry Bay about 0.5 mile below the head in good holding bottom. The swinging room is entirely adequate for

small craft and should suffice for ships of moderate

size. Being entirely landlocked, there is almost entire

freedom from swell. Winds are generally more moderate than in nearby localities and, as far as is known,

never blow across the bay. Water is available.

(411) Whalebone Cape is characterized by a bare, rocky,

2,000-foot peak, that appears as a series of broken

rust-colored cliffs from offshore. At the base of the

mountain is a gray rockslide about 300 feet high. The

foot of the slide extends to the high water line. The

shore around the point of the cape is very rugged and

broken, and dangerous for boat landings because of numerous rock islets, rocks awash, and covered rocks

close inshore.

(412) Usof Bay, just W of Whalebone Cape, extends inland about 8 miles in a NNW direction and affords good

anchorage at the head in 20 fathoms, sand bottom. The

width of the bay narrows to 0.5 mile about 5 miles from

the entrance and a slight turn to the N for about 1 mile

makes the head of the bay landlocked. The general

depth of the bay is over 60 fathoms. A small hanging

glacier shows at the head of the bay over the W side of

the narrows as seen from the entrance.

(413) Good anchorage for small craft is found in Johnson

Cove, at the mouth of a canyon on the W side about 5

miles in from the entrance, in 7 to 10 fathoms, mud

bottom. The S arm of Johnson Cove should be avoided

as it is shallow and filled with rocks. To the N of the canyon is a conspicuous cascade.

(414) The shoreline of Usof Bay is rocky and precipitous

except at the heads of several coves or bights which occur at irregular intervals. Thick, long grass covers the

flats and ascends the mountains, in some cases covering the slopes as high as 2,000 feet. There are numerous rock islets offshore at short distances and irregular

intervals. Kelp is general along the rocky shoreline. A

strong W set of the current was noticed on the rising

tide off the W side of the entrance to Usof Bay in 1939.

This condition was noted by the survey party because it

was generally taken for granted that the set is to the E

on a rising tide. There is not sufficient proof that this

condition exists on every rising tide.

(415) Cape Prominence, the W entrance point of Usof

Bay, is marked by a tall cylindrical pinnacle connected

at its base with the main point; it shows conspicuously

from SSW. A flat ledge makes off 200 to 300 yards, and

may be mistaken for the ledges off Reef Point.

(416) Another cylindrical rock is about 700 yards N on

the E side of the cape. It is not so noticeable, but is an

aid in identifying Cape Prominence. Breakers extend

for about 500 yards off the cape.

(417) Open Bay is the bight between Cape Prominence

and Reef Point. It has anchorage for large or small vessels in 20 to 5 fathoms with good holding ground and

sufficient swinging room. It affords limited protection

from the SW and E, but none from the S and SE.

370 ■ Chapter 7 ■ Volume 9
(418) Reef Point is easily identified by a conspicuous cathedral rock, 240 feet high, just off the S extremity. A

ledge, just a few feet above high water, extends 0.5 mile

off the point. No dangers were noted outside of this

ledge. All of this ledge is not above high water; the

depth is 5 fathoms between the outer end and inner

parts. The outer end is a reef which is continually

awash, because of the ocean swell, at all stages of the

tide, but may actually be 2 feet above low water.

(419) Raven Bay, on the W side of Reef Point, is entered

on either side of Ogangen Island and extends 3.5 miles

inland. The island, 1,180 feet high and 2 miles long by

0.5 mile wide, has its longer axis paralleling the W

shore of the bay; the passage between is 0.2 to 0.4 mile

wide and has depths of 9 to 15 fathoms.

(420) E of Ogangen Island, the bay narrows from a width

of 2 miles at the entrance to 0.3 mile at the N end of the

island; depths are 25 to 40 fathoms. NE of the island,

Crow Arm, narrow and stocking-shaped, extends 1 mile

to the N; the arm is too deep for the restricted swinging

room and is subject to considerate swell during S

weather.

(421) The W arm of Raven Bay narrows to 250 yards 0.6

mile N of Ogangen Island and continues N for another

mile; excellent anchorage for small boats may be had in

3 fathoms just S of the prominent islet at the head of

the arm. The sandflats at the extreme head are suitable

for beaching small craft.

(422) The small cove W of the middle part of the narrows

affords anchorage for small boats in 3 to 5 fathoms, but

the swinging room is restricted by the reef on the W

side. At the head of the cove are abandoned saltery

buildings.

(423) A rock that uncovers is 400 yards S of the cove and

slightly to the E of midchannel; the best water is W of

the rock. Just S of the entrance to the narrows, a

43⁄4-fathom rocky shoal can be avoided by favoring the

shore on either side.

(424) Eagle Bay, 3 miles W of Raven Bay, is about 1.3

miles wide at its entrance and extends 2.5 miles in a N

direction; it is characterized by a particularly rugged

and precipitous shoreline. High rocky cliffs rise directly from the high waterline in most parts of the bay

and even where cliffs do not exist, the rise is very steep

and broken. The very rugged country surrounding Eagle Bay causes violent williwaws in NW, N, and E

weather. Snipe Point, which divides the bay into two

arms, is very rugged at its S tip and quite rough and

weathered on the top.

(425) The E side of the entrance to the bay is marked by

Spire Rock, a very sharp pinnacle, 100 feet high and

about 100 yards offshore. On the W side of the entrance

Label Reef, awash at high water, extends about 400

yards offshore from the E side of Eagle Point. This reef

is plainly visible at any stage of the tide because of

breakers.

(426) Each arm of Eagle Bay is about 1 mile long and

both extend in a NE direction. The northernmost arm

is only 0.4 mile wide at its widest point and has numerous islands near its head. The islands are flat, grass covered on top, with steep rocky sides rising directly from

the water, and are used as nesting places by many birds

in the summer months. The arm is navigable as far as

these islands.

(427) The E arm of Eagle Bay is about 0.5 mile wide for

half of its length, and affords good shelter in all but extreme S weather about 0.3 mile inside the entrance.

(428) Good anchorage may be had in Eagle Bay, but the S

swell is often uncomfortable. Anchorage with protection from all weather is available below the island in the

N arm, but swinging room is limited. Depths of 11 fathoms extend into both arms of the bay; however, broken

bottom with a 31⁄4-fathom spot extends from Snipe

Point almost halfway across the entrance to the N arm.

(429) A portage at the head of Eagle Bay leads to

Pumicestone Bay on the N side of the island.

(430) Eagle Point is the prominent headland between

Eagle and Kuliliak Bays. The point is very rugged at its

S end, and is distinguished by two prominent mountain peaks. The S peak, at the extreme S end of the

point, is 1,340 feet high; when viewed from the S, it appears conical in shape with a very sharp top, but from

the E or W it appears flat on top, with a sharp, rock peak

at the S end of the flat portion. The N peak, about 1 mile

NE from the S one, is 1,520 feet high, and appears pyramidal in shape from all directions, with a bare rock

top. The blunt, S face of the cape is much weathered,

with high rock cliffs, numerous slides, and many pinnacle rocks along the shore.

(431) A shoal, with 14 fathoms 0.4 mile from shore,

makes out to S from the most S tip of Eagle Point. Passing vessels are advised to stay at least 0.5 mile off the

cape in order to keep outside the 20-fathom curve.

(432) Appreciable tidal current was noted for a distance

of 1 mile off Eagle Point. The flood sets W and the ebb

E. With an appreciable swell running against this current, high, sharp, broken seas, with curling tops resembling tide rips, were noted off the point.

Chart 16514

(433) Kuliliak Bay indents the SE coast of Unalaska Island immediately to the W of Eagle Point. The bay is divided by a narrow ridge of land into two parts, forming

an outer bay and a well-protected inner bay. The end of

this narrow ridge of land, Repetition Point, is the E

point of the entrance to the inner bay.

Aleutian Islands ■ Chapter 7 ■ 371
(434) A chain of low, black rocks extends 325 yards offshore in a SW direction from the SW corner of Eagle

Point and marks the E side of the entrance to outer

Kuliliak Bay. A shoal, covered 18 fathoms, 0.8 mile

from shore, extends SW from the outer rock of this

group.

(435) Outer Kililiak Bay is open to the S. The shores are

characterized by rock cliffs, except at the head of the

deep bight which forms the NE part of the outer bay. At

the head of this bight is a sand beach and a valley passes

N of Eagle Point into Eagle Bay. Anchorage in 13 to 14

fathoms may be had at the opening of the bight, with

some protection in SE weather and good protection in

N and NW weather.

(436) A reef, with the outer part of it awash at half-tide,

makes out from the center of the N shore of outer

Kililiak Bay, and a shoal covered 8 fathoms extends 330

yards S from the reef. Otherwise the bottom of the

outer bay is very even, decreasing in depth very gradually from 30 fathoms at the entrance to 12 fathoms at

an average distance of about 200 yards off the N shore.

(437) Inner Kililiak Bay affords good shelter E of Nest

Rock in 7 fathoms in all weather. The entrance is about

500 yards wide between the cliffs 200 feet high on the W

side and on the steep tip of Repetition Point on the E

side.

(438) Dome Rock, the outer rock of a conspicuous group

that extends 120 yards SW from Repetition Point, is a

good landmark on the E side of the entrance to the inner bay; the rock is about 30 feet wide and 5 feet high.

(439) Along the W shore of the entrance to inner Kuliliak

Bay, flat reefs, rocks awash, covered rocks, and heavy

kelp form a fringe some 200 yards wide. In this area is a

large black rock, part of which rises to a sharp point 10

feet above high water, 75 yards out from the base of the

shore cliff. About 160 yards NE from this large, black

rock and 180 yards offshore is Perch Rock, a small,

black rock about 1 foot high and surrounded by kelp.

(440) Trava Point is a small, flat, grassy point on the S

side of inner Kuliliak Bay and 0.5 mile NE of the entrance. Nest Rock is a small, grass-covered rock island,

15 feet high and 0.9 mile NE of the entrance. Williwaw

Point is a low, sandy point 0.3 mile beyond Nest Rock. A

cascade is 0.5 mile inland from the head of the bay.

(441) The W shore of the inner bay is a curving, pebble

beach fronting a low, grassy bluff. A low, wide valley,

through which fog often drifts and winds always draw

in N and W weather, extends across Unalaska Island to

Kashega Bay. The W and NW shores of the inner bay, E

of Nest Rock, are lined with low reefs, rocks awash and

covered, and heavy kelp for a distance of 100 to 300

yards offshore. A rock, awash at half tide and surrounded by kelp, is 300 yards off the N shore directly N

of the entrance. A fringe of heavy kelp, 50 yards wide,

lines the S shore from the entrance to Trava Point.

(442) Proceeding to sheltered anchorage inside the inner

bay, the controlling depth is 41⁄2 fathoms after passing

the entrance. A channel with this depth is close to the

SE shore of the bay and just outside a heavy fringe of

kelp along the NW shore of Repetition Point. On the N

side of this channel the water shoals very gradually to

the opposite side of the bay. NE of Trava Point the water

deepens and the bottom is flat.

(443) In N and W weather violent williwaws occur in the

head of inner Kulikiak Bay, above Williwaw Point. In S

weather short seas, almost breaking across the entrance, make it difficult to enter.

(444) W of Kililiak Bay the country is less rugged; the

peaks are lower and are separated by wide valleys. In the

spring and early summer the snow disappears from all

the peaks to the W, while in the area E of Kuliliak Bay

many peaks remain snow-covered throughout the

summer.

(445) From Kulikiak Bay the shore trends SW for 11

miles to Lance Point. Rocky ledges extend some distance off the intervening points.

(446) Lance Point, 12 miles SW of Eagle Point, is 465 feet

high and has the appearance of a low tongue projecting

from the higher land N of it. Huddle Rocks, four small

islands, the largest 170 feet high, are about 1 mile SW

of the point.

(447) About 5 miles W of Lance Point is a small bight that

affords shelter for small craft in all but SE weather.

Many rough rocky ledges extend from the shore between Lance Point and this small bight, at the head of

which is a broad sand beach divided into two parts by a

small rocky point. Three streams flow through the low,

grassy valley behind the beach. An islet, 70 feet high, is

SE of the low point that forms the S side of the bight;

rocks awash are 300 yards NE of the islet. A chain of

small rocky islets extends across the entrance to the

bight, and a broad, flat reef that uncovers 1 foot is NW

of these islets.

Local Magnetic Disturbance

(448) Differences of as much as 6° from the normal variation have been observed at Cape Aiak and as much as 3°

on Huddle Rocks and at Lance Point.

(449) Cape Aiak, on the S coast of Unalaska Island, 8

miles SW of Lance Point or about 15 miles from Konets

Head, is 1,820 feet high, and from the NE at a distance

appears like a flat-topped island with a massive horn or

pinnacle on the S slope. Breakers extend 300 yards S

from the S end of the point.

(450) Between Cape Aiak and Konets Head, the flood current sets W toward Umnak Pass and increases in

372 ■ Chapter 7 ■ Volume 9
velocity as the pass is approached. It is strongest near

the shore. The ebb is weaker than the flood.

(451) Surveyor Bay, on the W side of Cape Aiak, is 4 miles

wide and 2 miles to its head. About 2 miles NW of Cape

Aiak, the Gargoyle Islands, a group of fantastically

eroded pinnacles about 250 feet high, make out 0.4

mile from a point on the N shore and divide the bay into

two bights. A reef, awash at high water, connects the islands to the shore.

(452) A shoal, which has a least depth of 3 fathoms and

breaks in heavy weather, is 0.3 mile S from the SW extremity of the islands; another 3-fathom shoal is 0.6

mile W of the same point and 0.5 mile S of a

reef-fringed islet close to shore.

(453) Small-boat anchorage with some shelter from SE

can be found in 5 fathoms 250 yards from the shore in

the cove NW of the Gargoyle Islands. In using the anchorage, care must be taken to avoid a covered rock 400

yards from shore that breaks in moderate weather. The

anchorage is not recommended but is the best available

shelter between Kuliliak Bay and Umnak Pass.

(454) The W bight of Surveyor Bay has low sand dunes

along its N shore; the W shore is fringed with ledges,

one of which extends 700 yards off. A 43⁄4 - fathom rocky

patch, 1.5 miles NNE from Serpent Point, is about in

the center of the bight.

(455) Serpent Point, on the W side of the entrance to

Surveyor Bay, is a low narrow point projecting SE. Anchorage with good shelter except from the S and SE can

be found 0.8 mile N of the point and 0.5 mile from the

W shore of the bay in 15 fathoms. An 8-fathom shoal is

0.5 mile S of the point.

Chart 16513

(456) About 1.8 miles W of Serpent Point, a chain of

grassy islets projects S from Cape Izigan and terminates in South Rock, 23 feet high; this is the southernmost land feature of Unalaska Island. South Rock is 6

miles SW of Cape Aiak and 9 miles SE of Konets Head,

the W end of Unalaska Island. Depths of 20 fathoms are

found 300 yards off the S side of the rock.

(457) Tiderip Point, 6 miles NW from South Rock, is

marked by a round hill 397 feet high. A chain of rocks,

one 25 feet high, extends 0.5 mile S from the point.

(458) Konets Head, the W extremity of Unalaska Island,

is marked by a conspicuous knoll 127 feet high.

(459) Lone Peak, about 3.5 miles NE of Konets Head, is

the top of a long narrow ridge, 1,847 feet high, running

roughly parallel to the coast. From NE and SW the peak

appears like a sharp cone and forms a useful landmark.

(460) The shore between Tiderip Point and Konets Head

is fringed by reefs and ledges that extend almost 0.5

mile offshore. Ledges extend about 300 yards W from

Konets Head but deep water is found 400 yards W of the

ledges. A bank, with a least depth of 8 fathoms surrounded by much deeper water, is 1.8 miles W from

Konets Head. Heavy tide rips occur on this bank on the

ebb.

(461) About 1.5 miles S of Konets Head is Emerald Island, a flat-topped, grassy island 0.3 mile in diameter

and 204 feet high. The island is fringed by reefs, and a

rock that uncovers 3 feet is 700 yards SE of it. Another

group of rocks, the highest 8 feet, is 0.5 mile to the N of

the island. Rocks extend 350 yards off the W side of the

island.

(462) By using the channel between Emerald Island and

Konets Head the tide rips to the S of Emerald Island

can be avoided. The narrowest part of the channel is at

the NW end, where it is less than 0.4 mile in width. The

shores bordering the pass are broken with many projecting ledges, but these can be distinguished easily.

(463) Irregular bottom with depths of 61⁄2 to 12 fathoms

extends 3.5 miles S of Emerald Island. Tide rips which

have the appearance of breakers occur on these spots

on the ebb; with a strong ebb and an opposing breeze

they attain considerable size. It is advisable to avoid

this area.

(464) Polivnoi Rock, 17 feet high and 100 yards in diameter, is 5 miles SW from Konets Head; a breaker is 300

yards SW of the rock. Sea lions are often seen in the vicinity. In heavy weather, seas wash over the rock. An

8-fathom rocky shoal, marked by heavy tide tips, is 1.2

miles 065° from the rock.

(465) A convenient anchorage in S weather can be found

about 1 mile NE of Konets Head in about 20 fathoms. In

approaching this anchorage on the ebb, allowance

should be made for the current. The flood is not felt immediately N of Konets Head.

(466) A small bank, with a least depth of 51⁄4 fathoms, is

about 0.5 mile from shore, 2 miles NE from Konets

Head. NE of the bank, the shore is steep-to and is exposed to the strong current of Umnak Pass.

(467) Boulder Bay, 5 miles NE from Konets Head, is a

small bay with a kelp patch in the middle of its entrance. Two small shacks are in a cove on the E shore.

(468) No Name Cove, 3 miles NE of Boulder Bay and on

the W side of Ranchers Point, is a small bay about 0.5

mile wide and 0.5 mile to its head. A small indentation

on its W side furnishes good shelter for small craft except in severe N weather.

(469) Station Bay, on the E side of Ranchers Point, is divided into two arms. The E arm is about 0.3 mile wide

and 1.5 miles long in a SE direction. The buildings of a

ranch are on the W shore near the head of this arm. Anchorage for small vessels can be found off these buildings in 7 fathoms. Near the entrance to this arm is a

Aleutian Islands ■ Chapter 7 ■ 373
conspicuous column rock about 94 feet high. Peacock

Point, separating Station Bay from the unnamed bight

to the E, has broken ledges and rocks that extend 700

yards NW. The W arm of the bay is about 0.5 mile wide

and almost 1 mile long in a S direction.

(470) Chernofski Harbor, 2 miles E of Station Bay, was

described earlier in this chapter.

(471) Umnak Pass, separating Unalaska Island from

Umnak Island, is about 3 miles wide and about 10.5

miles long in a NE and SW direction from the vicinity

of Polivnoi Rock to that of Pustoi Island. For description of the shore, see various headings previously described in connection with Unalaska Island and those

following in connection with Umnak Island.

Currents

(472) The current in Umnak Pass is similar to that in

Unimak Pass. At times of tropic tides the current may

set in a flood direction for as much as 18 hours. The

current velocity is 3.5 knots on the flood and sets NE,

and 2.5 knots on the ebb and sets SW. Velocities of 4.5

knots have been observed.

(473) The current velocity is 2 knots on the ebb and 3.5

knots on the flood between Konets Head and Emerald

Island. Velocities of 4.5 knots have been observed. The

flood current causes a set almost at right angles to the

course when navigating Umnak Pass.

(474) The current velocity is 2.5 knots near Polivnoi

Rock.

(475) (See the Tidal Current Tables for predictions for

Umnak Pass.)

(476) The effect of the current in Umnak Pass is felt in a

diminishing degree as far as Cape Idak and Cape Aspid

on the N side, and on the S side it is felt about 10 miles

to the S of Polivnoi Rock.

(477) On the ebb, very pronounced tide rips occur on the

S sides of the shoaler banks in Umnak Pass and in the S

approach. These tide rips are different from the tide

rips encountered in Akutan Pass and Unalga Pass. In

smooth weather they look like a line of breakers and

may attain a considerable height. In moderate or

stormy weather they merge with the seas, increasing

their roughness to a considerable extent.

(478) On the flood, light confused tide rips occur in the

vicinity of Ship Rock and on the banks to the NE of it,

while the pass, with its countercurrents, resembles a

broad, shallow river, the effect being caused by several

lanes of currents and countercurrents. Off the points

along the Umnak Island shore, tide rips are dangerous

for skiffs and small launches, especially between Otter

Point and Kettle Cape.

(479) From the S, navigation is more difficult, as

Polivnoi Rock is low and Kettle Cape is not easily distinguishable against the higher background. With a

heavy, S swell and a strong ebb it might even be found

dangerous to attempt the pass because of heavy tide

rips. The passage N of Emerald Island might be found

preferable under such circumstances.

(480) In the approach to the pass the soundings are confusing as there are numerous banks with depths of 6 to

10 fathoms at distances of 4 to 6 miles from Emerald Island and Polivnoi Rock.

Routes

(481) The following courses through Umnak Pass will

avoid the worst of the tide rips: From a position 1 mile

E of Ship Rock make good course 217° for 5 miles to a

position abeam of the rocks N of Emerald Island. After

passing Konets Head look out for a strong set from the

passage N of Emerald Island. Tide rips will be seen on

the 8-fathom bank, 2 miles W of Konets Head, if the

current is ebbing. Thence proceed on a course 205°,

with Ship Rock astern, for 3.5 miles, to position abeam

of Polivnoi Rock, 1.5 miles distant. If bound SW, the

6-fathom spot 2.5 miles 195° from Polivnoi Rock can be

avoided by continuing course 205° beyond it.

Chart 16500

(482) Umnak Island, third largest of the Aleutian Islands,

is about 65 miles by 15 miles in extreme length and

breadth. On the island are reindeer, foxes and a few

head of horses and cattle. Mount Vsevidof, a volcano

6,920 feet high, is the summit of the island. It is situated SW of the center of the island, near the W shore,

with no other mountains SW from it. Several prominent buildings and antennas are on High Hill, on the W

end of the island.

Chart 16513

(483) Tulik Volcano, an enormous crater 7 miles across,

is situated in the N part of Umnak Island. Dense smoke

may be visible from various parts of the crater.

(484) Mount Tulik is a conical peak 4,111 feet high on the

SE rim of the crater; another very sharp peak, 3,519

feet high, is on the opposite side of the rim.

(485) Kettle Cape, on the SE side of Umnak Island and at

the S entrance to Umnak Pass, is a jagged rocky ridge

about 490 feet high that from certain directions resembles a kettle. It is the first prominent point W of Umnak

Pass. The point is more conspicuous than its height or

the configuration of the shore would indicate, as low

land surrounds it.

(486) Kettle Cape is fringed by rocks; the outer ones to

the SE are about 0.2 mile offshore and are visible only

at about low water. A large area of shoal water, 1.5 miles

374 ■ Chapter 7 ■ Volume 9
SE of Kettle Cape, has a least found depth of 13⁄4 fathoms. This area breaks heavily in moderate S weather. It

is marked by kelp but the kelp is difficult to see except

in flat calm weather. Depths of 10 to 14 fathoms are

found between this shoal and Kettle Cape. Some shelter can be found E of Kettle Cape from W and N

weather.

(487) The shore NE from Kettle Cape is composed of sections of sand beach backed by low, earth bluffs and

gulleys from whence it rises gradually to the rim of the

enormous crater of Tulik Volcano which occupies the

whole N part of Umnak Island. Outside the high water

line are several shoals and reefs.

(488) Two miles NE from Kettle Cape and extending several miles NE, the shore is fringed by rocks that extend

500 yards offshore, and comparatively shoal water, less

than 10 fathoms extends 1.3 miles offshore. Heavy tide

rips, dangerous for small boats, occur in this area.

(489) Black Rock, a flat rocky ledge 10 feet high, is 7.6

miles NE of Kettle Cape and 0.5 mile from shore.

Depths of 12 to 20 fathoms are found 0.5 mile S and E of

this rock.

(490) About 2.7 miles NE from Black Rock is a point with

a rocky ledge that extends about 350 yards NE; a landing can be made behind the ledge.

(491) Otter Point is 12 miles NE of Kettle Cape. The intervening shoreline is featureless and Otter Point,

when abreast of it, is only recognizable from the

change in direction of the shoreline which turns to the

N. From the NE, a knoll 275 feet high, rising above a

comparatively flat area just W of Otter Point, stands out

conspicuously.

(492) Ship Rock, 1 mile SE of Otter Point, is one of the

most conspicuous landmarks in the vicinity. It is an island about 500 yards long and 200 yards wide with a

sharp inaccessible peak 424 feet high at its S end. At its

N end is a lower peak ending in an abrupt bluff, giving

the island its distinctive shape, but from NE and SW

only the single higher peak is visible. The channel between Ship Rock and Umnak Island has depths of over

20 fathoms, but because of strong currents and tide

rips it should be avoided.

(493) A bank covered 9 fathoms, on which swirls and tide

rips occur, extends almost 0.5 mile E of the island, with

deep water beyond.

(494) Pustoi Island is flat and grassy, 68 feet high and

about 500 yards in diameter. It is 0.9 mile NE of Otter

Point. The channel between Pustoi Island and Otter

Point has a depth of 8 fathoms. Deep water is close off

the E end of the island.

(495) From Otter Point, the shore trends N for 2 miles,

then NNW for 1 mile, then NE for 2 miles forming

broad Otter Bight. Good anchorage can be found with

shelter from S, W, and N, in 8 to 20 fathoms. The

adjoining beach is suitable for landing except in heavy

N weather.

(496) A vessel could remain in Otter Bight in moderate

SE weather but not in severe storms. In approaching

the anchorage, the depths shoal rapidly from 20 to 10

fathoms about when Pustoi Island comes on range with

Ship Rock. Depths of 10 fathoms are found 1 mile from

shore, but depths of not less than about 6 fathoms will

be found 600 yards from shore.

(497) A reef extends 400 yards from shore at a point 3

miles N of Otter Point. One mile N of the reef, high land

begins and extends N to Cape Idak.

(498) The shore NE of Otter Bight to Cape Idak is composed of steep bluffs, with several rocky islets close to

shore. It has no hidden dangers except very close to the

land and the shore can be skirted at a distance of 0.5

mile.

(499) Cape Idak, the NE point of Umnak Island, is the N

end of a long, flat ridge about 1,570 feet high, sloping

gradually to the N. From the E this point appears as the

N end of the island as the land to the W is low, but Cape

Tanak extends about 2.7 miles farther N.

Chart 16500

(500) Between Cape Idak and Cape Tanak is a flat bight.

The shore of the bight is regular and lined with sand,

while inland the terrain is low and grassy except in the

region about 1.5 miles W of Cape Idak, where a mountain slope terminates in bluffs near the beach. Depths

of 20 to 30 fathoms are about 1 to 2 miles off the shore

of the bight with the bottom shoaling gradually toward

the beach.

(501) Cape Tanak, about 7 miles WNW from Cape Idak, is

a low, rounding point with a number of hummocks

about 50 feet high. Depths of over 100 fathoms are

within 1 mile of Cape Tanak, though two narrow ledges

with depths less than 100 fathoms extend into much

greater depths and cause tide rips which may be mistaken for signs of a shoal. Good shelter from S weather

can be found E of Cape Tanak.

(502) The flood currents, which set NE along either side

of Umnak Island, unite in the vicinity of Cape Idak,

causing tide rips. The ebb divides in the vicinity of Cape

Tanak.

(503) Ashishik Point is a narrow point about 3 miles W of

Cape Tanak. It is low and from offshore blends with the

higher land in back of it. The point extends almost as

far N as Cape Tanak and it should be given a berth of

more than 0.5 mile. Landing can be made on this point

except in N weather and there is a good supply of water

nearby.

Aleutian Islands ■ Chapter 7 ■ 375
(504) The bight between Cape Tanak and Ashishik Point

furnishes good anchorage in S weather. Since the prevailing winds in summer are SW there are frequently

long intervals when this bight is comparatively

smooth.

(505) From Ashishik Point the coast of Umnak Island

trends SW. Boiling Pinnacles, with least depth of 31⁄2

fathoms, are about 3 miles W of Ashishik Point, with

the outer end of the point in range with the outer end of

Cape Tanak. The shoal is about 1.5 miles from the shore

of Reindeer Point. Deep water is found outside of this

shoal. It is marked by kelp, and tide rips occur to the N

of it. With the exception of this shoal, no indications of

dangers have been found along the W coast of Umnak

Island as far S as Cape Kigushimkada and vessels in

general may approach 1 mile off the shore.

(506) Reindeer Point is 3 miles W of Ashishik Point.

(507) Cape Chagak, about 6 miles WSW of Ashishik

Point, is not conspicuous. On the N side of the cape

there is a bold bluff rising about 200 feet. SW of Cape

Chagak the beach is about 3 miles in length and generally sandy.

(508) Aguliuk Point is 5 miles SW of Cape Chagak and 4.5

miles NE of Cape Aslik. NE of the point, for about 2

miles, the coast is broken and irregular with bluffs,

sand beaches, lava outcrops, and off-lying rocks, the

farthest of the latter being within 125 yards of the high

waterline. Rocks are off the lava outcrops forming the

foot of Aguliuk Point, and a long, narrow edge of rocks,

100 feet high, extends breakwaterlike for 225 yards into

the sea on the S side of the point. A sand beach, beginning at this edge, extends SE for about 3 miles to Cape

Aslik. Back of this beach, for about 3 miles, the terrain

is a regular and fairly consistent slope.

Local magnetic disturbance

(509) Differences from normal variations of as much as

4° have been observed at Aguliuk Point.

(510) Bogoslof Island (53°56'N., 168°02'W.) is in the Bering Sea about 22 miles N of Cape Tanak. It is of recent

volcanic formation, and eruptions have completely

changed the topographic features several times. Accordingly to existing records, eruptions have occurred

in 1796, 1883, 1906, 1910, and 1923-27, but it is probable that there have been other eruptions of which there

are no records. It now consists of one main island and a

rocky islet known as Fire Island. Bogoslof Island forms

a useful landfall on a course W from Cape Cheerful.

(511) Bogoslof Island is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone

around the entire island. (See 50 CFR 223.202, chapter 2, for limits and regulations.)

(512) The 500-fathom curve around Bogoslof Island approximates a circle about 5 miles in diameter.

(513) The main island, once known as Castle Island because of a castle-shaped rock on it, is about 1 mile long

and 0.5 mile wide, and extends in a NW and SE direction. The S end terminates in a low, black sandspit

which is now the haul-out place of a large number of

sea lions. This point was found to shift its position during the season of 1935. On the NW part of the island is

the volcano crater of recent time from which steam

emits occasionally, and adjoining the crater is a pond

that is 4 feet below high water; the crater is 141 feet

high. The rocky portion of the island is the home of

thousands of birds.

(514) Castle Rock on the SW part of the main island no

longer resembles a castle. Its outline is ragged and consists of two main pinnacles, 333 feet high.

(515) Fire Island, 225 feet high, is 440 yards NW of the

main island and practically connected with it by a rocky

ledge which uncovers. It is a steep, rocky island, 220

yards long and 100 yards wide, and has three distinct

summits, the middle one being square and resembling

a castle. This summit is lower than the adjoining ones.

A small islet, 190 feet high, adjoins Fire Island.

(516) Fair-weather anchorage can be had on the NE side

of the island, offshore in 20 fathoms, sandy bottom, and

on the NW side of the island, 800 yards offshore, in 10

fathoms.

(517) A current is often reported setting E in this vicinity; it is variously reported to set toward Cape Cheerful

and toward Umnak Pass, with a velocity of 0.1 to 0.4

knot. It is inferred that with a barometric depression

near Unimak Pass it sets toward Cape Cheerful, but

with a depression in the Pacific Ocean S of Unalaska Island it sets toward Umnak Pass. Vessels coming from W

often made Point Kadin ahead instead of to starboard.

Maximum NW currents of 1.3 knots were found on the

NE side of the island. There were also indications of a

stronger E current on the N side of the island. A 1-knot

current, setting continuously N for 21 hours, was observed at a location 0.5 mile W of Bogoslof Island.

Chart 16511

(518) The shore of Cape Aslik is the face of an old lava

flow. It is very precipitous and irregular, with numerous covered rocks that extend well offshore. Heavy kelp

fringes the S side of the cape. The cape is prominent,

with vertical cliffs 60 to 150 feet high. Back of the cape,

about 2 miles inland, is a conspicuous, conical hill, 865

feet high. This hill is of a dark red color, with a distinct

hole in the slope on its SW side. Farther inland, about 6

miles E of Cape Aslik, a distinctive peak rises to 3,310

376 ■ Chapter 7 ■ Volume 9
feet (see chart 16500). It is very ragged with deep slopes

and a shoulder 600 feet lower than the summit, that extends about 0.5 mile to the NW. Between Cape Aslik and

Cape Kigunak the shore is a beach of fine black sand.

Back of this beach is a large, flat valley bordered by

mountain ridges on the N and S, and having a lone and

prominent mountain in the middle. The valley, which

extends to the Pacific Ocean side of Umnak Island, is a

swamp land covered with a heavy growth of grass. A

large stream flows through this valley.

(519) Cape Kigunak, about 5 miles S of Cape Aslik, is easily distinguishable and is a very prominent point on approaches from the N. It has a sharp, conical peak, 1,164

feet high, near its outer end. Its shore consists of a

steep beach of boulders and broken rocks, with steep,

grass slopes rising directly behind. Two rocks about 15

feet high, 300 yards off the W part of the cape, and a

third rock, same height, on the low-water line show up

very conspicuously. Many boulders and rocks and a

band of heavy kelp extend about 400 yards offshore

around the cape. The bight N of Cape Kigunak affords

some protection in S and E weather, but is not recommended in heavy weather.

(520) Inanudak Bay, between Capes Kigunak and

Ilmalianuk, has depths of 10 to 40 fathoms and affords

shelter except from the W and NW. The shore of the bay

is rocky and precipitous except at the heads of the several coves and bights which form part of the bay. Sand

and pebble beaches are found at the heads of these

coves, and low bluffs, from 5 to 20 feet high, rise

abruptly from the beaches. Beyond these bluffs are flat

lands or valleys.

(521) From the westernmost point of Cape Kigunak, the

shoreline curves sharply SE and E and the shore of the

bay for about 2 miles is along the foot of a ridge almost

straight up from the waterline. At the end of the ridge,

and at the head of Izhiga Cove, is a sand beach that extends to Cinder Point. The water is shallow along the

beach and several lines of breakers make small-boat

landing difficult. Back of the beach, beyond the low

bluff bordering it, is a flat valley.

(522) Cinder Point was formed by a lava flow and is about

150 feet high near the shore, except in the middle

where there is a slight draw. A cinder cone 564 feet high

is near the center of the point.

(523) Stepanof Cove, SE of Cinder Point, has a sandy

beach about 1 mile in length at its head. Shoal water

and several lines of breakers make small-boat landing

difficult except on the N side of the cove where the water is usually quiet; fresh springs and seepages exist

along the beach. A 70-foot pinnacle rock at the S end of

the beach is conspicuous from all parts of this cove.

(524) A low, narrow valley with steep sides extends SE

from the head of Stepanof Cove to the Pacific Ocean

side of Umnak Island. The buildings on the S side of the

valley are stocked and maintained for land-air rescue

work. A road extends from Stepanof Cove to Fort

Glenn, about 20 miles to the NE.

(525) Steeple Point, forming the S side of Stepanof Cove,

has a very prominent, tall pinnacle projecting out of

the side of its steep bank and numerous large rocks and

boulders off its shore. The pinnacle resembles an inverted carrot and is 200 feet above the beach.

(526) Hot Springs Cove has about 1 mile of sand beach at

its head with a small stream in the S part. Salmon

spawn in a stream about 2 miles back of the beach beneath several small waterfalls. The steam from several

small, hot springs at the head of this stream can be seen

from the E side of Inanudak Bay.

(527) Between Hot Springs Cove and Cemetery Cove to

the W are 1.5 miles of rocky shore. Near and W of the

center of this shore, shoal water, marked by kelp, extends 0.4 mile offshore to the 10-fathom curve. Above

the beach near the center is an overhanging cliff, 1,000

feet high. The beach in Cemetery Cove is rocky and

bends N toward Broken Point. Water may be obtained

from a small cliff stream on the N part of this beach.

(528) Broken Point is not conspicuous. It has a rocky

beach with deep water off the point; the 20-fathom

curve is about 0.3 mile offshore.

(529) Geyser Bight, W of Broken Point, indents the

shoreline about 1.5 miles from a line tangent to Broken

Point and Cape Ilmalianuk. Its beach is rounded and

about 4 miles in length, with the E half sandy while the

W half is rocky and bordered with kelp. There are 3

small rock islets 0.3 mile offshore in the center of the

bight and another the same distance off the beach in

the E part. Some protection may be found in Geyser

Bight in S weather but it is not recommended in heavy

weather.

(530) Cape Ilmalianuk, the S entrance point of Inanudak

Bay, is about 500 feet high and conspicuous. It has a

rounded shore, with a number of rocks and kelp that

extend seaward for about 300 yards. A rock, 0.4 mile

NW of the point is conspicuous at low tide. A shoal area

that extends 1.5 miles off the cape is 10 fathoms deep

0.5 mile offshore and 20 fathoms about 1 mile farther

off. Ships should keep 1.5 miles off the cape.

(531) Anchorage may be found in any part of Inanudak

Bay about 0.4 mile from shore. By shifting, shelter may

be had from all directions except the NW. No anchorage

will give protection from severe NW weather. Good anchorage is available for large ships in 20 fathoms about

1.5 miles from the beaches at the heads of Stepanof

Cove and Hot Springs Cove.

(532) Stepanof Cove affords the best shelter from SE

around to NNW. Anchorage may be found in 8 fathoms

with Cape Kigunak just open of Cinder Point. When the

Aleutian Islands ■ Chapter 7 ■ 377
wind gets around to S or SW, this cove becomes uncomfortable.

(533) Hot Springs Cove affords shelter in S and E

weather. Cemetery Cove affords shelter except from

winds from the NW quadrant. Anchorage may be found

in Izhiga Cove 0.3 mile from shore in 8 to 10 fathoms,

but better shelter from N weather can be found in

Stepanof Cove.

Chart 16500

(534) Between Cape Ilmalianuk and Cape Kigushimkada,

for nearly 13 miles, there are no known dangers to navigation; ships are advised to keep 1 mile offshore in order to hold a depth of 25 fathoms or more. Kelp extends

from 200 to 300 yards off the rocky areas.

(535) The currents off the coast between Cape Ilmalianuk

and Cape Kigushimkada are estimated to be from 2 to 3

knots, the strongest being opposite Kshaliuk Point.

The current sets NE on the flood and SW on the ebb.

(536) The weather along this coast may change after

passing Derby Point. When foggy, wet, windy weather

prevails SW of the point, good or comparatively clear

weather may be encountered to the NE and vice versa.

(537) Between Cape Ilmalianuk and Derby Point, for

about 10 miles, the coast extends in a general SW direction. A practically straight sand beach about 3 miles in

length begins on the SW side of Cape Ilmalianuk.

(538) Kshaliuk Point is a rounded, prominent point at

the SW end of the beach. This point has grassy bluffs

about 400 feet high, except on its N side which is practically straight up and down with prominent horizontal

layers of stratified rock. SW of the point, the land back

of the shore is low, the beach consisting of short

stretches of sand, rock, and lava formation. The most

conspicuous lava flow is at Twinlava Point, about 4

miles SW of Kshaliuk Point.

(539) S of Kshaliuk Point, between it and Mount

Vsevidof, are three sharp prominent peaks about 2,000

feet high and about 0.5 mile apart. Less than 1 mile

from the peak nearest the shore is another prominent

peak of about the same elevation. It has a broad,

rounded base, rising almost from the shore and has two

points on the top; a low saddle connects the points.

(540) Derby Point, about 1.5 miles SW of Twinlava Point

and 3 miles N of Cape Kigushimkada, has cliffs and rock

outcroppings along its shore. The steep sides of the

point are grass covered above the cliffs, but the top is

bare and strewn with cinders and small lava boulders.

The rounded hill on the point resembles the crown of a

derby hat when viewed from seaward, the rocky shoreline forming the brim of the hat. This point is a

conspicuous feature of this coast, and also serves as a

line of demarcation for different weather conditions.

Local magnetic disturbance

(541) Differences from normal variation of as much as 4°

have been observed at Derby Point.

(542) The coast between Derby Point and Cape

Kigushimkada has a S direction and consists of a bold,

rocky cliff at the base of Mount Vsevidof.

(543) Mount Vsevidof is an extinct volcano 6,920 feet

high and the highest peak on Umnak Island. It is about

halfway between Inanudak Bay and Nikolski Bay, and

approximately 40 miles SW of Cape Idak.

(544) The upper reaches of this mountain are usually

covered with snow the year round. The W side slopes

gradually to the shore between Twinlava Point and the

N end of the large open bight S of Cape Kigushimkada.

(545) The peak appears conical from the NW with a

slightly flattened top, but the large crater so plainly visible from the Pacific side of Umnak Island, does not

show at all. The two small glaciers on the N side of the

extinct volcano are not prominent from offshore, but

the valley that extends inland on this same side has

many bare, cinder patches and lava outcrops visible

from offshore. This valley goes back toward the large,

jagged, saw-toothed mountain range, 6,510 feet high,

to the NE of Mount Vsevidof.

(546) Cape Kigushimkada is the N point to a large open

bight. This cape, at the base of Mount Vsevidof, is the

outer end of a lava-flow which forms a rugged, rounded

headland having precipitous, rocky bluffs, 80 to 90 feet

high, with numerous jagged indentations. Many rocks

and pinnacles are adjacent to the shore of this cape. The

shelf on top of the cape is covered with many lava outcrops, cinder beds and fissures, and rises gradually inland to form part of the W slope of Mount Vsevidof.

(547) On the SE side of Cape Kigushimkada is a bold

headland, prominent from seaward. A broad sand

beach, about 1.5 miles S of this headland extends for

about 2.5 miles SSW. Behind the beach is a broad,

grassy valley with three prominent streams, the two

northernmost carrying the drainage from the S slopes

of Mount Vsevidof.

(548) At the S end of the sand beach is a rocky headland

with outlying ledges that are partially awash at high

water. A rocky islet is about 0.6 mile W of the headland.

About 0.5 mile S of this islet is a covered rock which

breaks in heavy weather, and another islet is about 1

mile N of Okee Bay. From the headland the shore runs

in a SW direction and is very irregular, with numerous

indentations.

(549) From Cape Kigushimkada to the SW end of Umnak

Island, the land is rolling, with numerous rounded

378 ■ Chapter 7 ■ Volume 9
hills. The bottom along the shoreline of both Umnak Island and Ananiuliak Island is very uneven and has some

dangers to navigation.

Chart 16511

(550) Okee Bay is a small, shallow cove on the E side of a

small peninsula on the N side of Okee Point. This bay

affords some shelter for small craft and has a sand

beach where landings can be made in most any

weather. Another small, shallow inlet is on the W side

of the small peninsula.

(551) Okee Point is a headland on the N side of the entrance to Nikolski Bay. It has steep, rocky bluffs back of

the high water line and rocky ledges extend offshore.

(552) Anangula (Ananiuliak) Island, on the N side of

Nikolski Bay and off Okee Point, is a kite-shaped island

about 1.4 miles in length and 301 feet high near the

center. Bare rock ledges extend 50 to 60 yards from the

grass line on the shore of the W side of the island. Passage between this island and Umnak Island through

Seaweed Pass is not advisable as there are no natural

ranges that can be recommended. During the summer,

kelp may extend across the passage.

(553) Nikolski Bay, between Anangula Island and Cape

Starr, is about 12 miles S of Mount Vsevidof. It is about

4.5 miles wide and 3 miles long, and is open from the W

to the NNW. The shore of the bay consists mostly of

gravel and rock beaches. It is fringed to varying distances offshore by reefs, large boulders and kelp. Many

of these reefs actually are above high water but are covered by the heavy swell except on very calm days. The

area bordering the reefs along the shore is foul, with

numerous covered rocks. It should not be approached

too closely.

(554) The bay is surrounded by rolling hills, that are covered with a thick mat of grass, and frequent, marshy areas. High Hill, 712 feet high, is near and N of the center

of the bay and is a prominent landmark in approaching

anchorage. It is cone shaped but flat topped, and the

sides, except inland, are steep, rocky, and rugged.

(555) Except on very calm days there are few places

where safe landings can be made. It is reported by the

natives that in the winter when heavy northwesters are

blowing, it may be impossible to land even in Nikolski

in Mueller Cove. Landing is possible in most any

weather in River Cove in the mouth of Sheep Creek.

(556) The currents are strong, especially around

Anangula Island, but are not dangerous, as they generally run parallel to the shoreline.

(557) Anchorage with protection from W and N weather

is found in the N end of Nikolski Bay behind Anangula

Island in 10 to 25 fathoms with good holding ground. A

good anchorage in E weather is off Kelp Point in 10 to

20 fathoms.

(558) Eider Rock, about 1 mile NW of High Hill, is a

small island reef 600 yards offshore in the NE portion of

Nikolski Bay.

(559) The head of Nikolski Bay S of Kelp Point is a rectangular-shaped bight with a large, rocky ledge along the

shore at its head. The two coves in this bight are River

Cove at the NE corner and Mueller Cove in the S. The

large rocky ledge separating the two coves is almost

covered at high water.

(560) Sheep Creek is the largest stream in the vicinity

and empties into River Cove. The creek extends NE into

a broad, marshy valley dotted with numerous ponds.

(561) Mueller Cove, the inner anchorage of Nikolski Bay,

is the cove in which the village of Nikolski is situated.

Only very small fishing boats attempt to enter this cove

because of the constricted entrance caused by the reef

in midchannel. With any kind of weather from the W or

N, seas break across the entrance.

(562) Rudisell Reef, at the entrance to Mueller Cove, is

practically covered at high water and in heavy weather

the seas break over its narrow, outer ledge of rocks that

are about 4 feet above high water. This ledge, however,

serves as an excellent natural breakwater and protects

the beach at the head of Mueller Cove except when

heavy northwesters are blowing up the bay.

(563) A rock covered 3⁄4 fathom, is 0.1 mile W of Rudisell

Reef and in the entrance to the channel into Mueller

Cove. The location of this rock nearly always can be determined by the breaker over it. At high water, in W

weather, it may break very heavily and cause a dangerous surge across the channel toward Rudisell Reef.

(564) Nikolski is one of the most frequented places for

small trading schooners W of Unalaska. Fishing, trapping, and the harvesting of seals in the Pribilof Islands

are the means of livelihood. A good shingle beach is in

front of the village. The store and the church are

painted white and are the most prominent buildings in

the village. The church has two crosses, one of which is

on the belfry tower. This tower is the most conspicuous

point in the village. The store carries a few supplies, but

is stocked only during the trapping season. Mail is delivered by airplane. The ranch buildings of the Harris

Livestock Co. are about 0.3 mile SW of the village. The

buildings of the company consist of living quarters,

barns, and storehouses. The largest of these buildings

is a landmark looming prominently on the skyline from

the anchorage off Kelp Point. The wool-storage building, painted red, also makes a conspicuous landmark.

(565) Cape Starr, about 3 miles to the W of Nikolski, is a

bold headland with steep rocky bluffs, 150 to 350 feet

high, backed by rolling, grass-covered hills. The shoreline is bordered by rough, irregular, rocky ledges and

Aleutian Islands ■ Chapter 7 ■ 379
reefs, numerous rocks and extensive kelp beds. Several

small islets, reefs and rocks awash are from 0.5 to 3

miles off Cape Starr.

(566) S of Cape Starr is a wide, flat beach of fine white

sand, back of which are low, grass-covered, sandy

bluffs. Inland a broad valley that extends across the island, bends NE to the chain of lagoons S of Nikolski.

The remainder of the Bering Sea coast of Umnak Island

is mostly rocky and rugged. SW and W from the beach

are numerous jagged, rocky projections, and rock pinnacles. The area outside the high water line is filled

with rocks, small ledges and patches of kelp. The most

prominent and highest place on the SW end of Umnak

Island is Elbow Hill, 442 feet high, about 4 miles SW of

Cape Starr. It is grass covered and prominent from seaward. Idaliuk Point is 2.4 miles W of Elbow Hill.

(567) Pancake Rock, about 2.5 miles W of Cape Starr, is a

22-foot islet which sometimes has, from a distance, the

appearance of a flat pancake on the surface of the water.

This islet is the E end of a low, flat, rocky reef about 500

yards in length.

(568) Several reefs and rocky islets are SE of Pancake

Rock. The farthest from the shore of Umnak Island is a

rocky islet, surrounded by ledges and rocks awash,

about 1 mile SE of Pancake Rock and 1.5 miles offshore

from Cape Starr.

(569) Adugak Island, about 7 miles W of Cape Starr and 4

miles off Idaliuk Point, is 160 feet high.

(570) Adugak Island is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone

around the entire island. (See 50 CFR 223.202, chapter 2, for limits and regulations.)

Chart 16500

(571) Cape Sagak, the SW end of Umnak Island, is long

and generally low with rolling grass-covered hills and

short stretches of sand beaches.

(572) The passage between Cape Sagak and the NE point

of Samalga Island is dangerous. Foul ground and extremely heavy tide rips extend between the two points

of land and for a considerable distance N and S. There

are impenetrable patches of kelp and the current goes

through at a very high velocity, probably 7 knots.

(573) Vessels drawing more than 4 feet should avoid this

passage. Boats of less draft may go through only during

periods of slack water and in fair weather. Such craft

should clear Cape Sagak by 0.25 mile on a course 160°.

(574) Samalga Island, the long and narrow island about

2 miles SW of Cape Sagak, is 4 miles long and 0.5 mile

wide at its widest part. The high water line is strewn

with rocks and small boulders, and occasional

stretches of sand beach are found around the island.

Back of the shore the terrain rises abruptly in the form

of grassy slopes. The interior is flat and entirely covered

with grass. Foxes and sea lions are the only wild life on

Samalga Island. It is not inhabited, except for 1 month

during the winter when the trappers come to get fox

pelts.

(575) The entire island is fringed with a rocky ledge, that

uncovers, and extends from 100 yards to 0.5 mile offshore. On the SW end of the island this ledge becomes

an extensive reef stretching WSW along the prolonged

axis of the island for nearly 2 miles. In heavy weather

there are breakers for a considerable distance over this

area.

(576) Landings can be made at various places except in

heavy weather when the island is almost surrounded

with breakers. The best landing is in a small bight just

N of a cabin on the N side of the N end of the island. Vessels may anchor in 10 to 15 fathoms on the bank that

extends 160° from the middle of Samalga Island, or in

not less than 15 fathoms, N of the SW end of the island.

There is no protection in either of these anchorages.

(577) The currents are treacherous in the vicinity of

Samalga Island.

(578) The SE coast of Umnak Island should be navigated

with great caution. SW of Vsevidof Island, fog appears

to be more prevalent than to the N. With W and SW

weather the fog drifts across the low, SW part of Umnak

Island while the high mountains NW of Mount Vsevidof

form a barrier that may cause clear weather in their lee

when all the area SW of Vsevidof Islands is in fog.

(579) W of Samalga Island currents of about 4 knots have

been observed setting N when the tide at Dutch Harbor

is rising and S when it is falling.

(580) Currents are weak over the bank inside the

100-fathom curve S of Umnak Island.

(581) NE from Cape Sagak, the Pacific side of Umnak Island is fringed with rocky ledges and kelp beds. The

shallow bight 11 miles from the cape has a sandy beach

above the ledges and is backed by low, grassy, bluffs

about 100 yards inland. A chain of three lagoons are in

the low valley that extends N from the bight to the village of Nikolski. On the NE side of the bight is a bold

headland with steep, rock bluffs rising to 561 feet.

(582) Driftwood Bay, about 40 miles SW of Konets Head,

Unalaska Island, is on the SE coast of Umnak Island opposite Nikolski. The bay is between Cape Udak and

Black Cape. It is about 3.5 miles across the entrance

and is divided into two arms by a headland about 435

feet high. Water may be obtained in either arm.

(583) The W arm is clear of dangers and shoals gradually.

From its head a trail leads across the island to the village of Nikolski. Good anchorage may be found in 15

fathoms. In SW weather some shelter may be obtained

in the lee of Cape Udak. In S or SE weather, there is no

380 ■ Chapter 7 ■ Volume 9
good anchorage, but in an emergency small boats

might find some shelter in the E arm.

(584) The E arm, Traders Cove, is more or less foul and

should not be entered without local knowledge. Small

boats could be hauled out on the sandy beach in the NE

corner of this arm. In this corner is a shack in which

fuel and food supplies are kept for sheepherders.

(585) Cape Udak, on the W side of Driftwood Bay, appears

as a flat plateau about 600 feet high and about 1.2 miles

across its seaward face. All sides of the cape are precipitous, rocky cliffs.

(586) Black Cape, about 392 feet high, is on the E side of

Driftwood Bay. The cape slopes gently down to the water’s edge and has a group of rocky islets, about 135 feet

high, 175 yards offshore.

(587) Lookout Point is 4 miles NE of Black Cape. From

Lookout Point for 6 miles to the point opposite Kigul

Island, the shore of Umnak Island trends ENE. Numerous rocky islets extend offshore for 1.5 miles. In addition to these visible objects, numerous kelp patches

mark depths of 2 to 5 fathoms. The outermost of these

is S of Kigul Island and has a depth of 41⁄2 fathoms.

(588) Amos Bay is 8 miles NE of Black Cape and about 3

miles N of Vsevidof Island. It is about 0.7 mile wide and

1 mile long in a N-S direction. The W side of the bay is

bordered by reefs that extend about 400 yards offshore,

and the head is shoal. Anchorage with shelter from NE

to W can be found 0.3 mile W of the E entrance point, in

7 fathoms.

(589) To approach this anchorage, from a position 0.8

mile W of Vsevidof Island steer 000° for 3.5 miles, passing 0.4 mile W of a rocky islet that is about 1 mile S of

the E entrance point. Favor the E shore of the bay to

avoid the reefs bordering the W shore. A trail leads from

the head of the bay to Nikolski on the W coast. On the E

side of the bay is a cabin in which food and fuel are kept

for sheepherders.

(590) Vsevidof Island, 280 feet high and about 1 mile

across, is the largest of the group of islands on the SE

side of Umnak Island and is SE of Mount Vsevidof. A

small bay indents the S shore of Vsevidof Island. Covered rocks at the entrance prevent anything larger than

a small launch from entering and then only when no

surf is running. Rocks extend SE 0.4 mile from the SE

point of the island, terminating in a rocky islet about 30

feet high. Depths of more than 20 fathoms are 0.3 mile

E of these rocks.

(591) Ogchul Island, 1.7 miles E of Vsevidof Island, is

about 0.3 mile across, 180 feet high, and is surrounded

by deep water. The island is flat topped. The channel between the two islands has depths of 35 fathoms or

more.

(592) Ogchul Island is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone

around the entire island which also encompasses

Vsevidof Island. (See 50 CFR 223.202, chapter 2, for

limits and regulations.)

(593) Kigul Island, 3.5 miles N of Vsevidof Island and

about 2 miles E of Amos Bay, is the largest of the inshore islands. It is about 0.5 mile in diameter and 219

feet high. The island is 0.5 mile off the coast of Umnak

Island, and the channel in the passage between the island and the coast is restricted by shoals to a width of

about 150 yards. N of Kigul Island, anchorage with

shelter from S and W winds can be found in about 12

fathoms. Anchorage with shelter from E winds can be

found W of the island in 7 fathoms. The approach to

this anchorage is difficult without local knowledge.

(594) Lone Rock, 1.5 miles NE from Kigul Island and 42

feet high, is the northernmost of the group of rocks and

islets in this vicinity.

(595) Russian Bay, near the middle of the Pacific Ocean

side of Umnak Island, is about 1 mile wide and 2 miles

long. A rocky ledge, 16 feet high, is about 1 mile E of the

S entrance point. This ledge should be given a wide

berth to the SW to avoid a rock that uncovers 425 yards

SW of the ledge. The point on the NE side of the entrance should also be given a wide berth to avoid the

foul area that extends SW of the point for about 0.3

mile. At the head of Russian Bay is a sandy beach where

a stream of considerable size flows into the bay. This

bay offers protection from N weather in 10 fathoms,

sandy bottom. In SE weather the bay is not recommended except in an emergency.

(596) The Pillars are a pair of pinnacle rocks, the larger

130 feet high, about 3 miles off the shore of Umnak Island and 15 miles NE from Vsevidof Island. These rocks

stand out prominently from all directions and may be

seen many miles on clear days. From the N and S they

have the appearance of a single pinnacle. From the E

both rocks are visible. A rock awash at high water is

about 175 yards E of The Pillars. Depths of more than

14 fathoms can be carried to within 0.3 mile all around

these rocks.

(597) Thumb Point, about 3 miles W of The Pillars, is a

long, narrow point, on the tip of which are three large

pinnacles. Two of these, about 150 feet high, are on the

beach. The third, 121 feet high, is about 150 yards offshore. From distances less than 5 miles these three

pinnacles are very distinct; though several others of

like size are in the vicinity, these cannot be mistaken,

there being no other group of three.

(598) The broad bight between Thumb Point and Kettle

Cape is fringed by off-lying ledges. Two valleys lead

across Umnak Island toward Inanudak Bay from the

head of this bight.

Aleutian Islands ■ Chapter 7 ■ 381
Chart 16501

(599) Islands of Four Mountains are a group of five, treeless, volcanic islands W of Umnak Island. Their names

are Uliaga, Kagamil, Chuginadak, Carlisle, and Herbert. The group is about 16 miles from Samalga Island

and about 18 by 25 miles in extent.

(600) These islands are high and snowcapped, with some

snow remaining throughout the year. Clouds obscure

the peaks most of the time. Frequently in the summer,

while low fog banks are over the adjacent waters, the

peaks stand clear above and are visible away from the

fog banks. Fog is often in patches that may be avoided

by passing around one of the islands, or by moving out

of the sweep of wind through a pass. The winds play

about the islands with all the vagaries common to

williwaws and may sometimes be avoided by making a

move of 1 mile or so.

(601) Navigation among the islands is beset by frequent

fogs, strong and treacherous currents, and tide rips

that may be dangerous for small craft. Because of the

frequent fogs and strong currents it is emphasized that

navigation is safe only by frequent sounding and constant reference to the chart. All waters are clear for

large ships beyond about 1 mile from the shores, and

for small craft beyond 0.25 mile except where obstructions are charted. It is not safe to attempt passage inside any of the off-lying rocks.

(602) In Samalga Pass, between Samalga Island and the

Four Mountains Group, the waters are deep and 15

miles in width; however, a good berth must be given the

shoals that extend SW from Samalga Island.

(603) A bank, with a minimum depth of 13 fathoms, is

about 5.5 miles S of Concord Point, Chuginadak Island.

Apparently it is the high spot of a large shoal area

rather than a pinnacle.

(604) Among the group, the passes are probably all clear,

though they have not been swept with wire drags.

(605) It is strongly recommended that a vessel proceeding along the N side of the Aleutian Islands avoid anchorage in the Four Mountains Group in bad weather.

With a heavy sea running in the Bering Sea, dangerous

tide rips will be encountered among the islands, and

any lee afforded by indentations on the islands’ shores

is offset by the sudden shifting of the wind that may necessitate shifting anchorage during thick fog through

narrow passes subject to strong tide rips.

(606) Uliaga Pass, between Uliaga and Kagamil Islands,

has 9 fathoms across almost its entire width, and a

midchannel course clears all known dangers. In the

middle of the pass is a light growth of kelp; it is towed

under and difficult to see except during the periods of

slack water.

(607) Kagamil Pass, between Kagamil and Chuginadak

Islands, is wide and clear; no obstructions NW of

Corwin Rock. The least depth in the pass is 7 fathoms

1.2 miles N of Chuginadak Island.

(608) In Carlisle Pass, between Chuginadak and Carlisle

Islands, a midchannel course will carry 28 to 32 fathoms in the shoalest part. The depths increase quickly to

80 and 90 fathoms at both ends of the narrowest part of

the pass. On either side of midchannel the water shoals

rapidly toward land, but no danger exists until about

550 yards from the shoreline. The currents in this

channel are strong and the rips and swirls are of moderate intensity. Small boats should avoid the center of

the pass to clear the worst of these.

(609) Chuginadak Pass, between Chuginadak and Herbert Islands, is about 3 miles wide, with depths of more

than 100 fathoms.

(610) Between Herbert Island and Yunaska Island, to the

W of the Four Mountains Group, the passage is 14 miles

wide and very deep.

Currents

(611) Currents observations among the Islands of Four

Mountains have not been sufficiently detailed to serve

as a basis for precise predictions. The best index to the

times of flood and ebb appears to be the information for

a location 1 mile E of Yunaska Island which is given in

the Tidal Current Tables. Flood sets generally N and ebb

S. The duration of slack is usually very short.

(612) Among the islands the water swirls and counters in

a highly confused manner, so that rips and eddies may

be encountered almost at random. Rips in some cases

indicate bottom configurations, but often not. Particularly in bights along the shores, currents counter to

those outside may be anticipated.

(613) Strong tidal currents set through all the passes. Velocities exceeding 4 knots have been noted and it is

probable that they reach 5 and 6 knots at times. Heavy

tide rips may be anticipated except at slack water. In

Uliaga Pass and in Carlisle Pass, the flood sets NE. Between Herbert Island and Chuginadak Island flood is to

the NW. In Kagamil Pass the currents are confused and

the flood appears to enter the passage from the E, passing to the NW to mingle with the flood current from

Carlisle Pass, and thence turns N along the W side of

Kagamil Island. S of Chuginadak Island considerable

differences in the direction and strength of the current

over short distances may be noticed. Heavy rips, except

in calm weather and at slack water, are about 1.5 miles

SE of Concord Point, the SE point of Chuginadak Island. Current boils have been noted as far as 7 miles offshore. Inshore, the set appears to be to the E most of

the time. Offshore, about the 500- to 1,000-fathom

curves, it seems to be principally to the W.

382 ■ Chapter 7 ■ Volume 9
Anchorages

(614) Anchorages in the group of Four Mountains Islands are few and inadequate. The principal one is in

Applegate Cove, a bight on the N shore of Chuginadak

Island. Protection from N weather may be found in

South Cove on the opposite side of this island from Appellate Cove. About 3.5 miles to the E of South Cove is

another anchorage, of small extent but offering excellent protection from the N. An anchorage giving protection from SW to NW weather is available in the bight

at the NE corner of Chuginadak Island, about 0.9 mile S

of Corwin Rock.

(615) A fair anchorage for medium-sized craft is in a cove

on the N side of Kagamil Island. Another anchorage is

in a bight on the S side of the extreme E end of Kagamil

Island.

(616) No other anchorages about these islands can be

recommended and none around Carlisle and Herbert

Islands. Small craft may find bights here and there

where the depths and swinging room are suitable for

anchoring, but the prevalence of strong currents,

heavy seas, and bad wind conditions make them unsafe.

The bottom in and around this group of islands, where

it is not rocky, is essentially cinders and volcanic ash

mixed with sand and gravel.

(617) Uliaga Island, the northernmost and smallest of

the Four Mountains Group, consists of one central

mountain cone with a few prominent spurs. On the

slopes are several spire like rocks. The crest of the peak,

2,915 feet high, has two points, one sharp and the other

flat, larger, and slightly lower. The NW side of the

mountain is very steep and is greatly eroded. A serrated

ridge protrudes from the S side of the mountain, and

the S one of three peaks on this ridge is a good landmark.

(618) The cove on the N end of the island is filled with

kelp and affords poor protection for small boats. The E

side of this cove is a cape, formed by a rough, lava outcrop, with a sharp, narrow ridge leading down to it. The

W side of the cove is a wall of rock 340 feet high. The

largest stream is on the W side of the island. A sharp,

needle like pinnacle with two points, the higher 65 feet,

is less than 0.5 mile from the NW shore and about 1.1

miles N of the westernmost point of the island. This

point is comparatively long and consists of a narrow

ribbon of lava that extends into the sea from one of the

mountain ridges. On the S slope of this ridge and about

0.8 mile E of the W point of the island is a sharp spur,

956 feet high.

(619) A rock, which uncovers 3 feet, is about 0.2 mile

from the E shore of the island and well outside the

thick kelp line. The best landing site on the island is on

the E side about 0.5 mile from the SE corner. This

landing is on a boulder beach behind a barrier of kelp

and near a trapper’s cabin, which is occupied during

some winters. A prominent scar is in the low, grass

bluff bordering the shore in this vicinity. The small

cove S of the landing is marked by a 40-foot pinnacle

rock at the S end of a boulder beach.

(620) Kagamil Island, between Uliaga and Chuginadak

Islands, has a large mountain in the center of its S half.

The mountain is 2,930 feet high, and has a circular

crater on its NW side. Its upper slopes are steep and

rocky, while those nearing the base make a somewhat

abrupt change to large, gently sloping or flat areas of

grass or tundra which generally terminate in bluffs.

Near the SE end of the island a number of femoralis

emit vapor near the tops of the cliffs, and at the S end is

a strong steam jet in the cliff a few feet above the sea.

(621) The hills in the N part of the island culminate in a

1,640-foot peak, that is close to the N shore. The two

largest valleys are on the E side of the island; the northernmost is quite flat, with some grass-covered bluffs,

and is drained by two small streams. What is probably

the best camp site on the island is in the valley at the

head of North Cove, the largest of the coves on the N

shore. This valley, circular in shape, and the smallest

on the island, has one permanent stream. North Cove

has the only sand beach on the island.

(622) Candlestick Point, on the W side of North Cove, has

striking topographic features in a long, thin wall of

rock with a 75-foot arch to form the point proper, and a

group of 10 tall pinnacles close by. The wall of rock is

315 feet high and juts out N into the sea. The pinnacles,

the tallest being 156 feet, are grouped slightly offshore

about the outer end of the wall. The NW point of the island is a detached spur, 591 feet high, with a conspicuous smooth, red cliff, about 0.3 mile W of Candlestick

Point.

(623) From the red cliff the coastline trends S. High cliffs

with a series of gray pinnacles border the shore. S of

these cliffs, the only valley on the W side of the island

begins at the head of a small cove. This valley is narrow,

about 2 miles in length, and is drained by the largest

stream on the island. A small lake is reported to exist in

this valley. To the S, the cliffs along the shore rise almost vertically from the sea 300 to 500 feet, with no talus or ledge at the waterline. The cliffs at the SE end of

the island are broken in many places by caves. The

shore around the S end of the island is of very rough

lava and boulders, the lava being most prominent at the

SW corner of the island.

(624) A fair anchorage for medium-sized craft in 10 fathoms, rocky bottom, is on the N shore of Kagamil Island

in North Cove. It is subject, however, to violent

williwaws. Water may be found in the cove. Entrance is

from due N of the center of the cove and well clear of

Aleutian Islands ■ Chapter 7 ■ 383
the vicinity of the pinnacles on the W side. Another anchorage may be found in 16 fathoms in a bight just S of

the E end of the island. The bottom is reported to be

coarse, black sand and fine gravel. This bight is marked

by a high ridge, that extends from the mountains, and a

Tablelike headland. There are a stream and a cabin in

the bight. Williwaws may be encountered here, and the

currents are troublesome; nevertheless good shelter

from W weather may be had.

(625) Chuginadak Island, the largest of the Four Mountains Group, consists of two mountain masses divided

by a low, wind-swept valley across a narrow neck of

land. The low area of the valley has rolling grassland interspersed with areas of lava flow, cinder patches, and

conical cinder hills.

(626) The E part of the island is an area of rugged terrain

formed by a group of eroded volcanic peaks, the highest

being 3,840 feet. Numerous valleys and ridges descend

to the rocky bluffs bordering the shore. The peaks, almost constantly hidden by clouds, are covered with

snow nearly the year round. The lower levels have a

vegetation of thick grass, while the higher altitudes are

of barren rocks and lava ash. Many prominent waterfalls may be seen around this part of the island. In

about the middle of the E coast are several areas where

steam escapes from the top of the shoreline cliffs. On

the S side, Concord Point, the SE end of Chuginadak

Island, is a high headland of rolling, grassy hills. Immediately to the NW of this headland, Black Peak, the

remnant of a large crater, the W rim of which is a distinctive black crag, is a conspicuous landmark from the

SE and SW. It is 1,525 feet high, and is usually visible

when the higher peaks inland are hidden by clouds.

(627) The coastline of the E part of the island is indented

by many coves and bights. Extensive kelp beds are

found in the shoal areas and numerous large boulders

and off-lying rocks along the shore. Corwin Rock, 56

feet high, stands prominently at the extremity of a submerged reef making out from the NE shore of the island. The outer limits of Corwin Rock are within about

0.7 mile from the nearest point of Chuginadak Island.

Although this rock appears as a single island, it consists

of two small islets, separated by a small, narrow strait.

On the SW side of Corwin Rock the kelp extends well

out toward the shore of the island. Currents, swirls, and

tide rips indicate foul waters, and no passage exists between the rock and the island.

(628) The W part of Chuginadak Island consists of a tall,

symmetrical cone, known as Mount Cleveland, 5,675

feet high. The sides of this volcano are streaked by series of lava flows, with intervening, grassy patches on

the slopes, most of these patches being on the S side.

Because of the heat of its active crater, Mount Cleveland loses its snow more rapidly than the other high

peaks. A wisp of smoke or vapor issues most of the time

from the small crater in the top of Mount Cleveland; a

dim glow may be seen at night. An unusual condition

consisting of a clear patch of sky in the lee of the volcano has been observed when all other places were

heavily overcast. No waterfalls are on this part of the island and there may be water only after a rainfall, as the

entire cone is apparently so porous that no stream of

water from the melting snow reaches the shore. The

coastline is more regular than around the E part of the

island, and the kelp beds bordering the shores are less

extensive. A few rocks awash are found close inshore

along most of the beaches and cliffs.

(629) There are no good places to land on the island in

unfavorable weather. However, in moderate weather

landings may be made in some of the smaller coves indenting the point on the NE side of Applegate Cove. It is

generally possible to land on the S side of the island in

South Cove. The landing is on the E side of the cove, at

the end of the sand beach or on the adjacent, rocky

shore. The best place for a small boat to obtain water is

in a small cove about 1 mile E of this landing, near a

waterfall with a peculiar white deposit at the top. This

deposit can be seen 20 miles offshore on clear days. A

small boat can pass inside the 140-foot pinnacle near

this waterfall.

(630) No houses are on the island but a large shallow cave

is in the face of the cliff at the head of South Cove. With

the exception of Corwin Rock no dangers are very far

offshore, the farthest being about 500 yards. Rocks

awash, and others bare at low water extend about 350

yards from the shore of the SE side of Concord Point. A

13⁄4-fathom spot is 0.3 mile off the S end of the point.

The kelp around the island is not always visible because

of the strong currents.

(631) The anchorages in Applegate Cove, the largest

bight on the N shore of Chuginadak Island, and in

South Cove on the opposite side of the narrow neck of

land have a most unfavorable weather condition. The

fog hangs frequently over them when the two main

parts of the island are comparatively clear.

(632) Applegate Cove affords protection from all weather

except from the NW to NE. However, winds of great intensity are almost constantly encountered. The valley

across the narrow neck in the center of the island acts

as a draw, causing the winds to be of much greater intensity than would be normally expected. Wind forces

double those prevailing outside may be encountered in

stormy weather. Bottom is of dark-colored sand and

mud, but rocky patches may be found. The bottom

holds fairly well in moderate weather but dragging may

be expected during severe blows. Anchorage may be

found in the center of the cove in 14 to 20 fathoms.

Small craft should anchor well into the cove in 7 to 9

384 ■ Chapter 7 ■ Volume 9
fathoms, from 600 to 800 yards offshore opposite the

central part of the sand beach. Both the wind and fog

may be avoided to some slight extent by anchoring near

the W part of the cove, opposite a prominent, dark,

rocky outcrop in the bluff.

(633) An anchorage with good protection from the NW to

SW, is available in a bight about 0.9 mile S of Corwin

Rock in about 14 fathoms, rocky bottom.

(634) Protection from N weather may be found in South

Cove, the large cove on the S side of the valley between

the two mountain masses. Conditions regarding fog

and wind correspond exactly with those of Appellate

Cove. South Cove is smaller and has a shoal in the W

part. The bottom is rocky and anchors may be fouled.

The best anchorage is in 9 fathoms NE from the shoal

and it can be approached from the SE to SW bearing in

mind the shoal in the W part. The nearest source of water is on the exposed coast, about 1.5 miles E, where

small boats may obtain it in favorable weather.

(635) A small anchorage in a bight about 3.5 miles E of

South Cove and 3 miles NW of Concord Point gives excellent protection from N winds. Because of the shielding effect of high cliffs, it may be free from fog when

South Cove is not. Several waterfalls mark this bight.

Anchorage is in 15 fathoms, with rocky bottom and

very limited swinging room.

(636) Carlisle Island, about 1.2 miles NW of Chuginadak

Island, is a mountain consisting of a single, extinct volcanic cone 5,283 feet high. The island is somewhat circular in shape, with a diameter of about 4 miles. The

upper part of the mountain is snow covered. Below the

snow line, the slopes are dark lava, while below 1,500

feet they are covered with grass or tundra. The lower

slopes flatten out and generally terminate in rocky

cliffs or steep bluffs. On the W and N sides are numerous seepages on the face of the bluffs. The westernmost

point of the island is an almost flat, oblong plateau

1,000 by 1,400 yards, with an average elevation of about

160 feet. The only stream on the island that may be

flowing continuously is on the SE side about 1 mile S of

a shack.

(637) The most prominent features along the shore are:

on the NE side of the island, a small peninsula 0.4 mile

long, formed by a lava-flow jutting out NE into the sea;

on the SE side, a knoll forming a rocky point; on the S,

a peculiar, dragon-shaped, rock dike protrudes in the

shape of a curving ridge and headland at the extremity

forming Dragon Point; off the NW point, a rock has the

appearance of a partly submerged ship when viewed

from the E. Also a low, offshore rock is in this vicinity.

(638) Herbert Island, the southwesternmost of the Four

Mountains Island, is separated from Chuginadak Island

by 3-mile wide Chuginadak Pass. The mountain on the

island may be likened to a truncated cone, the

truncated section being the rim of a crater about 1 mile

in diameter. The rim is lower on the N side, and from

well offshore to the N the inside of the crater is partly

visible. The highest part of the island, 4,235 feet, is the

S rim of the crater. The N side of Herbert Island appears

fairly flat when approached from the E or W. The N side

of the mountain is deeply eroded and the most abrupt.

The S and W sides of the island are marked by yellow

scars on the cliffs. The island is tundra- and grass-covered, with snow from fall to early summer. The lower

slopes are regular and in places gentle.

(639) Along the W part of the N side of the island is a low

bluff, less than 50 feet high, which gives way on the E

side to high, sheer bluffs of from 200 to 400 feet. Under

these high bluffs, the shoreline is mainly a boulder

beach, 10 to 20 yards wide, with kelp offshore. On the

flat part of the N end, however, the beach is fairly wide,

and reefs, with many rocks awash, extend well offshore,

and beds of heavy kelp for some distance outside the

reef and foul area line.

(640) E of the northernmost point of the island is a shallow bight which may be used for anchorage in calm

weather, though it has a boulder bottom and in S

weather is subject to heavy seas coming from the S

around the NE corner of the island. Strong currents

tend to form tide rips with any sea that might be running. A cabin, at the NW end of the bight, is occupied at

frequent intervals by fox trappers.

(641) On the W side of the island, near the SW corner, is a

cup-shaped valley, apparently the eroded remains of a

crater. The shore at the foot of this valley is a boulder

beach with moderate slopes behind it. NW of the valley,

and about 0.5 mile offshore, is a 60-foot rock which

stands out very prominently from both N and S. A small

rock is about halfway between it and the shore.

(642) The S shore of the island consists of narrow

beaches at the foot of cliffs of varying heights. All offshore rocks are within 200 yards of this shore except off

the SE corner of the island, where a prominent pinnacle rock 135 feet high is about 0.3 mile off the beach.

The passage inside this rock is not clear, because of a

rock awash, and another pinnacle 2 feet high. Back of

the pinnacle rock is a distinctive reddish headland.

Chart 16500

(643) Yunaska, Amukta, and Chagulak Islands are a

group of islands WSW of the Islands of Four Mountains.

Yunaska, the nearest, is about 14 miles from Herbert

Island while Chagulak and Amukta Islands are about 3

miles apart and about 10 and 14 miles, respectively, to

the W of Yunaska. The pass between Herbert and

Yunaska Islands and the pass to the W of the latter are

Aleutian Islands ■ Chapter 7 ■ 385
deep and clear of dangers. Navigation about these islands requires caution and frequent soundings during

poor visibility.

Currents

(644) Current observations taken 1 mile E of Yunaska Island indicate velocities of about 2 knots. The greatest

velocity observed was nearly 4 knots. The flood sets N

and the ebb S. (See the Tidal Current Tables for predictions.) The velocity of the current changes very rapidly

around the times of slack water, and the current frequently runs near its maximum flood or ebb velocity

for 4 or more hours. Strong currents and dangerous

tide rips are reported in the vicinity of Amukta and

Chagulak Islands. In a small gale and during spring

tides, the tide rips are built up by an opposing swell. A

strong ebb against a small swell is reported to cause

10-foot rips in a dead calm. Currents opposing the swell

and a little wind may bring about such seas and rips

that small vessels are forced to proceed slowly.

(645) Yunaska Island is a treeless volcanic island, divided

into two parts by a generally flat valley, with gentle

slopes from the bluff back of the shoreline to the base of

the mountains. The island is mostly grass covered below 1,000 feet, especially in the lower flats where the

grass is extremely thick and matted. Weather conditions are similar to those of the Islands of Four Mountains. Yunaska is a wildlife refuge; it has been stocked

with blue foxes which are now quite plentiful and tame.

Two cabins are on the island. In general, the landing facilities are poor and there are not many sources of

drinking water.

(646) A large crater, about 2 miles in its greatest diameter, is in the E part of the island. The highest point of

the crater’s rim, 1,968 feet, is found on the NW side.

This point appears as a lone peak from some directions.

The crater is surrounded by various conical and

ridgelike hills, interspersed with small craters and lava

flows. Within the large crater is a small peak, 1,804 feet

high, which has its own small crater. Eruptions in this

part of the island have been known to occur. A prominent lava flow extends from the SW rim for about 1

mile to the S; it does not reach the shore. The cliffs

along the S shore of this part of the island are honeycombed with caves and marked with many bridges and

arches.

(647) Near the NE shore of Yunaska Island is a prominent

saddle-shaped peak, 1,051 to 1,066 feet high. A bold

promontory, 747 feet high, adjacent to the shore, is at

the end of a ridge leading NW from the saddle-shaped

peak. To the W of this ridge and N of the crater is a

broad, smooth valley. The surface is composed of porous ash covered with a moderate growth of grass. The

entire area is well drained by a few narrow ditches 4 to 6

feet deep. Through the middle of the valley is a long

lava flow, about 20 feet high and very rough. The lava

flow extends NNE to the shore where it spreads along

the water’s edge and where, under favorable conditions, landing might be made. A good supply of drinking water can be obtained from an underground stream

about 150 yards E of and behind the westernmost corner of the lava flow. The stream flows below and around

the boulders of the old beach.

(648) The NE shore of Yunaska Island is a Steller sea lion

rookery site. There is a 3-mile vessel exclusionary

buffer zone around the rookery which encompasses

East Cove. (See 50 CFR 223.202, chapter 2, for limits

and regulations.)

(649) Along the E and N coast of this part of the island the

shore is bordered, in general, by steep rocky cliffs that

can be scaled in several places. The most important

break in the cliffs is at the foot of the lava flow. East

Cove is a broad indentation on the extreme E end of the

island. Landing sites are found in East Cove and at the

head of a bight N of East Cove where some water can be

had.

(650) The central valley of the island is composed of flats

occasionally broken by hills and knolls, and is covered

with tundra. No dependable permanent source of

drinking water has been found in this valley.

(651) On the W part of the island is the highest peak,

3,119 feet. It is an apparently lifeless volcano, somewhat eroded, with remnants of craters on its side and

about its base. From the W, the island appears as having

grass-covered hills, with high bluffs on the N and S rising abruptly toward the summit of the two-pointed

peak. The points stand out, particularly from the W,

when they are not covered by clouds, which is seldom.

(652) A low bluff extends along most of the W coastline. N

and S of it much higher bluffs begin and rise 300 to 600

feet in places. A 300-foot bluff, beginning about 1 mile

from the NW corner of the island, extends S for about

0.5 mile. A black sand beach, about 40 yards wide and

600 yards long, is at the foot of the S half of this bluff.

(653) With the exception of this short stretch of sand

beach, the W shore is rugged and has many reefs and

rocks awash offshore. Many lava points extend outward

from the general bluffline. The kelp is thick and extends from 50 to 200 yards outside the rocks. On the N

and S ends of this shore, where the bluffline is higher,

the beachline becomes a narrow, boulder shelf at the

foot of the bluff, and boulders extend out into the water

for some distance. A large reef extends offshore for over

300 yards from the SW point of the island. On the E side

of the bold southernmost point of the island, for a short

distance the cliffs drop immediately into the water

without even a shelf at their foot. Several large offshore

386 ■ Chapter 7 ■ Volume 9
rocks exist in this locality. A large pinnacle, about 200

feet high, is about 150 yards offshore and about 1.2

miles NE from this point of the island.

(654) The shoreline around the island is rugged and has

many off-lying rocks and pinnacles. Heavy kelp extends

several hundred yards offshore, except off the sand

beach in the middle of the S shore of the island and a

few other places where there is deep water off vertical,

lava cliffs. Heavy tide rips and strong currents are encountered off the points, especially those at the NE and

SW ends of the island. All around the island the bottom

breaks off fairly sharp, becoming more even as the

30-fathom curve is approached. Passing ships are advised to keep outside this curve.

(655) Dangerous shoals extend off the E shore of the island in the vicinity of an off-lying rock and on the S side

of the island in South Anchorage.

(656) Ships should not approach within 1.5 miles of the

island’s shore except with extreme caution. Small craft

may consider themselves safe at distances beyond 0.3

mile from shore, except where charted obstructions exist. A pinnacle rock 91 feet high is off the SE shore.

(657) Around Yunaska Island are three or four fair anchorages. South Anchorage, the largest bight on the S

side of the island, affords protection from N as well as W

weather, and to some extent also from the NE, in 13 to

15 fathoms with even bottom of rocks and cinders. The

off-lying reef and low rocks in the W part of the bight

must be avoided, as well as the shoal in the E part. A

safe entrance may be made by heading for the middle of

the long, conspicuous black cinder bluff along the head

of the bight on a course 000°. A tall shaft of rock, leaning slightly, is on the steep slope at the W end off the

bight.

Local magnetic disturbance

(658) Differences from the normal variation of as much

as 3° have been observed at South Anchorage.

(659) East Cove, indenting the E side of the island, affords fair anchorage in emergency situations, for one

ship, in about 10 fathoms with good holding ground of

cinders and mud. The cove is small, with a dangerous

off-lying ledge and rocks on the S side, and with troublesome currents. It affords fairly good protection from

W weather; however, it is subject to violent williwaws

during W storms, making it inadvisable to anchor

there. Heavy swells reach this anchorage during SW

storms. Launches may find good protection inside the

kelp behind the rock reef in the S side of the cove.

(660) Protection may be found by small craft in a small

but pronounced cove near the middle of the W shore of

Yunaska Island, in 52°36'N., in about 3 fathoms, with a

bottom of boulders. A narrow channel, about 100 yards

wide, leads through the heavy kelp to the head of the

cove.

Anchorages

(661) The best anchorage in emergency situations from

S weather is found in a small cove on the N shore of the

island in 170°41.5'W., in about 16 fathoms, with rock

and mud bottom. A 6-fathom depth is at the E end of

the cove. About 0.5 mile to the W is a smaller cove,

where launches may find good protection from S

weather in 3 fathoms, sandy bottom. A cabin is at the

top of the high black bluff at the head of this cove.

(662) Crater Anchorage, a bight on the W side of the island, affords fair anchorage with some protection from

E and S weather in 18 to 20 fathoms, cinder bottom.

The bight is marked by a curved black bluff on its E

side, the remnant of a crater. Rocks, covered 7 feet, are

encountered a very short distance inside 15 fathoms in

170°46'W. which constitute a serious danger in this anchorage.

(663) Chagulak Island is a steep, volcanic mountain having a sharp peak, 3,750 feet high. Its rugged slopes,

mainly a series of sharp, steep-descending rocky ridges

marked by numerous pinnacles, terminate generally in

rocky cliffs at or near the shore. It is uninhabited and

has no good landing places. The island is steep-to on all

sides and soundings give little indication of danger. It

should be given a clearance of at least 1 mile. The cove

on the W side formed by the SW point offers some protection and a possible landing for small craft during SE

weather; its approach, however, is endangered by violent tide rips.

(664) Great caution should be exercised during thick

weather while navigating in the vicinity of Chagulak Island. Very strong currents make it impracticable to use

soundings as a guide in thick weather. The 200-fathom

curve is dangerously close in places, barring the use of

depth curves for rounding the island. There are no recommended ship anchorages near Chagulak. The island

is small, steep-to, and affords no protection. The two

principal exceptions to the general steepness of the

slopes of the ridges are at the SW and SE points of the

island.

(665) The SW point is a peninsula formed by a comparatively long and flat, grass-covered ridge some 300 feet

high, and the upward continuation of the ridge toward

the mountain summit which has a comparatively regular and moderate slope. By reason of its low elevation,

the peninsula is generally not fog- or cloud-covered

during the prevailing low visibility. A slight, rounded

rise near the shoulder of the ridge at the NW extremity

of the peninsula, and another on the S side of the peninsula, are distinctive as they alone project above the

Aleutian Islands ■ Chapter 7 ■ 387
smooth appearing tabletop of the ridge. On the S face of

the peninsula below the second rounded rise is a small

white scar in the shore bluff.

(666) The SE point is the extremity of a moderately descending grass-covered ridge projecting seaward to

form a peninsula. The rounded NE end of the island

above the rocky cliffs along the shore is grass covered

and also has a fairly moderate slope.

(667) On the N part of Chagulak Island, about halfway in

distance and elevation along the ridge between the

summit and northernmost point, is a pronounced saddle. On the N end of this saddle is a summit, with a pinnacle, 1,905 feet high. A second smaller and lower

pinnacle is just to the N. From these pinnacles the

ridge slopes in a general convex form to the N point of

the island. On the next prominent descending ridge to

the E, is a rounded thumblike protrusion, 1,120 feet

high, that is visible along the line of the NE tangent of

the island. A similar thumb, 1,495 feet high, is on the W

descending ridge, that forms the S boundary of a deep

valley on the W side of the island. It is seen along the

line of the SW tangent of the island and particularly

well when snow is in the locality, as the steep sides of

the feature itself are generally bare.

(668) Chagulak Island is a nesting place for whalebirds

and small gulls which fly in great numbers around the

island within a radius of a few miles, and in foggy

weather may indicate the proximity of the island.

(669) The shore is either of large boulders, vertical cliffs,

or outcropping rock. There are several off-lying features. Off the NW side are two prominent rock ledges;

the inshore ledge is 55 feet high. Off the E side is a

small rocky islet, steep and roughly rounded in outline

at the top and 150 feet high. About 0.6 mile to the N of

the rocky islet and farther offshore is a very dangerous

detached ledge, it shows 18 feet above the surface and

seas sweep over it in moderate weather. Several rocky

islets are off the S shore and there is a low, rocky ledge

off the SW point.

(670) On the S shore is a prominent, smooth, narrow

slide of snow and sediment which may be distinguished

well out at sea.

(671) On the W side is a 225-foot pinnacle rock. A beach

landing may be made on the S side of the pinnacle.

About 400 yards N of the pinnacle is a 20-foot dike that

extends about 20 yards outside the high water line.

Many rocks, awash and covered, are off the point 250

yards N of the dike.

(672) The N shore is very rugged, with precipitous rocky

bluffs. In general, the kelp near the shores is thickest

along the W shore.

(673) A submerged pinnacle having only 2 fathoms over

it is just within the 100-fathom curve, 0.5 mile NW

from the SW point. In this vicinity are strong, erratic

currents and heavy tide rips.

(674) The small, rocky islet close to the S side of the peninsula at the SW point affords some protection for making a landing on the island. The cove on the N side of

the peninsula affords anchorage for small craft in S and

E weather.

(675) Chagulak Pass is clear except for the 2-fathom

shoal mentioned in the description of Chagulak Island.

It is about 3 miles wide but passage should be attempted only with local knowledge or during very clear

weather. The flood current sets NW and the ebb SE. The

current is probably in excess of 3 knots. Tide rips were

noted through the entire pass.

(676) Amukta Island has a volcanic mountain cone with

a crater at the summit. The highest point of the rim of

the crater is 3,463 feet at its W end. On its S end is an

appreciable depression of the rim. The mountain is

closest to the N shore of the island, where its slopes descend directly to the shore. The base of the mountain

cone proper is at about the 1,000-foot level, and to the E

and W the lower slopes reform into spurs, hills, and

ridges.

(677) Near the NE shore a prominent, cinder hill, 1,486

feet high rises at the side of the cone.

(678) A group of fingerlike pinnacles mark approximately the flattened, 1,000-foot level that appears as a

ridge bordering the E shore. This apparent ridge descends to the S and is linked with the prominent ridge

forming the peninsula at the SE end of the island, a low

saddle is between them. Rising on the slopes of the

mountain halfway between its summit and the SE peninsula is a group of reddish knolls. A spur projecting

from the mountain toward the NW shore is marked by

two summits, the inner and higher one being a conical

peak 1,036 feet high.

(679) A ridge of varying elevation borders practically the

entire W coast and terminates in the peninsula forming

the SW end of the island. On this ridge are some distinctive summits and a decided break occurs about

halfway along the W shore. The E slopes of the S part of

this ridge border the large cove indenting the S side of

the island and the adjacent low lava fields.

(680) A very distinctive feature on the island is a massive

rectangular outcrop of rock, crowning one of the summits of the peninsula ridge at the SE end. This

615-foot-high block-shaped landmark is the highest

part of the ridge. Another massive outcrop of rock,

peaked in shape, appears on the summit to the N. These

remarkable features are dark, in contrast to the grassy

surface of the remaining part of the ridge, and may

sometimes be recognized well to seaward against the

3-mile distant mountain background of the island.

388 ■ Chapter 7 ■ Volume 9
(681) Amukta Island is generally covered with lava and

cinders, and is black in general appearance. However,

some grassy areas are on the ridges along the W side of

the island, in the area to the S of the cone, and on the

ridge forming the SE peninsula.

(682) During low visibility the SW peninsula of the island

may be recognized by a 130-foot rock detached from

the headland at its S extremity; it appears as a pointed

shaft of rock when viewed from the NW and the SE sectors. Against a shore background, the rock is not discernible at a distance.

(683) High Rock, off the deep cove indenting the S side of

Amukta Island, is a prominent landmark. It appears as

a columnar monument rising 68 feet from a rocky

ledge base. The top of the column is a smooth, truncated surface facing seaward and with favorable light,

has a light-gray appearance, making it partly discernible from offshore against the island background.

(684) The easternmost point of Amukta Island is formed

by a projecting ledge, and directly off the ledge is a

rocky islet, the inshore side rises vertically to 65 feet. In

this locality the shore rises abruptly in steps and thence

to a jagged, ascending ridge. A prominent rock pinnacle on the ridge about 200 feet above the water level is

about 300 yards from the point.

(685) The NE shore of Amukta Island bordering

Chagulak Pass is in general composed of lava bluffs or

large boulder beaches. Along this shore are many detached rocks. A good landing place is in the small bight

about 1 mile SE from the northernmost point of the island. A temporary small-boat anchorage and landing

may be found in the small and deeply indented bight

around the E side of the northernmost point.

(686) The W shore of the island is composed of high

bluffs meeting the slopes of the nearby ridges.

(687) A trapper’s cabin is on the shore of the bight on the

S side of the island; some water is available in this locality.

(688) Almost the entire coast of Amukta Island is fringed

with detached rocks and ledges of various description.

Off the S coast of the island an area of broken bottom

extends from the SW peninsula for over 1.5 miles in a

SE direction; High Rock is in and near the middle of

this area. The section between High Rock and the peninsula is extremely foul and passage across it should

not be attempted. The outlying section has a depth of

31⁄2 fathoms about 0.5 mile SE of High Rock.

(689) An area of broken bottom also extends in a W direction from the SW peninsula for about 0.8 mile, in

which a 21⁄2-fathom depth was found 0.3 mile W from

the S end of the peninsula.

(690) Along the W shore abrupt changes in depth occur

within the 20-fathom curve, which approximately parallels the shore at a distance of about 0.5 mile.

(691) From the middle section of the NW shore an area of

irregular bottom extends 0.8 mile to the 20-fathom

curve, thence there is an abrupt deepening of several

fathoms to seaward.

(692) From the northernmost point, an area of broken

bottom with shallow depths less than 5 fathoms extends for about 0.6 mile in a NW direction. Off each of

the several points along the NE shore are small detached shoals of 11⁄2 to 3 fathoms. Along the E shore

broken bottom is within the 20-fathom curve that is 0.8

mile from the shore near the middle of this section.

From the SE peninsula of the island, a shallow area

with depths less than 8 fathoms extends in a S direction

for about 0.4 mile.

(693) As in the case of Chagulak Island no satisfactory anchorages are found in the vicinity of Amukta Island.

During storms, the gales draw around its entire coastline to the lee side, causing violent gusts of wind successively from opposite directions along the shore.

Also, no section of the coast is free of strong currents,

tide rips, and seas that sweep around the island. The

bottom, generally of gravel, affords only fair holding

ground.

Anchorage

(694) The best anchorage for SW weather is in 18 to 20

fathoms, gravel bottom, about 1 mile E of the northernmost point of Amukta Island, off the cove in that locality. Attention is called to the detached 1- to 2-fathom

shoals off the several points close to this anchorage.

The strength of the current here is less than elsewhere

along the NE coast.

(695) In SE weather anchor in 18 to 20 fathoms, gravel

bottom, about 0.8 mile W of the northernmost point, or

in 18 to 20 fathoms off the middle of the cove about 2

miles SE from the northernmost point. In coming to

anchor at the latter location, a strong NE current may

set the vessel toward the foul areas that extend from the

point of the N end of the cove, and a range on the slope

of the shore ridge should be selected and held in order

to avoid this.

(696) In NW weather anchor in Traders Cove, in 24 fathoms about 0.8 mile E from the SE point of the island.

Care must be taken to avoid the dangerous shoals just

within the 20-fathom curve.

Local magnetic disturbance

(697) Differences of as much as 6° from normal variation

have been observed in Traders Cove.

(698) Overnight anchorage is not recommended in the

large cove on the S side of Amukta Island. Strong winds

from the SE may make up suddenly and the approach

and anchorage are bordered by dangers.

Aleutian Islands ■ Chapter 7 ■ 389
(699) A remarkable bottom configuration has been noted

in the area to the E of High Rock. With a general depth

of some 35 fathoms 1 mile off the S side of the island,

the depth may increase rapidly to 70 fathoms as the

shore is approached. There is a considerable basin of

about 50 fathoms, about 0.8 mile in length from E to W,

this depth being found about 200 yards NE from High

Rock. The 31⁄2-fathom shoal in this vicinity is on the SW

rim of this basin.

Currents

(700) As in all other parts of the Aleutian Islands, currents around Chagulak and Amukta Islands are strong

and somewhat erratic in their nature. The general flood

direction is to the N, and the ebb to the S. Tide rips

make up swiftly and furiously at times. While the channel between the two islands is clear, tide rips give the

impression of heavy seas in shoal water. On the flood,

the current seems to divide on the S side of Amukta Island near the 31⁄2-fathom shoal previously mentioned

where the seas are very confused. The currents rejoin

near the N point of the island and the reverse action

seems to take place on the ebb.

(701) Similarly, the strongest currents along Chagulak

Island are found near the SW point of the island, the

current dividing somewhere near the center of the S

shore and rejoining on the N side of the island. The

strong currents are particularly noticeable at times

along the E side of this island where the general N

trend of the current is unobstructed.

(702) The currents vary considerably in velocity, and

they probably often exceed 3.5 knots.

(703) Tide rips are conspicuous off all points, their violence being somewhat in the following order:

Strongest, along the W part of Chagulak Island and in

the pass between the two islands; around the SW point

of Amukta Island and near the 21⁄2-fathom shoal; around

the N point of Amukta Island; around the SE point of

Amukta Island, and around the SE point of Chagulak

Island.

Chart 16012

(704) Andreanof Islands extend in a 310-mile chain from

Amukta Pass to Amchitka Pass.

Chart 16480

(705) Amukta Pass, often called the Seventy-second

Pass, is a 35-mile-wide clear passage between Amukta

and Seguam Islands; depths are from 55 to 300 fathoms. Both islands may be seen across the full width of

the pass in fair weather; their shores should be given a

clearance of not less than 1 mile.

(706) Seguam Island is rocky and cinder covered, has

numerous lava flows, and is steep-to on all sides. It has,

however, several good landing places and an abundant

water supply. Irregular mountain masses are on both

the E and W ends of the island and a saddle is in the E

central section. The formation is volcanic and the

peaks are rocky, extinct craters.

(707) The mountains on the W end are higher; Pyre

Peak, 3,458 feet, in the W central part, is the highest on

the island. The highest peak on the E end is a jagged

pinnacle on a small crater within a larger crater and is

2,768 feet high. The mountains on the W end of the island are more ragged. The N coast is low rock and grass

bluffs. The other coasts are steep and high, with the

peaks close to the coast. The two good anchorages are

Finch Cove on the N, and Lava Cove on the S. Numerous pinnacles are close to shore, the most prominent

are those off the NW point, the highest 98 feet.

(708) The precipitous E end of the island, except for a

small peninsula, is at the base of a volcanic mountain

having a crater within a crater, 0.5 mile in diameter, at

its summit. The summit has a confusing appearance; a

pronounced rise along the N rim of the main crater is

1,930 feet high and appears as a sharp peak when

viewed endwise. Also a pronounced rise is along the N

rim of the inner crater which is 1,934 feet high. The S

rim of the inner crater merges with that of the main

crater and is 1,820 feet high.

(709) Relatively shoal-water areas extend off all the principal points of Seguam Island, and are usually marked

by breakers in bad weather. Kelp grows profusely in

most of these areas.

Currents

(710) Currents around Seguam Island are strong and

very erratic. As around Amukta and Chagulak Islands,

the general flood direction is N, with the ebb S. On the

flood, the current seems to divide somewhere near Turf

Point, and to rejoin near Finch Point on the N. The reverse appears to take place on the ebb.

(711) Tide rips are severe off many points; they make up

suddenly and furiously, and are dangerous to small

craft. Passage through the rips by small boats should

not be attempted unless the operator is familiar with

the danger. The worst rips are found along the W end,

with lesser ones off Moundhill Point and Finch Point.

These are all conspicuous and while they seem to indicate shallow water by their whiteness, they make in

deep water and so are no menace to navigation for the

larger ship.

(712) Strong currents and tide rips occur around the E

end of the island.

390 ■ Chapter 7 ■ Volume 9
(713) On the S end of the E coast is Moundhill Point, a

small, rounded peninsula that forms a very important

landmark during the prevailing low visibility. The peninsula is a mound-shaped hill, 465 feet high, and has

four, small, rounded protuberances at its summit. The

easternmost of these is separated from the remainder

of the group by an appreciable distance and by an apparent depression in the top. Rounded protuberances

also characterize the slopes of the hill. The hill is separated from the mountainous mainland by a draw about

100 feet high at the neck of the peninsula. At the water’s edge, the hill slopes descend to form almost vertical cliffs of rock. A fair landing is on the N side of the

neck. Fair anchorage for small craft is in the cove on

the S side, that is marked by three tall pinnacles near

its SW end.

(714) Several lumps of about 3 fathoms are in the shallow

area 0.2 to 0.5 mile E of Moundhill Point. It is advisable

to round the cape by at least 1.5 miles.

(715) At the N end of the E coast the land projects to seaward forming prominent Wharf Point, which resembles a wharf or pier from a distance. The point has a

more or less flat top, 50 feet high, and the bluffs on its

three sides are approximately rectangular, forming two

distinctive corners at the extremity.

(716) Finch Cove is an indentation 2 miles in extent

along the NE side of Seguam Island; its N extremity is

Finch Point. A long, rocky point formed by a spur divides the cove into two parts. At the head of the cove, N

of the dividing point of land, is an 0.8-mile stretch of

sand beach providing good landing. The approach to

the middle section of this beach is apparently free of

rocks and the depths decrease gradually, making this a

favorable site for beaching a vessel in an extreme emergency. The N half of this part of the cove is foul with

rocks of various description, among which is a 58-foot

elevated, block-shaped rock. Along the shore of the

cove E and W of the dividing point of land are stretches

of high, prominent cliffs. The W stretch is about 0.3

mile long and 300 feet high, and the E rounding stretch

of cliff is about 0.5 mile long and 500 feet high. To the E

of the latter is a deep valley that extends inland. A

cone-shaped peak, 1,447 feet high is 1.5 miles inland

from the cove.

(717) Near the center of Finch Cove, an area of extremely

broken bottom with shoal depths of about 4 fathoms

extends out from the dividing point for more than 0.3

mile. In the S part of Finch Cove, along the shore E of

the dividing point, are heavy kelp beds.

(718) Finch Cove offers good protection in SW weather.

The survey ship EXPLORER remained at anchor in

Finch Cove during a storm in 1952, with S winds up to

force 12. The ship anchorage is in 14 to 17 fathoms off

the center of the N bight. Enter on course 274°, heading for the 58-foot elevated, block-shaped rock. Anchor

on this bearing (a cross current may be experienced)

and on cross bearing 191° to the left tangent of the dividing point of land. Tidal currents setting NW and SE

have been observed. The NW current has a velocity of

about 2 knots. The SE current has a velocity of about

0.5 knot. A 4-fathom spot is 0.3 mile S from this anchorage.

Local magnetic disturbance

(719) Differences of as much as 7° from normal variation

have been observed in Finch Cove.

(720) Finch Point is the dividing point between the N

and NE sides of Seguam Island. It is formed by a broad,

gently sloping ridge, the shore extremities of which

break off into cliffs and ledges. Detached rocks of various descriptions lie about the point and these are particularly numerous at its N extremity. Directly at the N

extremity, an 80-foot elevated, massive rock is a prominent landmark, when viewed along the line of the NE

tangent. In this direction it appears vertical at the sides

and its irregular top is roughly in the form of a gable.

The outermost rock to the N is lime-covered but it is

small and only a few feet high.

(721) At the northernmost part of Seguam Island just W

of Finch Point a large area of broken bottom extends

more than 1 mile offshore. Several lumpy spots of

about 8 fathoms are well offshore in this area.

(722) The N shore of Seguam Island is irregular; the

beaches are principally of lava or boulders and in general cliffs or grass-covered bluffs are directly back of the

beaches. The cliffs are comparatively low. The slopes

from the clifftops are covered with a heavy growth of

grass and rise gently toward the high interior regions.

Numerous gullies break up the terrain and are approximately normal to the general trend of the coast. Several

waterfalls are along this coast.

(723) A dangerous 21⁄2-fathom pinnacle rock with surrounding depths of 23 fathoms close-to, is about 1 mile

off the N shore of Seguam Island. The danger is not

marked by kelp.

(724) Saddleridge Point is the northwesternmost point

of Seguam Island. The small rise directly inshore from

the saddle, is a definite summit from all offshore directions, but not particularly prominent. A rocky islet 98

feet high, about 0.2 mile NE from the point, and several

smaller intervening rocks obscure the extremity of the

point when viewed from the NE. A narrow cliff 231 feet

high, facing seaward and topped by a small grass-covered mound, rises at the inshore end of a long, narrow,

projecting ledge 1.7 miles E from Saddleridge Point.

Aleutian Islands ■ Chapter 7 ■ 391
(725) A mound 80 feet high, resembling a haystack, is 3.7

miles NE from Saddleridge Point. The mound has the

appearance of an island but is connected to the shore. A

1-mile stretch of sand and cinder beach extends to the

SW from this vicinity, and there is a waterfall about 0.2

mile NE from the mound.

(726) From the N rock off Saddleridge Point, foul ground

extends N for 0.2 mile.

(727) Very favorable anchorage for S weather may be had

along the N central section of the coast of Seguam Island 1.5 to 3 miles E of Saddleridge Point. The ship anchorage is 0.5 to 0.6 mile offshore in 16 to 18 fathoms,

sand and gravel bottom. In coming from the E care

must be taken to avoid the 21⁄2-fathom pinnacle 1 mile

offshore; passage between the pinnacle and the shore is

not recommended.

(728) Saddleridge Point is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone

around the point. (See 50 CFR 223.202, chapter 2, for

limits and regulations.)

(729) Camel Islet is about 0.5 mile off the middle of the

NW shore of Seguam Island. It is a massive rock, 53 feet

high, and its top from the N or S resembles a camel’s

hump.

(730) The NW coast, from Saddleridge Point to the W end

of the island, a stretch of 5.5 miles, is in general a boulder beach directly in front of irregular cliffs ranging

from 200 to 600 feet high. In some places the cliffs rise

abruptly from the water’s edge. The slopes from the

tops of the cliffs to the mountainous interior are decidedly steeper than those E of Saddleridge Point; also, the

draws and valleys are steeper and occur at less frequent

intervals. About 1.2 miles N from the westernmost

point of the island, the slope is very steep and the cliffs

are especially high. The waterfalls go dry in late summer. Numerous detached rocks are found off this

coastal stretch.

(731) Between the westernmost point of Seguam Island

and a high, dome-shaped, detached rock about 1 mile

to the N is a deep valley, with gentle ascending lower

slopes, that extend inland 1 or 2 miles.

(732) Along the W end of Seguam Island very irregular

bottom is within the 20-fathom curve which follows

the coast at a distance of about 0.5 mile. A reef is about

0.3 mile off this end, which is marked by a low rock, 4

feet high, discernible for some distance with a quiet

sea. A depth of 33⁄4 fathoms was found 0.2 mile NW of

the reef. Strong currents and tide rips occur in this locality.

(733) From the W end of the island the coast trends SE

for about 1.5 miles to Rue Ledge. This offshore rocky

ledge, 36 feet high, is conspicuous when viewed along

the SW tangent of the island. The inshore side of the elevated part of the ledge has vertical corners; from here

the top slopes to the offshore end. Halfway between this

ledge and Turf Point, 2.6 miles to the E, is an off-lying

rocky islet which is marked near its offshore end by a

cylindrical pinnacle rounded at the top. A waterfall over

the shore cliff is about 0.2 mile NE from this pinnacle.

(734) Turf Point, the southernmost point of Seguam Island, is a comparatively low, broad, and extensive

grass-covered projection terminating in a rounding

bluff. The top of the point is flat and then rises gently to

the steeper inland slopes, which on either side of the

point terminate in bold rocky bluffs, making the point

conspicuously low by contrast. A foul area fringes the

rounding point. W of Turf Point, the S shore of Seguam

Island is high and precipitous. The cliffs are close to the

rocky beach and in places overhang it. The bordering

mountains are high; grass extends from the cliffs to

about 1,100 feet.

(735) From Turf Point an area of broken bottom extends

S for 0.7 mile to the 20-fathom curve, thence abruptly

deepening to over 40 fathoms.

(736) On the south shore about 5 miles NE from Turf

Point is Lava Point, a broad, jagged, and comparatively

low point forming the terminus of an extensive lava

flow. A narrow bight, but deep in extent, indents the

middle of the extremity of the point. Lava Cove, immediately W of Lava Point, extends for 2.5 miles to a

rounded gravel point fringed with covered and detached rocks. The gravel point is formed by a short

broad spur 196 feet high, projecting from a regular,

grass-covered mountain slope that descends to shore

cliffs on either side of the point. At the head of Lava

Cove is a decided indentation in which are several

streams and a 0.8 mile stretch of sand beach. An ocean

swell generally makes landing difficult. The remaining

shore of the cove is composed mainly of jagged projections of rock or lava cliffs of moderate elevation. Curtains of waterfall at two places about 0.2 mile inland

from the E end of the sand beach are visible from the

cove. A row of pinnacle projections marks the

near-shore ridge, 335 feet high, between Lava Point and

the curtains of waterfall.

(737) From the point at the W end of Lava Cove an area of

broken bottom extends SE for 0.7 mile, with a depth of

only 13⁄4 fathoms 0.4 mile off the SE side of the point.

(738) On the S side of Seguam Island, Lava Cove and the

next large cove to the W offer good protection in N

weather. The anchorage in Lava Cove is in 14 to 17 fathoms, cinder and gravel bottom, off the indentation at

the head of the cove. It has little or no current. Enter on

the N course heading for the E half of the sand beach at

the head. In coming from the W, the broad gravel point

at the W end of the cove should be given a wide berth.

(739) The SE coast of Seguam Island from a point about 1

mile E of Lava Point for about 4 miles to Moundhill

392 ■ Chapter 7 ■ Volume 9
Point is dominated by a chain of three mountain peaks

over 2,000 feet high and a very distinctive mountain

1,410 feet high, close to the shore in 172°23'W. The

shore slopes of these mountains generally terminate in

steep, rocky cliffs, and the coast has a bold appearance.

A steep bluff rising to 690 feet marks the promontory

near the three high pinnacles in the SE part of the cove

at the E end of this mountainous stretch. The upper

reach of this bluff overlooks the draw back of

Moundhill Point.

(740) Off the middle part of this bold coastal stretch is a

group of five rocky islets; the outer islet is 55 feet high

near its inshore end where it drops almost vertically to

form its NW side. The area between this group of islets

and the shore is foul.

(741) The 1,410-foot peak, close to the shore about 1.5

miles W of the group of islets, has a steep and rugged

seaward face and a definite peak. With N winds this

mountain may be free of clouds while those in the

background are covered. A small cave about 5 feet deep

with an almost rectangular entrance is at the foot of

this mountain near the shore. The cave is prominent

when the light illuminates the surrounding yellow portion of the rocky cliff.

(742) About 0.2 mile SW from the cave, a chain of rocks

extend offshore for a distance of about 230 yards. The

inshore rock is 110 feet high while the offshore rocks

are low in comparison.

(743) An area of broken bottom with shallow depths is

within 0.3 mile of the section of the SE shore of the island 0.6 mile to 1.4 miles from Moundhill Point.

(744) Seguam Pass is between Seguam and Amlia Islands. It has been regarded with suspicion, and a sailing

vessel has been lost on Agligadak Reefs, on the SW side.

The pass is about 12 miles wide, and it is reported to

have strong currents, rips and overfalls, but no offshore

dangers.

(745) Vessels have reported high breaking seas in

Seguam Pass. The bottom is irregular, the currents

strong, and tide rips may be encountered at any place,

but particularly near the shore. The flood current sets

to the NNW and the ebb to the SSE; probable velocity

exceeds 4 knots. The pass is not recommended.

Chart 16480

(746) Amlia Island, on the W side of Seguam Pass, is 40

miles long and has a greatest width of about 8 miles. On

the island are a few small lakes. A chain of sharp peaks

extend the length of the island, but none is especially

distinctive. The E end of the island is visible for a considerable distance and is a good landmark in fair

weather; it has a straight profile at a moderate elevation

and drops to the sea in a precipice. The point should be

given a berth of several miles because of the rocks and

reefs to the E and S. The unsurveyed areas around the

island should be approached with caution.

(747) Agligadak Reefs extend about 4 miles from the E

extremity of the island.

(748) Agligadak Island, Tanadak Island, and Sagigik Island are small islets off the E end of Amlia Island. Their

only importance is as dangers to navigation.

(749) Agligadak Island is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone

around the entire island which encompasses Tanadak

and Sagigik Islands. (See 50 CFR 223.202, chapter 2,

for limits and regulations.)

(750) Sviechnikof Harbor is on the S shore of Amlia Island about 15 miles from the E point. The entrance is

about 0.2 mile wide and is difficult to make out, and

should be attempted only in clear weather. Sagigik Island, about 9 miles E, and the pyramid peak to the right

of the entrance, may be recognized. The harbor extends

about 2 miles in a NNW direction and has an average

width of about 0.3 mile. It can be entered without difficulty, is well sheltered, and has good holding ground.

Excellent anchorage is available in the N end of the harbor in 10 fathoms, soft bottom. The W side of the entrance should be favored until past the long island and

the rocks and reefs on the E side.

(751) Chalugas Bay, just W of Cape Idalug on the N coast

of Amlia Island, is a small harbor reported suitable for

small boats only; however, the anchorage for small vessels in 20 to 22 feet is just off the entrance.

(752) The bight on the E side of Cape Idalug offers a lee in

S weather for vessels of all sizes. The recommended anchorage for deep-draft vessels is in 9 fathoms, soft bottom, at the entrance to the inner basin.

Chart 16490

(753) Amlia Pass, a 1-mile-wide strait between Amlia Island and Atka Island, has depths of 5 to 22 fathoms

through a narrow 400-yard passage restricted by a reef

that extends 1 mile off the Atka Island shore. The pass

should be used only by small light-draft vessels at slack

water because of the strong and complex currents.

(754) Mid Reef, a high part of the reef that extends from

Atka Island shore, shows at all times, but is awash in extremely heavy weather. Other small areas may occasionally appear at extreme low water.

(755) The shores on both sides of Amlia Pass are steep,

rock bluffs rising to low hills. Kelp grows along the

shores. A ledge extends 100 yards outside the bluff line

at Eddy Point, the westernmost point on Amlia Island.

Deep water is outside this ledge and off the shore at

Aleutian Islands ■ Chapter 7 ■ 393
Swift Point, Amlia Island. At Pinnacle Point, Amlia Island, is a prominent pinnacle on the shore with an

80-foot off-lying pinnacle immediately SE.

Currents

(756) A current of 10 knots has been observed in Amlia

Pass; when the current is strong large tide rips usually

occur. The current floods N and ebbs S. In general, tide

rips exist in and outside of the N end of the pass during

the flood, and in and outside of the S end during the

ebb. When the current is running, small tide rips exist

over the reef. During strong currents, heavy swirls exist in the pass and its approaches, the greatest intensity

being near Eddy Point.

(757) N of Eddy Point the current floods NE and ebbs SW,

setting a vessel off course just N of the pass. Duration of

slack is about 10 minutes; however, there is often a period of 1 to 3 hours when the current is not strong, and

there are practically no tide rips.

(758) Heavy tide rips that extend several miles NE of

Amlia Pass have been observed with a moderately heavy

swell from the NE. A pinnacle, covered 41⁄2 fathoms, is

1.5 miles NE of Eddy Point, and 0.6 mile from the N

shore of Amlia Island. There are probably other dangerous pinnacles in this area.

(759) In approaching Amlia Pass from S or N vessels

should stay in the area of charted soundings to avoid

reported dangers off the islands. Courses through

Amlia Pass should pass 0.5 mile off Pinnacle Point, 200

yards off Swift Point, and 400 yards off Eddy Point to

avoid the reef on the W side of the pass. Extreme caution is necessary to avoid the 21⁄2-fathom reef 500 yards

W of Swift Point.

Chart 16480

(760) Atka Island, separated from Amlia Island by Amlia

Pass, is 10 by 50 miles in extent and the largest of the

Andreanof group. Korovin Volcano, 4,852 feet high, is 3

miles inland from the N end of the island. The formation of the island is volcanic and similar to the other islands of the Aleutian Chain. Many species of birds

frequent the island, but the island and adjacent islets

are reported to be overrun with rats.

(761) Several peaks varying in elevation to 3,200 feet extend along the interior of Atka Island. These peaks are

seldom visible because of fog, mist, and low ceiling. A

1,100-foot-high peak at the W end of the island is frequently clear. Because of the prevalent weather conditions, extreme caution should be exercised in

approaching the land. There is considerably less fog

and mist during the colder months when the higher

peaks show more frequently. Currents are weak, except

at the passes E and W of the island.

(762) There are several anchorages along the S coast of

Atka Island, but care should be exercised in approaching

the coast because of the numerous rocks and shoals,

and currents. A rock, 3.5 miles offshore and 18 miles

from the W end, is covered 3⁄4 fathom and breaks in

moderate seas. Several shoals with least depth of 10

fathoms, as much as 5 miles offshore S of Vasilief and

Kobakof Bays, show current boils, slicks, and tide rips

during calm weather. Other shoals with lesser depths

are farther inshore. Fairly strong E-W currents have

been observed S of Sagchudak Island to S of Cape

Tadluk.

(763) There is a suitable small-craft anchorage at the E

end of Atka Island, 3 miles W of Amlia Pass in

52°06.7'N., 174°09.3'W., in 18 to 20 fathoms, sand and

shell bottom, but the swinging room is limited and the

water is quite deep. The off-lying islands and rocks give

protection from SE seas but the anchorage is open to S

and SW weather. To reach the anchorage from

52°05.0'N., 174°08.3'W., make good a course of 000°

for 1.7 miles, then change course to 270° for 0.7 mile

to anchorage.

(764) Vasilief Bay, on the S side of Atka Island 10 miles W

of Amlia Pass, offers anchorage in 25 to 30 fathoms,

fine sand with broken shell bottom, at 52°06.0'N.,

174°20.0'W. The offshore islands offer some protection

from S seas. This anchorage should be entered from the

SE, keeping 0.5 mile E of the offshore islands. There is a

rock awash in 52°02.4'N., 174°21.0'W.

(765) Kobakof Bay, 15 miles W of Amlia Pass, offers excellent anchorage in all but moderate to heavy seas. Anchorage in 25 to 30 fathoms, mud and sand bottom, is

available at 52°03.7'N., 174°28.6'W. The NW arm of the

bay offers protection from S seas in 20 to 30 fathoms,

but is limited in swinging room. In entering the bay

from a point midway between Sagchudak Island and

Amtagis Island, steer a midchannel course of 347° until the point of land ahead is 0.7 mile distant, thence a

course of 293° to the anchorage. Some fairly strong rotary currents may be encountered along the E side of

Sagchudak Island.

(766) The pass on the N side of Sagchudak Island is generally foul, containing kelp and shoal areas which break

in a moderate swell. Only small craft having local

knowledge should use this pass.

(767) Explorer Bay, 18 miles W of Amlia Pass, offers a

protected anchorage in any weather in 11 to 13 fathoms, fine sand bottom. However, there is limited

swinging room and the entrance is through a narrow

channel between dangerous rocks and shoals. In entering from a position at 52°00.0'N., 174°30.4'W., steer a

course of 000° until the N end of Sagchudak Island

394 ■ Chapter 7 ■ Volume 9
bears 090°, then shape course to 327°, keeping 0.3 mile

off the point of land on the W side of the bay, until the

SE point of the W arm of the bay bears 216°, distant 0.5

mile, thence on course 277° for 0.4 mile to the anchorage. This course passes over or just N of an 8-fathom

shoal, 0.2 mile S of a 4-fathom shoal, and 0.1 mile N of a

6-fathom shoal. The area outside the channel, on the W

side of Sagchudak Island, is very broken with scattered

rocks which generally are apparent to the navigator.

(768) Beaver Bay, 23 miles W of Amlia Pass, offers anchorage for small craft in the outer and W arm. Protection from all except SE seas is available in 15 to 20

fathoms, fine sand with broken shell bottom. Entrance

to the anchorage must be made by keeping to the SW of

the small islands in the entrance.

(769) The small bays between Explorer Bay and Beaver

Bay offer some protection for small vessels, but the bottom is generally broken and the lee afforded from onshore winds in negligible.

(770) Tillamook Cove, 30 miles W of Amlia Pass, is of little value as an anchorage because it is open to the sea

and has poor holding ground. A more comfortable anchorage is in 13 fathoms just outside the cove. A

40-foot pinnacle rock marks the seaward end of the W

side. A shoal extends some distance seaward of the

point of land marking the E side of the entrance. The W

side of the cove is practically vertical to about 100 feet,

then slopes steeply to over 1,000 feet. At the head of the

bay is a black sand and volcanic ash beach. The E shore

is characterized by rocky ledges; the land rises to about

300 feet from the water to a relatively level shelf before

rising to the mountains farther inland. There is considerable surf with only a slight swell setting into the cove.

(771) Sergief Bay, 35 miles W of Amlia Pass and 13 miles

E of Cape Kigun, is a suitable anchorage except during

strong S winds; holding ground is probably poor. The

gently sloping beach at the head of the bay is black sand

or volcanic ash. In entering the bay from a position in

51°59'N., 175°00'W., hold a course of 000° until the

end of the W entrance point is abeam, then shape

course to pass 300 yards off the rock awash in

52°01.6'N., and after passing this rock steer 315° for

the head of the bay.

(772) Anchorage in 20 fathoms, fine sand bottom, is near

the center of the small bight 10 miles E of Cape Kigun,

the W end of Atka Island. A point and off-lying reefs offer some protection from W seas. Vessels can also anchor in 17 to 20 fathoms, sand with broken shell

bottom, 0.5 mile offshore near the center of a small

bight 3 miles E of Cape Kigun.

Chart 16490

(773) Nazan Bay, indenting the E coast of Atka Island N

of Amlia Pass, provides good anchorage. The greater

part of the outer harbor is partially protected, but

strong winds draw through the low land between

Nazan and Korovin Bays. The bay is subject to heavy

swells and is at times unsafe for small boats.

(774) Cape Kudugnak, the N point of Nazan Bay entrance, is a 200-foot rounded, grassy knoll rising

abruptly from the shore. The island behind the cape

rises uniformly for 2.5 miles to a 2,687-foot mountain.

Uyak Island, 3.5 miles WSW from Cape Kudugnak, is

100 feet high, rounded with grass top and rocky bluffs.

Five silver-colored radio masts about 0.2 mile N of the

cape are reported to be conspicuous landmarks.

(775) Palisades Point, 3.5 miles W of Cape Kudugnak,

has rocky bluffs with a 375-foot plateau that extends inland to the mountains. A 60-foot-high rock is close to

shore just W of the S end of the point.

(776) Cone Island, near the W part of Nazan Bay, is 83

feet high; the northernmost of the three islands has

three remarkable pinnacles on it.

(777) Bolshoi Islands are a group of grass-covered islands along the S shore of Nazan Bay. The westernmost

and largest forms the E side of the inner harbor at Atka.

A waterfall on the S shore of the bay, 1.7 miles SE of

Atka, is prominent.

(778) Anchorage for large vessels is available in the outer

harbor W of Palisades Point in 35 to 17 fathoms; vessels

can also anchor close to the N shore of the bay E of the

point. Anchorage W of Bolshoi Islands in the inner harbor in 6 to 12 fathoms is sheltered, but is limited in area

to only small vessels. A submerged wreck is in the E

side of the harbor in 52°11'59"N., 174°11'18"W.

(779) The tide in Nazan Bay is chiefly diurnal, the range

being 3.3 feet. The harbor in the W part of the bay will

often be clear when there is fog in the entrance.

Local magnetic disturbance

(780) Differences of as much as 5° from normal variation

have been observed in Nazan Bay.

(781) Vessels proceeding to anchorage in the W part of

Nazan Bay should pass N of Uyak Island taking care to

avoid the 5-fathom rock 0.7 mile E of the island. Small

vessels continuing to the inner anchorage should pass

midway between the highest part of the S islet S of

Cone Island and the high-water rocks at the NW point

of Bolshoi Island.

(782) Trading vessels bound through Amlia Pass use a

channel S of the Bolshoi Islands, but this route is not

recommended without local knowledge because it is

near many covered and uncovered rocks.

Aleutian Islands ■ Chapter 7 ■ 395
(783) Atka, at the W end of Nazan Bay behind Bolshoi Islands, is not visible until after the largest island is

passed. Most of the village population is employed in

fishing and sealing at Pribilof Islands. Mail is delivered

by air from Anchorage. Water is available from a stream

near the village. Small boats can be beached on a

well-sheltered tide flat behind Bolshoi Islands, 0.4 mile

SE of the village.

Pilotage, Nazan Bay

(784) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(785) Nazan Bay is served by the Alaska Marine Pilots.

(See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and other details.)

Chart 16480

(786) The N coast of Atka Island is indented by numerous

small bays. Most of the points are bold headlands rising

to sheer 300- to 800-foot knobs or heads, and then rising more gradually to the peaks farther inland. The

land area is treeless and is covered with tundra to about

1,000 feet, above which there is little vegetation. Bluffs

generally extend into the bays and bights, but as a rule

the heads of the bays are low, with sand, gravel, or small

boulder beaches, back of which valleys carry into the

interior. A low pass crosses the island between Nazan

Bay and Korovin Bay. SW of the pass the island is lower

and runs off to the narrow W end.

(787) A high conical peak is near Cape Shaw, the E extremity of Atka Island. The slopes of the Korovin Volcano mountain break off in a rocky escarpment at

North Cape, the N end of the island.

Chart 16487

(788) Korovin Bay, on the N side of Atka Island across a

low pass from Nazan Bay, is a good anchorage except in

heavy W weather. The shores are bold, sheer cliffs bordered by numerous pinnacles, except for the low gravel

beach at the head and low land near a lagoon on the N

shore. The entrance points, Cape Korovin on the N and

Egg Point on the S, are bold headlands rising abruptly

to mountain ranges. Egg Point terminates in a prominent 135-foot-high pinnacle rock at the shore.

(789) Korovin Bay has depths of 80 to 10 fathoms to

within 0.6 mile of the shore, except for rocks about 2

miles from the E end. The higher of these two rocks

bares 2 feet and can be used as a navigational aid. A

prominent 100-foot-high pyramidal-shaped pinnacle

rock is near the head of the bay about 0.2 mile off the S

shore.

Anchorage

(790) Anchorage is available in the NE part of Korovin

Bay in 40 to 10 fathoms with gray sand bottom, fair

holding ground. The small coves on the S shore provide

shelter for very small vessels, but the swinging room is

limited. The bay is not sheltered from the SE or SW because strong winds howl through the draws and ravines which cut the hogback on Atka Island; caution is

necessary to avoid being forced onto the N shore. Oftentimes, when it seems as though the winds coming

out of the draws in a SE direction are the prevailing

winds, it will be found that outside the bay the general

winds are SW.

(791) Sarana Cove, indenting the S shore of Korovin Bay

4 miles E of Egg Point, is foul and should not be attempted by any craft without local knowledge. Martin

Harbor, 6 miles E of Egg Point, is small but offers good

protection for small craft in all weather at the head in

11 fathoms with mud and sand bottom.

(792) Egg Bay is separated from Korovin Bay by the rugged cape that terminates in Egg Point. The shores of

Egg Bay are mountainous, with humpy, grass-covered

slopes. At the head of the bay is Egg Island, steep sided,

round topped, and grass covered.

(793) Starichkof Reef is 1.5 miles W of Egg Point. The

easternmost and largest islet is a vertical-sided block of

rock 61 feet high. The second most conspicuous rock is

a spurlike pinnacle about 0.5 mile NW of the block-like

rock. There are several other rocky islets, as well as a

number of reefs or shoals in this area.

(794) A dangerous 21⁄2-fathom shoal is 0.3 mile N of the

islets and 1.6 miles W of Egg Point.

(795) Two shoals SW of Starichkof Reef make it inadvisable to enter Egg Bay from the W side of the reef. One

shoal, having a least depth of 21⁄4 fathoms, is 0.5 mile

SW from the W group of islets. The other shoal, having

a least depth of 33⁄4 fathoms, is 0.8 mile SW from the

same islets.

(796) A 41⁄2-fathom shoal is 0.3 mile offshore on the E side

of the bay, 0.8 mile S of the entrance at Egg Point.

(797) Several other shoals having least depths of 8 to 12

fathoms are near or in the bay. They should be avoided.

(798) Numerous rocks and reefs border the shores of Egg

Bay. The E shore for the first 2 miles S of Egg Point is

especially dangerous and should not be approached

closer than 0.3 mile.

(799) A pinnacle rock with a least depth of 3 feet is 250

yards off the NE shore of Egg Island.

(800) Approach Egg Bay on a course of 180° to pass 0.5

mile E of the easternmost islet in Starichkof Reef.

396 ■ Chapter 7 ■ Volume 9
When this islet is slightly abaft the beam, change

course to 134°, heading for the left tangent of Egg Island. When 0.5 mile from Egg Island, haul to the left

and round the island, keeping approximately in

midchannel.

Anchorage

(801) Anchorage for medium-draft vessels is found NE of

Egg Island in 20 to 25 fathoms. The bottom is soft, fine,

green sand, with rather poor holding ground. The

lower end of Egg Bay offers fair protection in both N

and S weather. The least swell is found S of Egg Island.

(802) From Egg Bay to Banner Bay the shoreline is irregular and has several small bights. The bights, as well as

the approaches to them, are foul. This area should be

avoided.

(803) Banner Point, on the NE side of the entrance to

Banner Bay, is lined by bluffs. Above the bluffs the land

slopes upward to a 1,590-foot peak about 1 mile from

the outer end of the point. A grass-covered islet, 165

feet high, is 0.3 mile NE of Banner Point.

(804) A rock that uncovers is 0.5 mile N of Banner Point;

0.1 mile N of the rock is a 3-fathom shoal; 0.2 mile NW

of the rock is a 5-fathom shoal. Kelp grows on both

shoals.

(805) Banner Bay is about 3 miles long and 0.8 mile wide.

The trend of the bay is E and W. The shores are bold but

free of dangers except for two groups of rocks, 2 and 25

feet high, in the NE half of the entrance, and for an

8-fathom spot 0.3 mile off the S shore, 1 mile inside the

entrance. Anchorage is available 0.6 mile from the head

of the bay in 33 fathoms, which is the general depth in

this part of the bay. Strong winds pull through this bay

and as a rule, are diverted to blow in or out of the bay.

(806) Approaching Banner Bay, a large group of rocks,

from which a foul area extends 0.8 mile S, are about 1

mile N of the entrance and 0.6 mile off the shore of Atka

Island. The highest of these rocks, 57 feet and grayish

in color, serves as an aid in reaching the bay.

(807) To enter, from a position with the NE point of Salt

Island bearing 290°, distant 0.5 mile, steer 156°, heading for the highest bluff (also the highest nob on a ridge

of low hills) at the S point of the entrance to Banner

Bay. Hold this course until the group of rocks in the entrance to the bay bears 090°, then haul to the port into

the bay on midchannel courses.

(808) Salt Island, about 2.5 miles W of Banner Point, is a

valuable aid to the navigator in approaching Atka Island. This island is 1.3 miles long in a NE and SW direction and about 0.5 mile wide. The highest point of the

island, 543 feet, is in the NE half. All shores are rocky

and bold, the NW shore and NE and SW points being

particularly so, with sheer cliffs over most of the

shoreline, that is fringed by high pinnacle rocks. These

pinnacles are particularly evident when the island is

viewed from the SW or NE. The island is covered with

grass and tundra. A small cabin is near the E end of the

S shore.

(809) A group of bare rocks are 0.5 to 1 mile SE of Salt Island. The highest of these is a light-colored, gray pinnacle of 38 feet. A reef covered with heavy kelp

obstructs the passage between Salt Island and these

rocks and then continues SE. A small-boat passage is

about 0.3 mile off the shore of Atka Island. It has a least

depth of 6 fathoms, and scattered kelp over most of the

passage. Foul ground extends 300 yards offshore, and

heavy kelp may be encountered 0.5 mile off the Atka

shore.

(810) A 2-fathom shoal is 1.3 miles S of Salt Island and

1.4 miles W by N from the nearby prominent point of

Atka Island.

(811) Several reefs extend offshore from the N side of Salt

Island, up to a distance of 0.3 mile.

Anchorage

(812) Anchorage in 22 to 24 fathoms, sand bottom, is

available S of Salt Island, affording protection from N

and E weather. Anchor with the trend of the E shore of

Salt Island in range and bearing 020°, and the 38-foot

pinnacle in the group of rocks off Salt Island bearing

090°. Small vessels may anchor close inshore. Considerable shelter is afforded by the reef and kelp patch that

extend out from Salt Island.

(813) In W weather suitable anchorage is available in 20

fathoms, sand bottom, about 0.5 mile off the E shore of

Salt Island, with the 38-foot pinnacle bearing 200°.

(814) Anchorage for large vessels is available in the bight

of Atka Island to the S and SW of Salt Island, in 20 to 25

fathoms, hard bottom, with protection from E to SW

weather. The approaches to the shores and anchorage

are free of dangers except for scattered off-lying rocks

which are well within the 20-fathom curve.

(815) Deep Bay, about 3 miles S of Salt Island, is about 2

miles long and averages 0.3 mile wide, making into

Atka Island shore in a SE direction. General depths

range from 20 to 26 fathoms. From the NW a long flat

ridge can be seen at the S side of the entrance to the

bay. The shores are bold but clear of dangers, except for

several rocks at the middle of the entrance, and adjacent foul ground and rocks 100 to 200 yards off the entrance points. The most prominent rock in the middle

of the entrance is 6 feet high. Anchorage in this bay is

not suitable for large craft because of insufficient

swinging room. Medium-sized craft may anchor in 20

fathoms about 0.5 mile inside the entrance, or in suitable depths at the head of the bay. Bottom in the bay is

Aleutian Islands ■ Chapter 7 ■ 397
hard. About 0.5 mile inside the entrance to the bay, a

small inner bay makes into the S shore. This small bay

is about 0.3 mile long, and depths range from 2 to 5

fathoms. It is suitable for small craft. To enter Deep

Bay, pass 200 to 300 yards W to SW of the 6-foot rock in

the middle of the entrance.

(816) Island Point, 4 miles SW of Salt Island, is an irregular-topped, grassy headland 515 feet high. Because of

the low valley between the headland and the main

shore, this point may appear as an island to ships approaching from the W. Rocks and reefs fringe Island

Point from 200 to 500 yards offshore. A conspicuous

rock 22 feet high is 0.2 mile NE of the point.

(817) The bight in the shoreline between Island Point

and Kovurof Point is about 1.5 miles to its head. Three

inner bays open into this bight.

(818) Bluefox Bay is the open bight that extends for several miles W of Island Point. Two arms extend to the E

and the S. A conspicuous, rugged hill 1,495 feet high is

west of these arms. The shoreline of Bluefox Bay, especially in the arms, is irregular and broken, with many

inshore reefs and pinnacles.

(819) The E arm is open and easy to approach. It offers

some protection from E weather. Anchorage is in 16 to

20 fathoms, the bottom irregular and rocky, and offering poor holding ground.

(820) A rock awash is at the entrance to the S arm, 0.2

mile W of the E shore. This S arm has a hard bottom

and is an indifferent anchorage for shallow-draft craft.

A 31⁄2-fathom shoal is in the middle of the entrance to

the bay, S of the rock awash. The W shore should be favored in entering the arm.

(821) A small unnamed bay about 2.5 miles W of Bluefox

Bay is behind a chain of rocky islets making out from

the shore in a NE direction. The larger and closer inshore islets are flat topped and grass covered; the outer

islets are bare, black rock and of lesser height, the outermost being 20 feet high. A number of kelp patches on

3- to 5-fathom shoals are from 0.1 to 0.5 mile offshore

NW of these rocks. The offshore point of these rocks

should be given a berth of at least 0.8 mile.

(822) The shoreline between the chain of rock islets and

Wall Bay has two indentations or inlets. At the head of

these, as well as at the heads of the two first-mentioned

arms, are small beaches where pulling boats can land.

(823) The bottom in the area between Bluefox Bay and

Wall Bay is irregular and spotted with rocky patches.

(824) Wall Bay is on the E side of Kovurof Point. It is a

small bay that may be used as an anchorage by medium-draft vessels. This bay is about 1.5 miles long in

the N and S direction and about 0.3 mile wide. High

hills and bluffs border the W side of the bay, and moderate hills are on the E side. A valley leads off to the S

from the head of the bay. In S weather strong winds

sweep out from this valley into the bay, making the bay

an indifferent anchorage. The point on the E side of the

bay appears as a long, broken, sloping ridge terminating in detached rock reefs at the waterline.

(825) A 9-fathom shoal is on the E side of the entrance to

the bay, about 0.6 mile E of the Kovurof Point shoreline

and about 0.3 mile N of the rocks on the E side of the

bay entrance.

(826) A small dome-shaped, rocky islet 14 feet high is 0.1

mile off the W shore of the bay about 1 mile S of

Kovurof Point. A 3-fathom shoal is 270 yards 115° from

the rocky islet; a 21⁄2-fathom shoal is 550 yards 175°

from the islet.

(827) A reef that uncovers 1 foot is in the lower part of the

bay 0.1 mile off the E shoreline and 0.5 mile SE from

the islet. A covered reef, marked by kelp, extends 200

yards NW from the 1-foot reef. Because of these various

shoals it is not advisable for vessels to proceed S of the

islet.

(828) Approach Wall Bay on a heading of 180°, passing

the Kovurof Point shoreline at a distance of 0.3 mile.

When the rocks on the E side of the entrance are 1

point forward of the port beam, anchor in 17 fathoms,

gray sand bottom.

(829) Small boats can land on the sand beaches at the

head of the bay.

Chart 16486

(830) Kovurof Point is the most prominent point W of

Salt Island along the N shore of Atka Island. It is a double point, both parts of which slope gradually to a common peak 1,320 feet high. This peak is quite prominent

on the few days out of the summer when it can be seen.

The E point is the more prominent of the two and

makes out farther to the N. It is distinguished by four

flat-topped pinnacles directly off the point. Two of these

pinnacles blend in together from certain directions and

only three can be seen. The pinnacles identify this

point.

(831) Between Kovurof and Bechevin Points is a bight 1

mile in depth. Two small inner bays open into this

bight, Kovurof Bay and Podsopochni Bay. They are separated by a peak 1,225 feet high, which stands alone.

The summit is a sloping ridge as seen from offshore; a

sharp peak as seen from the E and W.

(832) Kovurof Bay is suitable as a small-boat refuge.

There are numerous islands and rocky islets at its entrance. The passage W of these islands into the head of

the bay is free of all dangers, except close alongshore.

Anchorage for small craft is available in 4 to 10 fathoms, sand bottom.

398 ■ Chapter 7 ■ Volume 9
(833) Podsopochni Bay, between Bechevin Point and

Podsopochni Point, has a general depth greater than

10 fathoms and may be used as an emergency anchorage for small- and medium-sized craft in any but N

weather. The bay is free of dangers to within 0.3 mile of

the shore. Enter the bay midway between the small,

grass-covered island, 40 feet high, off Podsopochni

Point, and the kelp-marked 6-fathom shoal 0.7 mile NE

of Bechevin Point.

(834) Bechevin Point, 5 miles SW of Kovurof Point, is

also a double point, with a small bight in the shoreline

between. The bluffs at the ends of these points rise to

about 250 feet and are brown in color, streaked with

gulleys and studded with pinnacles. The E part of the

point rises abruptly to a sharp peak of 710 feet; the W

part rises to a head of 615 feet, and then drops to a saddle before rising to the 1,000-foot-ridge behind.

(835) N of the W part of Bechevin Point at a distance of

0.7 mile is a rocky 14-foot islet that is the most conspicuous and dangerous menace to navigation in this locality. Matted kelp and submerged reefs make out from

the point and surround this rocky islet for some distance. Passage between the islet and the point should

not be attempted, except by small craft; a low, flat reef

which uncovers 2 feet is 400 yards off the point.

(836) The deep bight between Bechevin Point and White

Point contains two small inside bays. The bay to the E,

Portage Lagoon, is marked by numerous bare, black,

rocky islets at its entrance, and by a high, steep-sloped

peak directly W of the entrance. This lagoon which extends from Bechevin Bay across Atka Island almost to

the Pacific side of the island, when seen from the NW,

appears as a low pass through Atka Island. Small boats

can enter Portage Lagoon as heavy seas do not enter

this lagoon because of the string of reefs and islets

across the entrance that act as a breakwater. Passages

between these reefs are narrow and dangerous, especially in heavy weather, and should not be attempted by

strangers. One passage is between the southwesternmost reef and the W shoreline. Several kelp-covered

reefs are in this passage. A second passage is E of the

grass-topped islets and about midway in the line of

reefs. This passage is about 50 yards wide and has covered rocks on both sides.

(837) Bechevin Bay, when approached from the N, is

identified by the aforementioned low pass or valley cutting through the mountainous coast of Atka Island to

the Pacific. The rocky islet 0.7 mile off Bechevin Point

helps to identify the bay. The SW side of the entrance to

the bay is marked by a rugged hill with deeply eroded

scars and slides. The base of the hill is fringed with

whitish-gray rock along the shore. Farther in, a low,

grassy headland is rounded when entering the inner

part of the bay.

(838) Bechevin Bay is about 4 miles long and 1 mile wide.

It is fairly open and exposed. Strong, gusty winds drawing through the mountain passes are common. Large

ships anchoring in the outer bay will find less wind in

the lee of the prominent 1,510-foot hill just SW of Portage Lagoon. The survey ship frequently anchored 0.5

mile off the shore under this hill in 20 fathoms, with

the N tangent of the hill bearing 090° and the low,

grassy headland on the N side of the entrance to the inner bay bearing 250°. The bottom is even and consists

of coarse, dark sand with broken shell.

(839) The inner bay offers good anchorage to shallow-draft craft. The N side is shoal and has a boulder

bottom; it should be avoided. A broad, sandy beach

stretches across the head of this bay. Anchorage in 3 to

5 fathoms with sandy bottom is found off this beach,

which is a good landing place for small boats.

(840) Medium-draft vessels will find anchorage in 11

fathoms at the entrance to the inner bay midway between the S shore and the low, grassy headland on the

N side. This grassy headland and the whitish, gray cape

beyond should be on range. The bottom is sand and is

fair holding ground.

(841) The peninsula to the N and W of Bechevin Bay consists of two rounding points, White Point and Stripe

Point. Between the E and W points is a low valley where

there is a lake, the overflow of which empties into the

Bering Sea at a waterfall. This waterfall can be distinguished well offshore. To the E, White Point, which is

the W shore in approaching Bechevin Bay, is identified

by light-colored gray bluffs. Stripe Point consists of

two ridges that rise gradually to a common peak. Conspicuous gray-colored rock slides mark this point with

a striped effect that identifies it. Between the two heads

at Stripe Point, is a light-colored boulder beach.

(842) Crescent Bay, SW from Stripe Point, is a bight in

the shoreline of 1 mile depth. The head of this bight

shows a low pass across the island. The shores are rocky

except at the W end of the head of the bight which is

sand and gravel. Two inner bays are suitable for small

craft. One, at the E end of the head of the bay, is 0.5 mile

long and 0.2 mile wide with anchorage in 3 fathoms

and is open to the W. The other is a small lagoon, at the

middle of the head of the bay, suitable only for the

smallest launches.

(843) Slope Point, the W side of Crescent Bay, is a grassy

sloping ridge, rising gradually to a hill 865 feet high.

Several rocky islets 1 to 5 feet high extend from the end

of this point.

(844) Kigun Bay, the bight between Slope Point and Cape

Kigun, is backed by low hills appearing as a low pass

through the island. Depths of 10 to 15 fathoms are in

the outer part of the bay, decreasing to about 3 fathoms

within 0.2 mile of the shore. The head of the bay is

Aleutian Islands ■ Chapter 7 ■ 399
light-colored sand which is evident from seaward. In

the E half of the bight, a low point of scattered, rocky

islets makes out from the shore; the point is surrounded by kelp. Foul ground is near the shore around

most of the bay.

(845) Cape Kigun, the W extremity of Atka Island, is a

bold point of brownish cliff with close, alongshore

reefs. The ridges making up from the several small

points converge on a round-topped peak, about 1,130

feet high, that is prominent in clear weather. It is a single peak 0.6 mile E from the extreme W end of the island.

(846) Koniuji Island, 14 miles NE from Cape Kigun, is

volcanic, and all sides, except the S and SE, are sheer

and precipitous, rising to two sharp summits of 896

feet and 790 feet. The S side of the island, above lower

bluffs at the shore, slopes gradually to a ridge about 0.2

mile N and drops off again into a ravine that passes

through the island at some elevation. The slope up

from the S side is grass covered. The NW end of the island is a low, flat, rocky point about 200 yards long.

About 75 yards off the N shore is a detached rock, 8 feet

high, that is distinguishable from certain directions.

An extensive kelp patch makes out to the S of the island. Also, in the summer, heavy kelp is found along

and well off the W shore. The island is clear of dangers

at a distance of 0.5 mile from the shoreline.

(847) This island is the nesting place of thousands of sea

fowl, that make their nests among the grass-covered,

volcanic boulders that cover many parts of the island.

Local magnetic disturbance

(848) Differences of as much as 10° from the normal variation have been observed on Koniuji Island and as

much as 7° at a distance of 2 miles in all directions

around the island.

(849) Kasatochi Island, 10 miles NW from Cape Kigun, is

an extinct volcanic crater rising to 1,038 feet. The S and

SE sides are grassy slopes; the W and SW sides are high,

rocky bluffs. There is a small islet adjacent to the SW

side. As seen from the S and SW, the sides are gradual

slopes, and the summit (rim of the crater) shown as a

ridge with several nobs of varying heights. The N side,

as seen from the E and W, appears abrupt and sheer,

with the N part of the crater rim showing as a sharp

nob. As one proceeds to the N or S of the island, these

nobs, being parts of the crater rim, change to ridges.

(850) The island can be approached by deep-draft vessels

to within 1 mile. An exposed anchorage is available in

an emergency on the S side in 15 to 20 fathoms, hard

bottom. A trapper’s cabin is on the slope on this side.

(851) The N half of Kasatochi Island is a Steller sea lion

rookery site. There is a 3-mile vessel exclusionary

buffer zone around the rookery which encompasses the

whole island. (See 50 CFR 223.202, chapter 2, for limits and regulations.)

Chart 16484

(852) Oglodak Island is about 4.5 miles SW of Cape

Kigun, the W extremity of Atka Island. It is about 1.3

miles long and 0.7 mile wide and is steep and mountainous. The shores are precipitous and rocky, and

fringed with off-lying islets and rocks.

(853) Atka Pass, 4 miles wide between Atka Island and

Oglodak Island, has depths of 10 fathoms or more to

within 0.5 mile of each shore. A shoal with a least depth

of 2 fathoms is 0.5 mile N of Oglodak Island; broken

ground with depths of 7 to 9 fathoms extends 0.8 mile

SE of the island. There are heavy tide rips and strong

currents in the pass. Atka Pass is one of the best passages in the Andreanof Islands between the Bering Sea

and the Pacific.

(854) Ikiginak Island, 1 mile W of Oglodak Island, consists of an almost cone-shaped mountain, 872 feet high.

The island is 700 yards in diameter with detached islets

at the E and W ends. The shores are steep, rocky, and

fringed in places by off-lying rocks.

(855) The pass between Oglodak Island and Ikiginak Island has rocks that extend from both shores; it is not

recommended without local knowledge.

(856) Fenimore Rock is 1.7 miles W of Ikiginak Island

and 1.6 miles NE of the easternmost of the rocky islets

that extend E of Tagalak Island. The rock is about 300

yards long and 220 feet high. There are several off-lying

rocks covered 2 to 4 fathoms.

(857) Fenimore Pass, W of Fenimore Rock, has depths of

13 to 27 fathoms. Tide rips are found in several parts of

the pass, and currents in excess of 4 knots have been

observed.

(858) Tagalak Island, about 6 miles W of Ikiginak Island,

is mountainous, roughly triangular in shape, and about

3.2 miles long and 2.5 miles wide. From the E point of

Tagalak Island, a chain of small rocky islets, fringed by

foul ground, extends to the E about 2.7 miles. The

highest peak on Tagalak Island is 1,761 feet. The shores

in general are steep and rocky with a few small beaches.

The shoreline in most places is fringed by detached

rocks.

(859) On the N side of the island chain is a bight that affords temporary anchorage in good weather with fair

protection from the S and W in 10 to 15 fathoms, sand

bottom; holding ground is fair. Currents are quite

strong.

(860) Tagalak Pass, 1 mile wide in its narrowest part between Tagalak Island and Chugul Island, has depths of

400 ■ Chapter 7 ■ Volume 9
5 fathoms or more to within 0.3 mile of the shores. The

pass has the strongest tide rips and overfalls encountered in the Andreanof area. The pass is not highly recommended, but if used, midpass courses should be

followed.

Chart 16478

(861) Chugul Island is 4.5 miles long from NW to SE and

2.5 miles wide from N to S. The highest summit

reaches 1,668 feet. There are several small lakes and

streams on the island. The coast is generally steep and

rocky, but there are indentations with sandy beaches at

the heads. Cape Kagalus marks the SE extremity of the

island.

(862) Igitkin Island, about 1 mile NW of Chugul Island,

is 5.5 miles long and quite narrow. It is divided into two

parts, connected by a low isthmus about 0.3 mile wide.

Aside from this isthmus, the island is mountainous and

rocky. N of this isthmus is a small cove, Igitkin Bight,

and to the S is a somewhat larger indentation, Shelter

Cove. The coast of Igitkin Island is in general steep and

rocky and fringed with islets and detached rocks.

(863) Igitkin Bank, with depths of 1 to 10 fathoms, extends 2 miles W ofIgitkin Point, the W extremity of the

island.

(864) Shelter Cove is a small cove opening on Igitkin

Pass. It is not recommended as an anchorage due to its

size, rock bottom, and its exposure to draw winds from

N and S.

(865) Igitkin Bight probably affords partly sheltered anchorage for small vessels; it is presumably subject to

the same draw winds that prevail at Shelter Cove. It is

about 0.8 mile long and has an entrance about 0.3 mile

wide with black sand bottom. Depths inside range from

6 to 2 fathoms, but there are rocks and foul ground

varying distances offshore. The bight is open to the N.

(866) Igitkin Pass, separating Chugul and Igitkin Islands, is clear and deep and perhaps the best pass from

the N and E to Kuluk Bay. It is 3.5 miles long and the

navigable channel is about 0.5 mile wide at the narrowest point at the W end. A midchannel course of 248°

leads directly into the pass N of Umak Island through

which entrance into Kuluk Bay can easily be made. Tide

rips have been reported between Kingfisher Point, on

Igitkin Island, and the NW point of Tagalak Island, between Kingfisher Point and the E end of Chugul Island,

and at the W end of Igitkin Pass. When the current is

setting W through Igitkin Pass there is a strong S set

near the W end of the pass.

(867) Chugul Pass (see also chart 16460), between

Chugul Island on the E and Anagaksik and Umak

Islands on the W, is about 4 miles wide, and is deep and

clear.

(868) Next to Atka Pass, Chugul Pass, in combination

with Asuksak Pass, is considered the best passage from

the Bering Sea to the Pacific between Seguam Pass and

Adak Strait. It is the best passage to Kuluk Bay from the

SE. Prominent landmarks that can be used during the

approach from S and E are the island of Anagaksik;

Cape Azamis, the SE tip of Little Tanaga; the prominent, two-fingered pinnacle near the SE end of Chugul;

and the conical-shaped island of Ikiginak. From a position 3 miles E of Anagaksik, a course made good of

303° will pass Cape Ruin, the NE tip of Umak, at a distance of 1 mile. From this point, making good a course

of 263° will lead down the middle of Asuksak Pass,

passing 1.5 miles off Cape Chakik, the W tip of Umak.

Throughout Chugul Pass are strong tidal currents. In

thick weather, dead reckoning is difficult because of

these currents. (See the Tidal Current Tables for predictions for Chugul Pass.)

Chart 16471

(869) Great Sitkin Island, about 24 miles W of Atka Island, is about 10 miles long and 8 miles wide. It is volcanic and extremely mountainous, the highest

summit, an active volcano, is 5,710 feet. Much of the

shore is steep and rocky, but with considerable

stretches of sandy beach. It has some off-lying rocks

both exposed and covered. Two large indentations are

Sand Bay, on the SW side, and Yoke Bay, on the SE side.

(870) Teapot Rock is a large teapot-shaped rock about

150 yards off the NE extremity of Great Sitkin Island.

Chart 16478

(871) Ulak Island is about 2.3 miles E of Bugle Point, the

E extremity of Great Sitkin Island, and about 2.5 miles

N of Igitkin Island. It is a barren rock, about 0.9 mile

long, 0.2 mile wide, and 675 feet high. Deep water is

close to the island on all sides, except the SW point

where rocks extend out 300 yards.

(872) Yoke Bay, on the SE coast of Great Sitkin Island,

has three arms. The best anchorage of the three is the

middle or West Arm; it is about 1,500 yards in extent

and affords anchorage in about 20 fathoms. The bottom

is sticky hard mud, affording good holding ground.

Limited anchorage space is available in both North

Arm and South Arm. The bay is subject to williwaws,

but their effect is not serious on ships equipped with

good ground tackle. Yoke Bay is open to swells from the

Pacific Ocean from the SW, although they are

Aleutian Islands ■ Chapter 7 ■ 401
somewhat broken in their approach by nearby islands;

it is entirely open in a NE direction to the Bering Sea.

(873) Great Sitkin Pass is between the S peninsula of

Great Sitkin Island and the islands of Igitkin, Tagadak,

Kanu, and Tanaklak. The pass has depths of 7 fathoms

or more. Between Zaliva Point and Passage Point currents of 2.5 knots have been observed and greater velocities are to be expected. Yoke Pass is at the N

entrance to Great Sitkin Pass, between Igitkin Bank

and Rip Point. Because of tide rips, currents, and the

frequent changes of course required, Great Sitkin Pass

is not recommended, but if used, clear Rip Point by 0.6

mile and Igitkin Point by 1.2 miles to avoid the covered

rocks that extend from the points; thence change

course to pass 0.2 mile N of Box Island, thence a

midchannel course between Tanaklak Island and Great

Sitkin Island.

(874) Tagadak Island, about 2 miles SW of Igitkin Island,

is small and roughly triangular in shape. The island is

very rugged; the shores are steep and rocky except part

of the W side which has a sandy beach. The coast in

most places is fringed with reefs or shoals. It has been

reported that Tagadak Island is used as a breeding

ground by geese and ducks.

(875) Kanu Island, 1,055 feet high, is about 0.5 mile SW

of Tagadak Island. The island is rocky and mountainous

and about 1.5 miles long and 1 mile wide. The shores in

general are steep and rocky, except on the W side where

there is a sand or gravel landing beach about 0.5 mile

long protected by other islands from all except SW

winds. The coasts are mostly fringed with reefs and exposed and covered rocks. A relatively shoal area extends

to the N for nearly 0.7 mile. Near the N end of this area

is Box Island, a small rocky islet about 40 feet high. A

small cove on the E side of Kanu Island might afford

some shelter for small craft.

(876) Tanaklak Island, about 1.5 miles W of Kanu Island,

is about 1.8 miles long and 0.5 mile wide and is rocky

and rugged. The island is one of low relief and rolling

hills.

(877) The channels between Tanaklak Island and Kanu

Island and between Tanaklak Island and Asuksak Island

are deep and clear.

(878) Asuksak Island, 0.5 mile S of Tanaklak Island, is

steep and rocky and consists mainly of one mountain

955 feet high. The island is about 0.7 mile long and

about 0.5 mile wide. On the NE end of the island is a low

point with a gravel beach on each side.

(879) Aziak Island, 765 feet high, 0.5 mile W of Tanaklak

Island, is about 1 mile long and 0.6 mile wide and is

rocky and hilly.

(880) Sand Bay, on the SW coast of Great Sitkin Island,

provides suitable anchorage in 12 to 15 fathoms about

1,000 yards offshore. The bay is protected on the N and

E but is subject to heavy seas during a W gale. Strong

tidal currents run in the bay.

(881) In 1964, the outer section of the long pier in Northeast Cove, Sand Bay, was reported uprooted and washed

ashore; the inshore section was in poor condition.

Chart 16477

(882) Anagaksik Island is about 2 miles E of the E end of

Umak Island and on the S side of the entrance to

Chugul Pass. The islet is a precipitous rock about 1

mile long, 0.5 mile wide, and 890 feet high. It has a few

off-lying rocks, but in most places deep water extends

close to the shore.

(883) Umak Island, about 5 miles SW of Chugul Island, is

a mountainous, irregularly shaped island about 6 miles

long and 3 miles wide with a deep bight indenting the

NE coast. From this bight a low pass extends to the opposite side of the island. The shores are in general steep

and rocky with occasional stretches of sandy beach.

The N coast is foul, with many detached rocks, exposed

and submerged. A number of islets are off the E coast.

The S coast is in general clear, with few off-lying rocks,

except toward Cape Chakik, the W extremity, where

there are stretches of fringing reefs. Birds of many species frequent the island, there are also seals on the island.

(884) Umak Bight is about 2 miles in extent and its principal arm is about 0.6 mile wide at its entrance. The

bight is open on the E to Chugul Pass, and considerable

swell from the ocean may be expected in heavy E

weather. In all other weather the bight is one of the

better anchorages in this area, with depths of 26 fathoms and excellent holding ground of green mud near

the head of the bight. Stray winds sweep over the bight

from the low pass to the W of Umak Bight. A sand beach

is at the head of the bight.

(885) Asuksak Pass, separating Umak Island from Kanu

and Asuksak Islands, is 1.3 miles wide at its narrowest

point and is deep and clear, but the currents are strong

between Kanu and Umak Islands. It is inadvisable to attempt the pass in thick weather.

(886) Umak Pass, between Umak Island and Little

Tanaga Island is 0.6 mile wide at its narrowest point

and 7 miles long with depths of 71⁄2 to over 50 fathoms.

Tides

(887) Currents of 3 knots have been observed in the pass

and greater velocities probably occur. The changes of

current are accompanied by erratic movements and

tide rips. (See the Tidal Current Tables for predictions

for Umak Pass.) A rock awash is 0.5 mile SE of Cape

Chakik and 500 yards offshore. In clear weather a

402 ■ Chapter 7 ■ Volume 9
midpass course can be taken through the pass. In thick

weather the N side should be favored, entering the pass

from E, until W of the narrows, then it is best to favor

the S side.

(888) Little Tanaga Island is about 8 miles long and has a

greatest width of about 7 miles. The island is extremely

irregular in form. Two long bays, separated by a narrow

isthmus, nearly cut it into two parts. The island is very

rocky and mountainous; the highest peak is 1,747 feet.

The shores in general are steep and rocky, and the coast

generally is fringed with reefs, islets, and detached

rocks. Several streams and small lakes are on the island.

(889) Scripps Bay, on the N coast of Little Tanaga Island,

is a well-protected anchorage though subject to

williwaws. The bottom is coarse sand with pebbles, but

appears to hold fairly well. A sandy beach, intersected

by a stream is at the head of the bay. Scripps Bay is subject to fog and reduced visibility; it is frequently thick

here when the W and N sections of Kuluk Bay (Adak Island) are clear. In entering the bay, pass 400 yards off

the rocky islet 0.3 mile inside the E shore to avoid the

21⁄4-fathom spot off the W point at the entrance. Anchor

in 18 fathoms 750 yards SW of the islet. Small vessels

can anchor in shallow water near the shore.

(890) Chisak Bay, on the S coast of Little Tanaga Island,

is about 2.5 miles long and 0.8 mile wide. Depths are

suitable for anchorage, but only small vessels may find

swinging room which is reduced by numerous small islands. A 3-fathom depth is 0.4 mile SE and a 23⁄4-fathom

shoal is 0.2 mile E of Chisak Island. The upper end of

the bay is clear, but the channel, close W of Chisak Island, leading to it is very narrow. The bay is almost

landlocked, but is reported to be exposed to swells and

seas from the Pacific Ocean. A stream enters at the

head of the cove. The shores of Chisak Bay consist of

narrow rocky beaches.

(891) Azamis Cove, on the S coast of Little Tanaga Island,

is about 2 miles long and 1 mile wide at the entrance.

Depths are suitable for anchorage, but it is not recommended. The bay provides shelter from the N and W but

is open to seas and swells from the Pacific Ocean.

(892) Round Cove, E of Azamis Cove, is about 1 mile in

diameter, open to the S and SW, and moderately subject

to heavy seas and ground swells. The depths are not too

great; therefore anchorage is not recommended.

Chart 16475

(893) Little Tanaga Strait, between Little Tanaga and

Kagalaska Islands, is about 7 miles long and at its narrowest point about 1.2 miles wide; however, the navigable channel between Little Tanaga and Silak Islands has

a width at one point of less than 0.5 mile. Tidal currents

attain a maximum velocity of 5 knots through the pass

E of Silak Island, producing swirls and heavy tide rips N

and S of the island. The heaviest rips observed were in

the middle of the pass about 1 mile N of Silak Island.

(894) The waters W of Silak Island are foul except for a

passage about 0.2 mile wide along the shore of

Kagalaska Island, which is recommended only for

small boats. Large vessels must pass E of Silak Island.

Rip Rock, at the SE end of the strait, covered 11⁄2 fathoms, is marked by breakers in moderate swells.

(895) To pass through the strait from a position 2.8 miles

270° from Cape Chisak, make good a course of 000°,

keeping Silak Island a little on the port bow and heading for Tana Point on Little Tanaga Island. Hold the N

course until abeam of Silak Island, then change to 330°

and pass through the channel. When abeam of Cemetery Point, a course of 000° may be shaped to pass clear

of the strait.

(896) Piper Cove, on the W side of Little Tanaga Island,

about 1.8 miles N of Cape Chisak, is open to the W and

SW, but affords temporary anchorage for small vessels.

(897) Tana Bight, an indentation on the W coast of Little

Tanaga Island about 1 mile N of Tana Point, affords

temporary anchorage for medium-sized vessels and fair

shelter in S weather. The bottom is rocky and irregular.

Currents in the bight are slight and usually flow in a direction opposite to that of the mainstream current

through the strait.

(898) Kagalaska Island, 8 miles long and 5 miles wide, is

extremely rugged and mountainous; the highest peak,

2,331 feet, is in the NW part. The shores are, in general,

steep and rocky except on the W coast, where they have

a more gradual slope, becoming steeper inland. The S

shore consists of jagged cliffs. The E and N coasts are

also steep in many places. The brief stretches of sand or

gravel beach are often backed by vertical cliffs. The

coasts are generally clear except the S and SE coasts

and part of the N coast, which are fringed by islets and

detached rocks. Several lakes and streams are on the island.

(899) Cabin Cove, opening into Little Tanaga Strait, is a

two-armed bay which indents the E coast of Kagalaska

Island for 2.5 miles. Upper Arm, 1.5 miles long and 0.5

miles wide, is bordered by steep, sloping hills on all

sides; it is free of dangers. Approaching the entrance,

the 10-fathom curve makes out from the N shore 200

yards, and 100 yards off the low gravel point on the N

shore at the entrance. Anchorage can be had in 30 to 40

fathoms in the upper part of the arm. The shores are

free of off-lying rocks and shoals. Lower Arm, 1 mile

long with an entrance width of 800 yards, is smaller

than Upper Arm, but most of it is suitable for

Aleutian Islands ■ Chapter 7 ■ 403
anchorage. The surrounding terrain, especially at the

head, rises in gentler slopes than in Upper Arm, but the

summits are over 1,000 feet high. A stream flows into

the head of the arm.

(900) Crater Cove, on the E shore of Kagalaska Island and

1.7 miles N of Ragged Point, affords temporary anchorage in 30 fathoms, sand and gravel bottom. High bluffs

and hills on the nearby shore provide good shelter from

N and W winds.

(901) Quail Bay, on the S coast of Kagalaska Island, is

fringed by steep cliffs to E and W with many rocks along

the beach. The bay is deep and clear of dangers to a

point about 1.2 miles NW of Ragged Point. Temporary

anchorage for small vessels may be had in 20 fathoms,

sand bottom.

(902) Kagalaska Strait separates Adak and Kagalaska Islands. Although narrow, it can be navigated by moderate-sized vessels without difficulty at or near slack

water. An 83⁄4-fathom shoal is in midchannel 1.6 miles

inside the S entrance. S winds with ebb currents cause

heavy tide rips from the S entrance N as far as Adak

Bight, and are apt to cause a vessel approaching from

the S to yaw badly. Because of strong currents, rips and

whirlpools are encountered in the narrow parts of the

strait except at slack water.

(903) Both N and S entrances are clear, with deep water

close to the shores. Care must be taken not to mistake

Blind Cove for the N entrance since the former is about

1 mile W of the strait, and has a much wider appearance. The shores of the N entrance are bold and precipitous while those of the S entrance are relatively low,

with outlying rocks. Navigators not familiar with the

area are cautioned against attempting an entrance in

any but clear weather.

Local magnetic disturbance

(904) Differences of as much as 11° from normal variation have been observed in Kagalaska Strait near the N

entrance.

(905) Ragged Point, the SE extremity of Kagalaska Island, is 4.5 miles E of Kagalaska Strait and is an unmistakable landmark for the S approaches to the strait

because of its serrated ridge forming the summit of the

point. A natural arch in the tip of Ragged Point is noticeable when the point bears 017°.

(906) Adak Bight, about 2 miles from the S entrance to

Kagalaska Strait, affords good shelter for vessels up to

about 100 feet in length. A 3-fathom shoal, marked

with kelp, is 0.3 mile SE from the N point of the bight.

Vessels approaching from the N should clear this shoal

0.3 mile before turning to enter. Either arm of the bight

is suitable for anchoring, but the northernmost affords

more swinging room. A shoal is just off the point between the two arms. In entering either arm, a vessel

should keep in midchannel.

(907) Campers Cove, just N of Adak Bight, is suitable

only for small boats because of the narrow, shallow entrance. Relatively small vessels can anchor in about 10

fathoms in the indentation just N of Campers Point

and thus avoid currents and rips in the strait.

(908) Laska Cove, on the E side of Kagalaska Strait, is

deep and well protected. Small vessels usually anchor

in the NE portion of the cove.

Chart 16471

(909) Adak Island, the most important of the Andreanof

Group, is about 30 miles long and 20 miles wide at its

widest part. The island is rugged and mountainous and

has numerous small bays and indentations. Mount

Moffett, 3,900 feet high, near the NW end, is the highest point of the island; it is snow covered the greater

part of the year. The island is grass covered on the lower

levels; the higher levels have a heavy growth of moss.

Small lakes are numerous and there are many small

streams.

Chart 16475

(910) Boot Bay is on the S coast of Adak Island about 3

miles W of Kagalaska Strait. The inner harbor has

depths of 11 to 35 fathoms over bottom varying from

rock to mud; the mud bottom is in the deeper water.

Seas and swells from the Pacific Ocean are broken up

by the islands in the bay; however, the islands offer little protection from S winds. As the land to the N is

mountainous there is a probability of williwaws with N

winds.

(911) Blind Cove, indenting Adak Island just W of the N

entrance to Kagalaska Strait, is suitable for temporary

anchorage only; it is exposed to the N and is subject to

williwaws from the S. A midchannel course is clear for

small vessels to an anchorage in 16 fathoms in the S

end of the cove. Caution is necessary to avoid the shoal

spots covered 11⁄2 to 6 fathoms off the entrance points.

(912) Kuluk Bay, on the NE side of Adak Island, is about 4

miles long and 4 miles wide, and is one of the best natural harbors in the Aleutians. It is entered between Zeto

Point on the N and Thunder Point on the S, and includes Kuluk Bay proper, Clam Lagoon, Sweeper Cove,

Finger Bay and Scabbard Bay. Tidal currents in the bay

are weak and the flow appears to depend mainly upon

the winds.

404 ■ Chapter 7 ■ Volume 9
(913) Zeto Point is a prominent butte rising well above

the surrounding land and has several jagged pinnacles

along its S face. About 1.5 miles NE of the point is Head

Rock, which is large and bare.

(914) Kuluk Shoal, consisting of several rocks covered

11⁄4 to 9 fathoms and marked by kelp, is about 0.8 mile S

of Head Rock and 1 mile E of Zeto Point. A lighted bell

buoy is about 0.6 mile E of the shoal.

(915) A 9-fathom shoal with rocky bottom is 0.5 mile

012° from the Head Rock (see chart 16471); a

17-fathom bank with rocky bottom is 2 miles 096° from

the rock.

(916) Clam Lagoon, 0.5 mile NW of Zeto Point, can be entered only by small boats. A fixed bridge with an unknown clearance crosses the entrance. In the S part of

the lagoon and outside the entrance are mudflats. The

ruins of a long pier are 0.5 mile W of the lagoon entrance.

(917) A naval restricted area is in the NW part of Kuluk

Bay beginning at Zeto Point. (See 334.1320, chapter 2,

for limits and regulations.) An army restrictive area is

within the naval restricted area and has a radius of

1,000 yards from 51o53'05.4"N., 176o33'47.4"W. (See

334.1325, chapter 2, for limits and regulations.)

Chart 16476

(918) Sweeper Cove, on the SW side of Kuluk Bay, provides good shelter in 7 to 20 fathoms inside a breakwater, marked by a light on the outer end, that extends

from the N side of the entrance; bottom is gray sand. A

fuel tank at the W end of the cove is prominent.

(919) Sweeper Cove Entrance Light 5 (51°51'28"N.,

176°35'31"W.), 55 feet (16.8 m) above the water, is

shown from a skeleton tower with a square green

daymark on the NW side of Lucky Point.

(920) Gannet Rocks, on the N side of the entrance to

Sweeper Cove, are bare and surrounded by shoal water.

A detached shoal, covered 31⁄2 fathoms, and a group of

small islets, surrounded by shoals, are between Gannet

Rocks and the shore. Gannet Rocks Light 4

(51°52'01"N., 176°36'32"W.), 45 feet (13.7 m) above the

water, is shown from a skeleton tower with a triangular

red daymark on the S end of the largest rock. Two water

tanks, red and blue are on the high ground at the head

of Kuluk Bay about 1.2 miles NW of Gannet Rocks

Light 4.

(921) Pit Rock, the southernmost of the two large rocks

on the SE side of the entrance to Sweeper Cove, is bare

and surrounded by foul ground. Finger Shoal, 0.4 mile

E of Pit Rock, has a rock that uncovers in the detached

shoal area. A lighted bell buoy is about 300 yards NE of

the shoal.

(922) The diurnal range is 3.7 feet in Sweeper Cove. (See

the Tide Tables for daily predictions for Sweeper Cove.)

During severe weather, a surge may be experienced inside the cove, making it difficult at times to remain

alongside any of the piers. Heavy float fenders should

be used, and vessels should be prepared to get underway.

Harbor regulations

(923) Sweeper Cove, a former U.S. naval air station, is administered by the Aleut Enterprise Corporation who

can be contacted by telephone 907-592-0185; FAX

907-592-0184 or by calling ADAK PORT OPERATIONS

on 4125 kHz or VHF channel 16.

Pilotage, Adak

(924) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(925) Aleutian Islands are served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3, for the

pilot pickup stations and other details.)

Wharves

(926) Piers 3 and 5, on the N side of Sweeper Cove, are

used by vessels drawing up to 30 feet. Pier 3 is a

616-foot (188 m) wood dock without utilities or berthing. A short barge pier is E of Pier 3. Pier 5 is a 725-foot

(221 m) year-round, all purpose concrete dock. Pier 5

has utilities, berthing and is reinforced for crane operation. Pier 10 is a T-head fuel pier at the W end of

Sweeper Cove with a least depth of 35 feet alongside. A

black tank with a red light on top is inshore of Pier 10.

(927) A small-boat basin is at the SW end of the cove. In

1978, most of the piers in the basin were reported to be

in poor condition. In August 1983, it was reported that

the entrance channel to the basin was marked by private buoys, had a depth of 4 feet, and kelp along the S

side. In May 1984, a submerged obstruction was reported in the NW end of the basin in about 51°51'06"N.,

176°39'14"W.

(928) Hammerhead Cove, on the S side of Sweeper Cove,

has depths of 6 to 24 feet.

(929) Finger Bay, on the S side of Kuluk Bay, is about 1

mile long and 1 mile wide and has two narrow arms

that extend in S and SW directions. Both arms are open

to the NE but no sea penetrates their narrow entrances.

In the outer part of the bay depths are generally too

deep for suitable anchorage, although temporary anchorage may be found in about 30 fathoms 400 yards

SW of Lucky Point and in 24 fathoms off the entrances

to the two arms.

Aleutian Islands ■ Chapter 7 ■ 405
(930) The SW arm is narrow but clear in midchannel,

with a least depth of 5 fathoms. Submerged pier ruins

and pilings extend up to about 180 yards from the N shore

between 51°50'04"N., 176°37'14"W and 51°49'53"N.,

176°37'36"W. Holding ground near the head of the arm is

good. Winds through Finger Bay tend to be very strong

because of the high bluffs on each side. Wind direction

is along the axis of the piers, and vessels should have

little trouble holding alongside. Surge in Finger Bay is

at a minimum.

(931) Scabbard Bay, just E of Finger Bay, is open to the N.

Anchorage can be had near the entrance in 20 fathoms,

gray sand and broken shell bottom. At the S end of the

bay is good shelter in 15 to 20 fathoms, brown mud bottom. Water is obtainable. Midchannel courses will

avoid all dangers.

Charts 16471, 16467

(932) Cape Adagdak, the northernmost point of Adak Island, is a bold headland 2,072 feet high. From Cape

Adagdak, the coast trends SW and then curves W to

form 3-mile-wide Andrew Bay. A 20-foot-high rocky

dike separates the head of the bay from freshwater Andrew Lake.

(933) Acorn Rock is 0.2 mile off the N coast of Adak Island, 5.5 miles SW of Cape Adagdak. A shoal covered 1

fathom is 0.4 mile offshore 0.6 mile W of the rock.

(934) Cape Moffett, 8 miles SW of Cape Adagdak, is a cliff

600 feet high behind which the land rises gradually to

Mount Moffett. The cape is the NW headland of Adak Island and is prominent for entering Adak Strait. Cape

Kiguga, 2 miles S of Cape Moffett, is the westernmost

projection of Adak Island at the N entrance to Adak

Strait; it is a very steep eroded slope rising abruptly

from the water. The 30-fathom curve extends about 1

mile off Cape Moffett and Cape Kiguga; there are no

off-lying dangers.

(935) Adak Strait, between Adak Island and Kanaga Island, is 16 miles long and from 6 to 8 miles wide; depths

are from 30 to over 100 fathoms. The only dangers are

the rocks and reefs off Eddy Island and Argonne Point

on the E side and Shoal Point and Naga Point on the W

side. Vessels should clear both shores of the strait by

not less than 1 mile. Since the current velocity may

reach 4 knots, passage in heavy fog without radar is not

recommended. (See the Tidal Current Tables for predictions for Adak Strait.)

(936) The coast of Adak Island along the E side of Adak

Strait is bordered by steep bluffs and rocky cliffs; islands, rocks, and reefs are close to shore. Eddy Island,

at the N entrance, is prominent. Whirlpool Rock, 1

mile E of Eddy Island, is small, flat on top, and awash at

extreme high tides; kelp grows close to it. Currents are

strong and erratic in this area. Wedge Point, a rocky

bluff 7.5 miles S of Eddy Island, is prominent. A good

anchorage for small vessels in S weather is 0.8 mile E of

Wedge Point, 0.3 mile offshore in 17 fathoms, sand bottom. The point 9.5 miles S of Eddy Island resembles the

head of a huge gorilla.

(937) The coast of Kanaga Island along the W side of Adak

Strait is fringed by kelp beds, islets, and rocks. There

are several anchorages that provide protection from W

weather. One is in the cove between Round Head and

Shoal Point; another is midway between Shoal Point

and Naga Point in 17 fathoms, gray sand bottom. A reef

covered 6 fathoms is 1 mile NE of Naga Point and 0.8

mile offshore; another reef covered 13 fathoms is 0.7

mile E of the point. When the current is ebbing heavy

tide rips occur on these reefs in S weather.

(938) Cape Chlanak, on the W side of the S entrance to

Adak Strait, is low and rocky. Shallow water marked by

kelp is close to the shoreline. Currents are strong and

medium tide rips occur off the point.

(939) Shagak Bay, 3 miles SE of Cape Kiguga, has depths

of 20 fathoms or more, but only 4 feet can be carried

through the 400-yard-wide entrance between grasscovered sandspits. A band of very heavy kelp extends

across the entrance; the bar is relatively smooth rock.

The bay is well protected from swells; the bottom is

mud and probably fair holding ground. Violent

williwaws and gales are encountered in E and SE

weather. A good weather anchorage is indicated 1 mile

NW of the entrance and 0.7 mile offshore in 17 fathoms, flat sand bottom.

Chart 16474

(940) Bay of Islands, on the NW side of Adak Island, is

protected by the many islands at the entrance;

wire-drag depths of 34 feet or more are in the main passages. The bay is about 6 miles in a SE direction and

varies in width from 3 miles at the entrance to less than

1 mile at the SE end. Although the bay is protected

from sea swells, violent and severe gales occur, especially with winds from E and S.

(941) The approaches to Bay of Islands are clear to within

500 yards of North Island on the E and Careful Point

on the W. Currents are strong near Careful Point. Cascade Rock, in about the middle of the entrance, is only

2 feet high and breaks in heavy weather; shoal water

surrounds the rock.

(942) The preferred passage to Expedition Harbor, in the

SE part of Bay of Islands, is W of Green Island through

The Race between the W end of Ringgold Island and

406 ■ Chapter 7 ■ Volume 9
Plum Island Rocks, thence through Ringgold Sound

and Hell Gate.

(943) The Race is dangerous because vessels must pass

close to Plum Island Rocks. A speed of 8 to 10 knots is

essential for a large single-screw vessel to make the

necessary changes in course.

(944) Hell Gate narrows to about 70 yards and is dangerous for a large vessel in case of strong beam winds or

mechanical failure.

(945) At the E end of Hell Gate, the kelp-covered rocks on

the S side and Eaglet Rocks on the N narrow side of the

channel, makes it particularly difficult for an outgoing

vessel because it is necessary to head for Eaglet Rocks,

and, when the rocks are close at hand, make a sharp

turn in order to pass through the deep and narrow part

of Hell Gate.

(946) Expedition Harbor can be reached through

Argonne Channel, N of Ringgold Island, but this passage

is dangerous because the reefs at the turn N of Black

Island narrow the channel width to 90 yards.

(947) Vessels can anchor in the W or E parts of Expedition Harbor. The main part of the harbor, with depths of

30 to 85 fathoms, is too deep for anchorage.

(948) Anchorage areas: Unalga Bight, at the W end, in 16

to 25 fathoms, mud bottom; Gannet Cove, at the E end,

in 16 to 25 fathoms, mud bottom; and Beverly Cove, N

of Gannet Cove, in 10 to 18 fathoms.

(949) An excellent anchorage for small vessels is in Fisherman Cove, on the S side of Ringgold Sound, in 10 to

22 fathoms, mud bottom.

(950) Anchorage can also be had on the S side of North Island in 20 fathoms or more, mud and rock bottom. The

area can be reached by passing W of North Island until

past North Rocks, thence a 110° course between shoal

spots of 33⁄4 fathoms on the N and 4 fathoms on the S to

the anchorage.

(951) Water can be obtained from several waterfalls in

the Bay of Islands. The waterfall 0.3 mile SE of

Vincennes Point has the most accessible natural water

supply in the bay.

Charts 16471, 16467

(952) Three Arm Bay, on the W side of Adak Island, has

depths of 19 fathoms or more in the outer part, but the

depths decrease to less than 5 fathoms in the arms.

Most of the covered dangers are within 300 yards of the

shore. In S weather small vessels can anchor 0.3 mile E

of Three Sisters Island in 17 fathoms, sandy bottom.

North Arm, 0.2 mile wide with steep sides, extends 2

miles inshore to a low draw. A short overland trail leads

from the upper end of the arm to the S shore of Unalga

Bight in the Bay of Islands. In SW and W weather,

swells from Adak Strait enter North Arm; in E or W

weather, winds draw through this arm. Anchorage is

suitable only for small craft in good weather. A fair anchorage for small vessels is in Middle Arm, 0.5 mile N

of Split Point, and rock bottom is poor holding ground.

South Arm is well sheltered, but the holding ground

was reported poor in 1973. It is entered from Middle

Arm through a 6-fathom passage between the W shore

of the small island off Split Point and the shoreline to

the W. The passage is foul between Split Point and the

island off the point.

(953) Lake Point, the southwesternmost point of Adak Island, is a Steller sea lion rookery site. There is a 3-mile

vessel exclusionary buffer zone around the rookery

which encompasses most of Cape Yakak. (See 50 CFR

223.202, chapter 2, for limits and regulations.)

(954) Bay of Waterfalls, on the S side of Adak Island just

E of Adak Strait, is 8 miles long and 5 miles wide at the

entrance but narrows to 0.5 mile at the N end. Depths

of 10 fathoms or more are within 0.3 mile of the shore,

except for a pinnacle rock, covered 11⁄2 fathoms, 5.5

miles inside the bay at a point 0.5 mile W of Low Point.

Most of the bay is too deep for anchorage; it is exposed

to the seas and swells of the Pacific Ocean and to heavy

gusts sweeping through the mountain passes of Adak

Island. Vessels can anchor in 16 fathoms within 0.5

mile of the head.

(955) Cape Yakak, on the W side of the entrance to Bay of

Waterfalls, is a long, flat tableland, well defined and easily recognized because it has no high peaks on it.

(956) Chapel Roads, the E arm of Bay of Waterfalls, offers

anchorage in 20 fathoms, rocky bottom, but is also exposed. Chapel Cove, the inner bight of Chapel Roads,

affords temporary anchorage in 10 fathoms, hard to

soft gray sand bottom. The entrance is narrow, being

restricted by McCulloch Rock, a pinnacle covered 21⁄2

fathoms, on the N side of the cove. Pulpit Rocks, inside

the cove, are a ledge of bare rocks.

(957) Cataract Bight, on the E side of Bay of Waterfalls

near its head, affords anchorage in 24 fathoms 200

yards off the beach; water can be obtained. A perceptible swell reaches the bight with S winds.

(958) Hidden Bay, 12 miles NE of Cape Yakak, is a

0.1-mile-wide inlet 1.2 miles long with depths of 10

fathoms or more in midchannel; high hills are on both

sides. Small boats will find good shelter in the W arm at

the N end of the bay in 11 fathoms, mud bottom. A

6-foot-high rock, 0.6 mile S of the entrance, marks a

foul ground area with deep channels on either side;

boats should keep well clear of the E entrance point.

Aleutian Islands ■ Chapter 7 ■ 407
Chart 16460

(959) Kanaga Island, across Adak Strait from Adak Island, is roughly right-angled and extends 18 miles N

and S, 28 miles E and W, and has a maximum width of 7

miles. Kanaga Volcano (chart 16471), at the N end of

the island, is cone shaped, rising directly from the water to 4,416 feet; steam may emit near the summit. In

clear weather this excellent landmark is visible from all

directions. There are several lesser peaks S of the volcano from which the land slopes down abruptly to rolling tundra-covered hills, 600 to 100 feet high,

interspersed with numerous streams and lakes.

(960) The Bering Sea Aerological Unit stationed at

Kanaga Bay found that the Kanaga Volcano could be

utilized as a means for forecasting bad weather. The

volcano peak is seldom absolutely clear of clouds. During April 1934, it was observed that invariably the day

or night before a gale the peak made its appearance,

shorn of all clouds and with wisps of steam around the

crater. During the summer of 1953, the phenomenon

was noted on several occasions, but it is not infallible,

as evidenced at other times when bad weather did not

follow clear visibility of the peak.

Chart 16471, 16467

(961) Most of the N coast of Kanaga Island between Cape

Miga and Round Head is fringed by kelp beds, islets, and

rocks. Depths of 100 fathoms reach within 0.5 mile of

shore from Cape Miga for 2 miles E, where the shoreline trends SE for 4 miles to Round Head, and depths of

30 fathoms reach within 1 mile of shore. The water over

this relatively shoal area appears much disturbed and

currents are strong and erratic.

(962) False Bay (51°43'N., 177°09'W.), 0.5 mile N of Cape

Chlanak, has landing places protected from all but

heavy SE swells on the sand beaches at the head of its

two arms. The bay may be used as an emergency anchorage for very small vessels, in 8 fathoms, sand bottom, and affords protection from W and N winds.

(963) Kanaga Bay, on the S coast of Kanaga Island 2

miles W of Cape Chlanak, is 2 miles long and 0.4 mile

wide with depths of 10 to 3 fathoms, except for the shallow N part which nearly dries in places. The hazardous

entrance channel is only 130 yards wide between reefs

plainly marked by kelp.

(964) The shoreline of Kanaga Bay consists of rocky cliffs

or steep grassy bluffs, with a sand beach and low

ground at the head. Good anchorage is afforded medium-sized vessels in shallow water, with excellent

holding ground of sticky mud mixed with black sand.

The anchorage is protected from all winds except SE,

and the bay is apparently not subject to williwaws, the

heaviest gusts coming from NE. With heavy swells

from S through SE, the entrance is impassable, and it

should never be attempted without good visibility.

(965) The wreck of the USS SWALLOW on the W side of

the entrance to Kanaga Bay is prominent and appears

red in color from offshore. If any appreciable swell is

running, the sea breaks on both sides of the entrance

channel near the wreck.

(966) In 1954, the outer part of the dock at the abandoned site, 1.4 miles above the entrance of Kanaga Bay,

was in fair condition; small vessels could berth along

its face where the depth is 13 feet. The dock has been

gutted by fire near the beach end and buildings along

the waterfront have been burned. A prominent radio

mast on a hill 175 yards NE of the inner end of the dock

is visible throughout the bay. A cabin is across the bay

NW of the dock.

Chart 16460, 16467

(967) The S coast of Kanaga Island is low, rocky, and very

broken with numerous offshore rocks and reefs marked

by kelp fringing the shore. The coast should be cleared

by at least 2 miles to avoid the dangers.

(968) The waters off Cape Tusik, 3 miles W of Kanaga

Bay, appear much disturbed with strong currents. A

dangerous shoal extends SSW for 2 miles off the prominent headland 2 miles NW of Cape Tusik. Depths of 16

fathoms are on the outer part, decreasing to much

shoaler depths closer inshore.

Chart 16463

(969) Sentry Rock, 9 miles W of Cape Tusik and 1 mile off

the S coast of Kanaga Island, is 94 feet high and prominent. Passage between the rock and the shore should

not be attempted.

(970) Cape Chunu, the SW end of Kanaga Island, has

grassy bluffs and rocky cliffs 100 to 200 feet high; rolling grassland is in the interior with hills up to 345 feet

high. The shoreline is ragged and rocky; rocky reefs

and prominent rock islets and pinnacles fringe the

shore. Castle Island, a small grass-covered rocky islet

off West Chunu Point, is 165 feet high and prominent

from the SE and NW. Vessels are cautioned to pass at

least 1.5 miles off Cape Chunu to avoid the shoal area of

very irregular rocky bottom with depths of 2 to 6 fathoms. The waters for several miles S of the cape are usually much disturbed, indicating strong currents.

(971) Kanaga Pass, between Kanaga Island and Tanaga

Island, is 3.8 miles wide at its narrowest part, but it is

full of small rock islets, dangerous reefs, and strong

408 ■ Chapter 7 ■ Volume 9
currents; passage is not recommended except during

periods of good visibility and calm seas.

(972) Foul ground extends into Kanaga Pass for over 1

mile from the W side of Cape Chunu to more than 3

miles off Western Point, Kanaga Island, thence over 1.5

miles offshore along the N coast of Kanaga Island. Eddy

Rock, Goose Rocks, and Annoy Rock, a part of the foul

ground, are prominent. A dangerous reef, covered 5

feet to 3 fathoms, is 0.4 mile N of Annoy Rock. The dangerous area from this reef E to Kanaga Island is rocky

and very irregular; many underwater pinnacles exist.

The kelp that marks the area during the summer is

towed under by the current except at slack water and

cannot be relied upon to indicate the shoals.

(973) Cape Sasmik, the S end of Tanaga Island on the W

side of Kanaga Pass, is a relatively flat grassland with

steep grassy bluffs and rock cliffs rising abruptly from

the shoreline to 100 feet. Rocky islets and reefs border

the coast close inshore. Herd Rock (chart 16462), a

20-foot detached black rock on the SW side of the cape,

is conspicuous from the SE and NW. The cape should

be cleared by at least 1 mile.

(974) Foul ground extends up to 1 mile off the Tanaga Island shore on the W side of Kanaga Pass, except in the

approach to Twin Bays. The bottom is very broken and

irregular, and the shoreline is made up of low cliffs.

(975) A good anchorage in W weather is 3 miles N of Cape

Sasmik and 0.8 mile offshore in 18 fathoms, sand bottom; Twin Bay is also a good anchorage.

(976) Trunk Point, 11 miles NE of Cape Sasmik, shows as

a low rounded knoll.

(977) Cape Sudak, the long finger-shaped easternmost

point of Tanaga Island on the N side of the N entrance

to Kanaga Pass, terminates in a small flat-topped,

steep-sided 70-foot-high promontory that appears detached from offshore. A dangerous shoal, with bare

rocks, extensive heavy kelp, and underwater pinnacles,

extends 2 miles NE from the cape. The waters from the

shoal to the 100-fathom curve appear greatly disturbed. The cape should be cleared by over 2 miles.

(978) Anchorage protected from W and N swells is 1 mile

SE of the end of Cape Sudak in 20 fathoms, flat cinder

bottom.

(979) The current velocity may reach 4 knots in the narrow part of Kanaga Pass. In calm weather, tide rips are

visible among the covered reefs between Annoy Rock

and Kanaga Island. With a heavy S swell and the current ebbing S, seas break across the entire pass. (See

the Tidal Current Tables for predictions for Kanaga

Pass.)

(980) The recommended routes through Kanaga Pass

with depths of 10 fathoms or more are through Explorer

Passage, between Annoy Rock and Hazard Point,

Tanaga Island, thence either midchannel between

Kanaga Island and Tanaga Island, or the 0.3-mile-wide

passage through The Ditch between dangerous Eider

Reef, awash in places at half tide, and Trunk Point,

Tanaga Island.

(981) Twin Bays, 5 miles N of Cape Sasmik, is a good

small-boat anchorage in W and N weather; larger vessels may anchor just off the entrance. A 75-foot-high

distinctive rock resembling a Christmas tree in profile

outline, undercut by surf action to balance on a small

pedestal, is on the beach at Christmas Tree Point, on

the W side of the entrance. The shores on both sides of

the entrance to the bay are 100-foot-high vertical cliffs

with reefs that extend more than 0.1 mile into the bay;

the surrounding country is rolling grassland. Foul

ground extends 0.7 mile S of Christmas Tree Point.

(982) A boulder beach, with a very shallow valley beyond,

is at the head of the NE arm of Twin Bays; a sand beach

backed by a narrow, deep valley is at the head of the NW

arm. A trapper’s cabin is near the beach in the NW arm,

and a stream empties into this arm about 150 yards E of

the cabin.

(983) Small vessels can anchor in Twin Bays in 8 fathoms, flat sand bottom, when the Christmas tree rock

bears 242°. Larger vessels should anchor in 16 fathoms, flat sand bottom, 0.6 mile off the rock when it

bears 310°.

(984) Hot Springs Bay, on the Tanaga shore of Kanaga

Pass 12 miles N of Cape Sasmik, is small but offers good

protection from W weather. Low bluffs line the S shore

with a rise at the head to a high ridge. Warm springs are

along the central part of the S shore. The N shore is

lined by steep bluffs rising toward the mountains; a

prominent waterfall is 0.3 mile from the head. A good

sand beach is at the foot of a low valley; a stream enters

the bay at the S end of the beach. Two cabins are just in

back of the beach near its N end.

(985) The only off-lying danger in Hot Springs Bay is Village Reef, 600 yards off the S shore 1 mile NW of Trunk

Point. Good anchorage is found in 13 to 17 fathoms,

sand bottom; small craft may anchor in shoaler water

close to the beach.

Charts 16460, 16471, 16467, 16463

(986) The N coast of Kanaga Island W of Cape Miga trends

S for 7 miles, then SW for 20 miles to Kanaga Pass.

From Cape Miga for 7 miles S to Belleview Beach, the

coast is steep-to with off-lying dangers within 0.5 mile

of the shore. The 2-mile sand beach is backed by low

ground and dunes. Good anchorage is afforded in SE

weather off the beach; avoid the several detached offshore rocks. Landings can be made on the beach.

Aleutian Islands ■ Chapter 7 ■ 409
(987) The coast between Belleview Beach and Kanaga

Pass is generally rocky and irregular, with a wide band

of kelp and rocks parallel to the shore. Most of the

points of land are low rocky cliffs; steep grass bluffs between the points rise to the relatively flat and rolling

interior. The coast should be given a clearance of 1.5

miles to avoid the dangers.

(988) Ship Rock, 1 mile offshore and 5 miles W of

Belleview Beach, is 49 feet high and resembles a ship;

foul ground is between the rocky islet and the shore.

Good anchorage in S weather can be had 4.5 miles W of

Ship Rock in the cove W of Cabin Point in 18 fathoms,

smooth sand bottom; approach with caution to avoid

the covered rocks and pinnacles off Cabin Point and

Pincer Point. A trapper’s cabin is on the W side of Cabin

Point. A group of pinnacles, covered 7 to 25 feet and

marked by kelp, is 0.4 mile off double-ended Pincer

Point, 5.2 miles W of Ship Rock.

(989) Hive Rock, 7.5 miles W of Ship Rock and 0.4 mile

offshore, is an 80-foot-high hive-shaped pinnacle.

Heavy kelp is between the rock and the shore. Good anchorage is afforded in S weather 0.6 mile NE of the rock

in 20 fathoms, smooth sand bottom; approach should

be made from the N. A rock that uncovers and marked

by kelp is 1.3 miles offshore, 8.7 miles W of Ship Rock;

foul ground is between the rock and the shore.

(990) The Signals, a prominent 60-foot-high twin-pinnacled rock is 0.3 mile off Northwest Point, 10.2 miles W

of Ship Rock. Coolie Hat, 1.3 miles SE of Northwest

Point, is a prominent 284-foot black cinder hill shaped

like the crown of a coolie hat.

Chart 16463

(991) Bobrof Island, 6 miles NE of Cape Sudak, Tanaga

Island, is more than 2 miles long and almost 2 miles

wide. The shoreline on all sides except the N is rocky

and precipitous, with steep slopes rising abruptly to

2,419-foot Bobrof Volcano. The N point of the island,

connected by a low grassy area to the base of the volcano, consists of a very prominent flat-topped

402-foot-high cylinder-shaped peak of black lava having bare vertical sides. It appears to be separated from

the rest of the island when viewed offshore from the E

or W.

(992) Currents are strong on all sides of Bobrof Island

and the waters appear disturbed for 1 mile offshore.

Dangers are within 0.2 mile of the shore; the 10-fathom

curve is less than 0.5 mile offshore. A band of impenetrable kelp parallels the NW coast to 0.3 mile offshore.

Chart 16460

(993) Tanaga Island, across Kanaga Pass from Kanaga Island, is irregular in shape with greatest N-S length of

20 miles and E-W width of 23 miles. The N part of the

island is high and mountainous, while the S part is low

with many streams and small lakes or ponds. The N

shore has precipitous rocky cliffs or very steep slopes

which rise to the interior mountains. The other shores

are rocky cliffs or reefs with numerous along shore pinnacles, except for beaches in Tanaga Bay and a few

other places. The S coast and much of the E coast of

Tanaga Island is fringed with detached rocks, reefs, and

foul ground. Extensive kelp patches are in the foul areas. The dangers can be avoided by clearing the coast by

over 2 miles.

Chart 16463

(994) The first 12 miles of the N coast of Tanaga Island

between Cape Sudak and Gage Point is indented with

coves that provide anchorage. The 30-fathom curve is 1

mile or less offshore; all dangers are within 0.5 mile of

the shore.

(995) Portage Bight, 5 miles W of Cape Sudak, affords a

good weather anchorage in 18 fathoms, sandy bottom.

(996) Rough Bay, 8 miles W of Cape Sudak, is not recommended as an anchorage because of violent williwaws

in S and W weather. A dangerous rock, 0.4 mile NE of

the W entrance point, is awash at low water. A large

shoal area, marked by kelp, makes out from the SE

shore to the middle of the bay. A sand beach is at the

head and a deep valley extends inland.

(997) Gusty Bay, 10 miles W of Cape Sudak, affords good

anchorage in S weather. The gusty winds frequently encountered do not, as a rule, impair safe anchorage. Two

shallow valleys, separated by a bold headland, are at the

head of the bay.

(998) Pillbox Rock, 0.1 mile off the steep-sided, squarefaced E entrance point to Gusty Bay, is a 150-foot-high

conspicuous dome-shaped pinnacle with grass on top;

a 50-foot-high sharp-pointed pinnacle is just N of it. All

dangers are within 0.5 mile of the shore. Anchor in the

center of the bay with the sharp pinnacle bearing 118°,

in 16 fathoms, sand bottom.

Chart 16462

(999) The N coast of Tanaga Island between Gage Point

and Cape Sajaka is very irregular with many vertical

lava cliffs. A large waterfall, 2.5 miles W of Bumpy

Point, is 348 feet high and pours from the top of a

410 ■ Chapter 7 ■ Volume 9
vertical cliff. Dangers are within 0.5 mile of the shore.

Currents are strong along this stretch of coast.

(1000) The two prominent peaks in the interior are connected by a saddle; the E one is about 4,600 feet high

and the W, Tanaga Volcano, is 5,925 feet high.

(1001) From Cape Sajaka SE to Tanaga Bay several shallow

valleys with black sand or gravel beaches across them

indent the otherwise mountainous interior. Blackface

Point, 7 miles SE of Cape Sajaka, is a prominent headland with black rock cliffs near the top of steep grassy

bluffs. Dangers are within 0.5 mile of the shore. In good

weather vessels may anchor 3 miles NW of Cape

Agamsik, 0.8 mile off the sand beach, in 15 fathoms,

flat sand bottom.

(1002) Tanaga Bay, on the W side of Tanaga Island, affords

protection from all except W weather. The bay is a good

anchorage for large and small vessels; depths and

places can be selected as desired. The bottom is uniformly fine, black, hard sand with only fair holding

qualities in heavy weather. The head of the bay shoals

gradually from 2 miles out to a sand beach. The S shore

is irregular with reefs and kelp beds. Dangers are

within 0.7 mile of the bay shore. Several visible rocks

on Middle Ledge, that extend almost 0.5 mile offshore

at the head of the bay, are of some assistance when anchoring near the head.

(1003) Cable Bay, a small cove on the N side of Tanaga Bay

E of prominent Cape Agamsik, affords protection to

small craft in W weather. Water is available at the head

of the bay.

(1004) Cape Amagalik, on the S side of the entrance to

Tanaga Bay, is low but backed by higher grassy hills. A

shoal extends 1.5 miles W of the cape. A dangerous reef,

marked with heavy kelp and rocks, is inside the shoal

area. Tide rips are severe off the cape. All vessels should

clear the cape by at least 4 miles when a moderate swell

is running against the current. Small vessels should

not attempt passage with a heavy swell running. Seas

12 to 14 feet high have been encountered in the area in

moderate weather. A flood current of 3 knots has been

observed; larger velocities probably occur. The flood

sets N and the ebb S.

(1005) Tide rips have been observed on the 26-fathom

bank 4 miles NW of Cape Amagalik.

Pilotage, Tanaga Bay

(1006) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(1007) Tanga Bay is served by the Alaska Marine Pilots.

(See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and other details.)

(1008) A skeleton tower on top of a 145-foot bluff on the S

side of Cape Amagalik and Harem Rock, 0.6 mile SW of

the tower and usually marked by heavy breakers, are

prominent.

(1009) Lash Bay, 3 miles E by S of Cape Amagalik, is the

site of an abandoned World War II military installation.

Only small craft should enter the bay, and then with

caution under favorable weather conditions. The inshore part of a 600-foot wharf remains at the head of

the bay; a depth of 8 feet is off its outer end. Broken piling of the outer section of the wharf is covered and constitutes a real danger. Two diamond-shaped targets set

on a hill just W of the wharf form an entrance range on

course 002°. A shoal covered less than 3 fathoms is in

the approach on the range line extended; dangerous

covered rocks are near both sides of the range line approaching the head. The bay is useful only as a temporary anchorage because of limited swinging room and

shoal water.

(1010) Scarab Rock, 0.6 mile WSW of Tidgituk Island, is

50 feet high and prominent.

(1011) South Bay, on the S coast of Tanaga Island just W of

Cape Sasmik, affords anchorage during N and E

weather. A reef that uncovers extends 0.5 mile S from

the center of the head of the bay; a shoal with depths of

7 to 2 fathoms continues S for another 0.5 mile. A trapper’s cabin is near the mouth of a stream NE of the reef.

Anchor in the E half of the bay, 0.5 mile off the E shore,

in 12 fathoms, flat sand bottom.

Chart 16460

(1012) Tanaga Pass, between Tanaga Island and the

Delarof Islands, is 13 miles wide at its narrowest part.

Depths of 50 fathoms or more can be carried through

the pass by keeping 6 miles off Cape Amagalik, Tanaga

Island, and 3 miles off the Delarof Islands.

Currents

(1013) The direction and velocity of the current is radically affected by the land areas and the banks. It appears

that the flood is diverted by the chain of islands -

Skagul to Unalga - and the relatively shoal water between them to an E and W direction in moving around

this chain. It was observed that S of Skagul Island the

flood sets about NE, E of this island it sets N, and N of

the island it sets N to NW.

(1014) With erratic currents of this nature, dead reckoning cannot be depended on and the navigator may find

his vessel 1 mile or more off his reckoning after a run of

1 hour.

(1015) During observations made 4.5 miles SW of Cape

Amagalik, the current was rotary, turning clockwise,

and followed a definite pattern. A minimum current averaging about 0.8 knot sets N to NE. As the current

Aleutian Islands ■ Chapter 7 ■ 411
turned through E to S the velocity built up rapidly until

it reached 3 knots. The velocity decreased to about 2

knots and at time of low water set WSW. The current

turned NW, and the velocity increased to a maximum of

3 knots. The current continued NW to N until the velocity averaged about 0.8 knot. The current then set

NW at a velocity of 2 knots. The current turned through

N to NE and decreased in velocity to a minimum of 0.8

knot.

(1016) On the opposite side of the pass, 4 miles E of Ugidak

Island, velocities of over 3 knots were observed.

(1017) Between Kavalga and Ulak Islands, the flood was

observed to set to the NW.

(1018) Tide rips and swirls may be encountered in any part

of this area, except well off the land areas in deep water.

Generally they will be encountered where a radical

change in depth deflects the natural flow of the current

or where land masses affect this flow. The ebb appears

to produce the heaviest rips and they are most pronounced during the greatest range of tides. Also, strong

winds and heavy seas, opposing the flow of the current,

cause large rips.

(1019) Rips and swirls were observed by survey vessels to

be particularly heavy to a distance of approximately 4

miles W of Cape Amagalik. This area is dangerous to

small craft except in favorable weather and should be

avoided by medium-sized craft under adverse conditions of current and sea or swell. Under unfavorable

weather conditions, it is advisable to round this cape

outside the 50-fathom curve.

(1020) Heavy tide rips have been observed off Cape Sajaka;

on the bank between Skagul and Ilak Islands; and on

the shoal that extends W from Unalga Island.

(1021) (See the Tidal Current Tables for predictions.)

(1022) The Delarof Islands, between Tanaga Pass and

Amchitka Pass, are a group of nine islands and several

small islets and rocks covering an area of 38 miles N-S

and 33 miles E-W.

(1023) Ilak Island, the easternmost in the Delarof group,

is 188 feet high on a ridge near the NE shore. The highest bluffs are on the N and E sides. From offshore the island appears tablelike; the top slopes gently from E

toward the W shore. The shoreline is broken and surrounded by detached islets, rocks, and reefs up to 2

miles W of the island and 0.5 mile on the other sides.

Gramp Rock, 1.5 miles W of Ilak Island, is the breeding

ground for sea lions. The 15-foot-high pinnacle 0.5

mile off the N shore of the island is prominent. Strong

currents and tide rips are near the island.

(1024) Gramp Rock is a Steller sea lion rookery site. There

is a 3-mile vessel exclusionary buffer zone around the

entire island. (See 50 CFR 223.202, chapter 2, for limits and regulations.)

(1025) Ugidak Island, the easternmost of a chain of four

islands in the central part of the Delarof group, is 75

feet high, small, and rocky. The waters around the island are deep; currents are strong and tide rips, dangerous to small boats, may be encountered.

(1026) Skagul Island and Ogliuga Island, 2.5 to 7 miles W

of Ugidak Island, are surrounded by numerous rocks,

reefs, and kelp beds. An emergency landing field and

buildings are on Ogliuga Island; a tower near the N

shore is prominent.

(1027) Skagul Pass, between Skagul and Ogliuga Islands,

is only for small craft. Currents in the pass are very

strong and tide rips develop when sea and current are

opposed. Kelp in the pass is towed under when the current is running.

(1028) A good anchorage from N weather is 1.2 miles S of

Skagul Pass in 17 fathoms, sand and gravel bottom.

(1029) Tag Islands, a group of rocky islets 3 miles SW of

Ugidak Island, are the breeding grounds for sea lions;

the highest point is 75 feet. Several rocky islets are between these islets and Skagul Island.

(1030) Tag Islands are a Steller sea lion rookery site. There

is a 3-mile vessel exclusionary buffer zone around the

islands which also encompasses Skagul Island. (See 50

CFR 223.202, chapter 2, for limits and regulations.)

(1031) Kavalga Island, 10 miles W of Ugidak Island, is 5

miles long with greatest width of 1.5 miles; the highest

point is 315 feet. The 1-mile-long prominent headland

at the W end of the island is 180 feet high and connected to the mainland by a low gravel beach. Most of

the island is covered with tundra. The shores are

fringed with prominent rocks and reefs.

(1032) There are several reefs and rocks, large kelp beds,

and winding channels 2 to 5 fathoms deep between

Ogliuga Island and Kavalga Island. Large numbers of

sea otter have been seen in this area. Ogliuga Pass,

close to Ogliuga Island, is only for small craft.

(1033) Sea Otter Pass, 0.7 mile NE of Kavalga Island, has

depths of 5 fathoms in the 0.4 mile-wide channel. The

pass is fringed with heavy kelp and prominent

3-foot-high rocky islets; some kelp grows in the channel. Currents in the pass are moderate.

(1034) A good anchorage during S gales is 1-mile N of

Kavalga Island in 22 fathoms, sand and gravel bottom.

(1035) A bank with a least depth of 18 fathoms is between

Kavalga Island and Unalga Island. Currents in this area

are very strong; dangerous tide rips develop when the

sea or wind and current are opposed. The waters are extremely dangerous for small boats; under extreme conditions the area may also be dangerous for larger

vessels. Vessels using the pass should clear Kavalga Island and Unalga Island by not less than 2 miles.

(1036) Unalga Island, the westernmost of the central

Delarof group, is 240 feet high, grass covered, rimmed

412 ■ Chapter 7 ■ Volume 9
with steep bluffs, and flat on top. The shore is fringed by

rocks and reefs. Prominent are a 50-foot-high rock 0.5

mile NW of the island and Dinkum Rocks, 0.8 mile SW

of the island.

(1037) Gareloi Island, the northernmost of the Delarof

group and 20 miles W of Tanaga Island, is almost circular and about 5 miles in diameter. Mount Gareloi, a

5,160-foot active volcanic crater, is near the center at

the summit of the island; a smaller peak is S of the

summit. The land slopes steeply to the summit, except

near the NW side where the slopes are more gradual.

The island consists of lava rock, black lava, eroded lava,

and ashes; the lower slopes and valleys are covered with

grass and tundra in many places. The shores have steep

cliffs with rocks and boulders at the base; boulders, pinnacles, and rocks awash extend around the shoreline.

Heavy kelp surrounds most of the island, and extends

offshore to 10 fathoms. Depths of 10 fathoms or more

are within 0.5 mile of the island.

(1038) A trapper’s hut is on the beach above the N shore of

Gareloi Island. In moderate weather the survey ship anchored off the lee shore in the bight on the SE side, 800

to 1,000 yards offshore, in 25 to 35 fathoms. The current velocity is about 0.5 knot off the SE shore and sets

NE and SW.

Local magnetic disturbance

(1039) Differences of as much as 7° from normal variation

have been observed on Gareloi Island SE of Mount

Gareloi.

(1040) Ulak Island and Amatignak Island, 3 miles apart,

are the southernmost of the Delarof group.

(1041) Ulak Island is irregular in shape, 6 miles long, and

over 3 miles wide at the center. There are two high

points on the island, one on the ridge near the N shore

and the other toward the S part of the island. Numerous rocks and islets border the island; several reefs are

close to shore and near the off-lying rocky islets.

Strong currents and tide rips have been observed as far

as 3 miles SE of the island. Pratt Cove, on the W side of

the island, can be used as an emergency anchorage;

currents are noticeable and the bottom is rocky. Patton

Cove, on the S coast, is a good anchorage for N and NW

weather; there is very little current and the bottom is

sandy.

(1042) The SE shore of Hasgox Point on Ulak Island is a

Steller sea lion rookery site. There is a 3-mile vessel

exclusionary buffer zone around the rookery which encompasses all except the N half of the island. (See 50

CFR 223.202, chapter 2, for limits and regulations.)

(1043) Tanadak Island, 1 mile off the W coast of Ulak Island, is low and not prominent. A prominent 30-foot

rock is 0.2 mile NW of the island. The survey ship used

an anchorage 0.7 mile E of the island.

(1044) Ulak Pass, between Ulak and Amatignak Islands, is

3 miles wide and has depths of 35 fathoms or more. The

current velocity is over 2 knots in the pass and sets NW

and SE. A midchannel course should be followed to

avoid the rocks and islets near the shores of the islands.

(1045) Amatignak Island, the southernmost of the Aleutian Chain, is within 40 miles of the Seattle-Yokohama

composite course. The rugged island is 5 miles long

and 3 miles wide; the high tundra-covered hills and

bare ridges and mountains of the interior rise to a

height of 1,875 feet. The shores are generally steep and

fringed with rocks; the W and NW coasts are steep-to.

(1046) Knob Point, a peninsula with a conspicuous

knob-shaped hill, is on the E side of Amatignak Island.

Ulva Cove, just N of Knob Point, is used as a small-boat

anchorage. The survey ship anchored off the entrance

in 25 fathoms. Protection is fair from W and SW gales

except when there is a S and SE swell from the Pacific.

A boulder beach is in back of the cove and a trapper’s

cabin is on the small flat area at the head. A prominent

waterfall is 1 mile N of the cove.

(1047) Nitrof Point, a rocky peninsula at the S end of

Amatignak Island, is narrow and steep with conspicuous off-lying pinnacles. A rock awash with frequent

breakers is 0.5 mile SSW of the most S pinnacle rocks.

A foul area extends 0.6 mile offshore midway between

Nitrof and Knob Points.

(1048) The W coast of Amatignak Island is very broken

with prominent pinnacle rocks, steep cliffs, and small

coves; rocks awash fringe the shore. A prominent

170-foot dome-shaped pinnacle off the NW coast makes

a good landmark. A small deep cove on the NW coast affords the best protection for landings on the W side of

the island.

(1049) Amchitka Pass, between the Delarof Islands and

the Rat Islands, has a least width of 50 miles and depths

of 49 to over 1,000 fathoms. The islands on both sides of

the pass should be cleared by at least 5 miles. Heavy tide

rips have been observed off the E end of Amchitka Island. The pass is dangerous in heavy weather, particularly for small and medium craft; currents appear

erratic in direction and velocities may be strong. This

may account for reports of very large seas and strong

tide rips.

Chart 16440

(1050) The Rat Islands, between Amchitka Pass and

Buldir Island, are a group of six large islands and several smaller ones covering an area of 60 miles N-S and

almost 150 miles E-W. Strong williwaws frequently

Aleutian Islands ■ Chapter 7 ■ 413
occur on the leeward sides of the N islands during periods of light to moderate breezes on the windward sides.

Areas of clear weather are often found on the leeward

sides during periods of heavy fog.

Chart 16460

(1051) Semisopochnoi Island, the northeasternmost of

the Rat group, has a N-S length of 9.5 miles and an E-W

width of 11 miles. The numerous rugged ridges and

peaks, 1,200 to over 4,000 feet high, surround an interior valley with a small lake 300 feet above sea level.

Most of the peaks or cones have deep craters and appear

flat-topped from offshore. The shore is almost entirely

steep cliffs or bluffs fringed with a narrow, rough, boulder beach; kelp is alongshore. Dangers are within 400

yards of the shore, but the island should be cleared 1

mile or more. The W current velocity is about 1 knot

and the E current about 1.5 knots, but a 3-knot current

may be encountered at times. The currents are usually

accompanied by tide rips off the points.

(1052) Sugarloaf Head, at the S end of Semisopochnoi Island, is a rounding, low, irregular, rocky point forming

the S base of a 2,870-foot snow-capped conical peak

which has a prominent secondary conical crater 1,620

feet high on its S slope. The small bight just E of the

head has a section of sloping sand beach which is

fronted by several lines of breakers. Two small bights

with sloping boulder beaches are about 1 and 2 miles W

of the head.

(1053) The valley drains to the SE coast of the island between Sugarloaf Head and a jagged ridge with twin pinnacles more than 3,000 feet high to the NE. E from the

lake area, a low pass 600 to 800 feet high leads between

steep cliffs to a broad grass-covered valley at the head of

a small bight S of Pochnoi Point, the E end of the island. The point is broad, somewhat flat, and terminates

in sheer rock cliffs about 300 feet high. A small stretch

of sloping sand beach at the head of the bight is the best

landing place on the island, but it is fronted by a small

sand bar about 25 yards offshore.

(1054) Petrel Point, the N end of the island, has a prominent waterfall on its NW tip that makes a sheer drop

from the top of the bluff. Two small bights with sloping

boulder beaches are about 2 and 4 miles along the

shore SE of Petrel Point.

(1055) The E shore of Pochnoi Point and the N shore of Petrel Point on Semisopochnoi Island are Steller sea lion

rookery sites. There is a 3-mile vessel exclusionary

buffer zone around each rookery which encompasses

the NE half of the island. (See 50 CFR 223.202, chapter 2, for limits and regulations.)

(1056) NW of the lake area, the old crater wall rises steeply

to a ridge with two prominent cones. Tuman Point, at

the W end of the island, is faced with steep bluffs. A

prominent triangular-shaped face of a 1,200-foot peak

that drops steeply to the shore is 1.5 miles E along the

N shore of the point. A sloping boulder beach is about 2

miles E of the point. In the broad but slight bight just S

of Tuman Point are small stretches of sloping sand

beach, but they must be approached through heavy

kelp growing on large boulder rocks.

(1057) The best anchorage at Semisopochnoi Island is 1

mile offshore between Tuman Point and Petrel Point in

18 to 22 fathoms, sand and gravel bottom. This is inshore of the strength of the current, the approach is

unrestricted, and it is well protected from most directions. Good anchorage is available in the center of the

bight S of Pochnoi Point in 15 to 22 fathoms, sand bottom; it is free of tide rips and the current that prevails

around the point. A fair anchorage is 1 mile offshore

midway between Pochnoi Point and Petrel Point in 27

fathoms, sand bottom; current is about 1.5 knots. Another fair anchorage is 2 miles W of Sugarloaf Head in

25 to 30 fathoms, sand and gravel bottom.

Local magnetic disturbance

(1058) Differences of as much as 7° from normal variation

have been observed near Sugarloaf Head on Semisopochnoi Island.

(1059) Petrel Bank, that extends about 30 miles NE from

Semisopochnoi Island, is 16 to 20 miles wide within the

100 fathom curve. The high point on the ridge, covered

21 fathoms, is 15 miles NE of the island. A narrow ridge

that extends 30 miles NE of Petrel Bank has ridges of 38

and 48 fathoms. The tidal current on Petrel Bank is rotary, turning clockwise. (See the Tidal Current Tables

for predictions for Petrel Bank.)

Chart 16012

(1060) Bowers Ridge extends N and W from Petrel Bank in

a circular direction for nearly 250 miles. The ridge between the 1,000 fathom curves is 30 to 35 miles wide

and contains several well-defined ridges. Bowers Bank

about midway along the ridge, had a least depth of 6

fathoms reported in 1971.

Chart 16440

(1061) Amchitka Island, 27 miles SW of Semisopochnoi

Island, has a NW-SE length of 34 miles and a greatest

width of 4.5 miles. The SE part is very low, the highest

point being 351 feet. The NW section is hilly and much

414 ■ Chapter 7 ■ Volume 9
higher, with peaks rising to 1,200 feet. The high land

levels out toward the middle of the island to a low, rolling tundra and flat tableland. Many lakes and ponds are

on the S half and a portion of the N half of the island.

Most of the coast is fringed with reefs and extensive

kelp beds. The shores are generally steep with many

off-lying covered rocks, especially on the N shore and

the E part of the S shore. Vessels should stay outside

the 50-fathom curve, up to 4 miles off the N shore and 7

miles off the S shore, unless proceeding to anchorage.

Weak tidal currents have been observed along the S

side of the island.

(1062) In December 1986, Amchitka Island and the nearby

surrounding waters were closed to the public. The island is a military reservation. (See 50 CFR 36.39; not

carried in this Coast Pilot.)

Local magnetic disturbance

(1063) Differences of as much as 5° from the normal variation have been observed on Amchitka Island.

(1064) South Bight, 3 miles W of East Cape, is an excellent emergency anchorage on the S coast of Amchitka

Island, offering shelter during N weather.

(1065) East Cape and Column Rocks are Steller sea lion

rookery sites. There is a 3-mile vessel exclusionary

zone around these rookeries which encompass the entire cape including South Bight and surround column

Rocks. (See 50 CFR 223.202, chapter 2, for limits and

regulations.)

Chart 16446

(1066) Constantine Harbor, on the N side of Amchitka Island 6 miles W of East Cape, provides a fair anchorage.

Because there are no prominent features on the island,

caution is necessary to avoid mistaking other indentations for Constantine Harbor.

(1067) The S side of Constantine Harbor entrance is foul

for 0.5 mile offshore. On the N side a reef, covered less

than 2 fathoms in places and marked by heavy kelp, extends almost 1.5 miles E of Kirilof Point. The head of

the harbor is a sand beach; other shores are rocky

bluffs.

Currents

(1068) Currents in the entrance to Constantine Harbor

are strong and set across the narrow entrance channel.

N to NE gales may force vessels anchored in the harbor

out to sea. The harbor is reported free of williwaws.

Local magnetic disturbance

(1069) Differences of as much as 5° from the normal variation have been observed in Constantine Harbor.

(1070) The 0.2-mile-wide channel between the reefs at the

entrance can be made on course 235°; depths are 20 to

30 fathoms. Once inside anchorage is available in 6 to

20 fathoms, fair holding ground in sand and shell bottom.

Chart 16440

(1071) Kirilof Bay, on the N side of Amchitka Island 8.5

miles W of East Cape, is suitable only for small boats.

Breakers have been reported to run across the entire

entrance to the bay.

(1072) Chitka Cove, 24 miles NW of East Cape, affords

good protection from S and W weather. The approach is

clear except for a 3-fathom shoal 0.7 mile NW of Chitka

Point. Anchor 0.7 mile offshore in 18 to 20 fathoms

with good holding ground in sand bottom.

(1073) Good protection from S winds can be had 0.7 mile

offshore 1.5 miles E of Bird Cape, the NW end of the island. The anchorage is midway between a kelp patch off

the E side of the cape and a rock awash off the first

small point to the E of the cape in 20 to 23 fathoms,

sand bottom Enter on course 170°, heading for a

prominent 50-foot-high pinnacle rock.

(1074) Protection from N and NE winds can be had about 1

mile offshore 12 miles along the S coast of Amchitka Island from Aleut Point, the W end of the island. The anchorage is midway between two prominent rocks in 17

to 20 fathoms, sand bottom. Enter on a N course.

(1075) Oglala Pass, between Amchitka Island and Rat Island, is almost 10 miles wide; depths of 21 to over 30

fathoms can be carried through the middle of the pass.

The current is somewhat rotary, turning clockwise. A

4-knot current has been measured in the middle of the

pass; greater velocities may be experienced. Currents

exceeding 7 knots have been encountered 1.5 miles NW

of Amchitka Island. (See the Tidal Current Tables for

predictions for Oglala Pass.) During moderately heavy

S weather, heavy tide rips extend across the pass at

maximum ebb and attain heights of 30 to 40 feet under

storm conditions. The pass should not be attempted by

small vessels during S weather when the current is

ebbing strongly.

(1076) Little Sitkin Island, 32.5 miles W of Semisopochnoi

Island, has a N-S length of 5.5 miles and an E-W width

of the same distance. The interior is extremely rugged

and mountainous; only the lower slopes are grass covered. There are two prominent peaks, one 3,897 feet

high in the NE part, and the other 1,960 feet high in the

Aleutian Islands ■ Chapter 7 ■ 415
S part. Numerous streams are on the island but no

lakes or ponds. The coast is generally bold, rocky, and

precipitous, with a fringe of kelp 200 to 400 yards wide.

A bank with a least depth of 10 fathoms extends about 1

mile off the N shore. No dangers are more than 600

yards from the beach. (See the Tidal Current Tables for

predictions.)

(1077) The sloping beach in the bight 1 mile E of

Prokhoda Point, the S end of the island, is abrupt and

composed of large, irregular boulders. Temporary anchorage, protected from W and NW winds, can be had

0.5 mile offshore 1.5 miles NE of Prokhoda Point in 22

to 25 fathoms, sand bottom.

(1078) A good anchorage in SW weather is 600 yards offshore 2 miles NW of Pratt Point, the E end of the island,

in 20 fathoms, sandy bottom.

(1079) An anchorage protected from S swells in 0.7 to 1

mile offshore just E of Patterson Point, the N end of the

island, in 20 to 25 fathoms, sand bottom. However, the

williwaws off the island reach gale force with only a

moderate SW wind and currents setting around the island cause tide rips.

(1080) Anchorage in Williwaw Cove, just W of Patterson

Point, is not recommended. The beach at the head is

flat and sandy, but bordered by several lines of breakers.

(1081) The sloping beach at the head of William Cove, 2

miles W of Patterson Point, is abrupt and composed of

large, irregular boulders. Small steam jets and hot

springs are in the valley at the head of the cove.

(1082) Small craft can anchor in the bight just N of Sitkin

Point, the W end of the island, but strong williwaws are

prevalent in E or NE weather. A large prominent

tan-colored bluff is at the head of the bight.

(1083) Anchorage protected from the NE is 0.5 mile offshore in 25 to 30 fathoms, 0.7 mile SE of a prominent

100-foot islet about 1 mile S of Sitkin Point. The anchorage is fair in moderate NW and E winds.

(1084) Little Sitkin Pass, between Little Sitkin Island and

Davidof Island, is 3 miles wide with depths of 48 fathoms or more in the middle part. Moderately heavy tide

rips occur in the pass during the strength of the tidal

current.

(1085) Rat Island Pass, between Rat Island and the group

of islands to the N, is 8 miles wide and has depths of

more than 50 fathoms through a 4-mile middle width.

Currents in the pass are moderate; some set may be expected opposite Little Sitkin Pass and Khvostof Pass.

(See the Tidal Current Tables for predictions.)

Chart 16441

(1086) Rat Island, 12 miles NW of Amchitka Island, is 8

miles long with a greatest width of 2 miles. The interior

is rugged and mountainous, and the shores are rocky.

Most of the N coast is precipitous and fringed with

reefs; small islets and a reef extend 2 miles SE from

Ayugadak Point, the E end of the island.

(1087) Ayugadak Point is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone

around the rookery. (See 50 CFR 223.202, chapter 2,

for limits and regulations.)

(1088) Gunners Cove, about midway along the N side of

Rat Island, has depths of 1 to 12 fathoms, but is not

suitable for anchorage. The bottom is smooth rock and

the wind funnels through the cove. A prominent

50-foot cataract is at the head of the cove.

(1089) Protection for small vessels in W weather is available off the entrance to Gunners Cove in 17 fathoms.

Rocks and reefs on both sides of the cove restrict the

swinging room. Larger vessels can anchor farther off

the cove in 28 fathoms, sand bottom. The anchorage on

the SW coast of Little Sitkin Island offers protection

from NE weather.

(1090) Fair anchorage during S weather can be had 2

miles E of Krysi Point, the W end of Rat Island, in 28

fathoms. The slope between the 20- and 30-fathom

curves is less abrupt at this anchorage than elsewhere

along the N coast; however, the bottom is irregular inside the 20-fathom curve.

(1091) A good anchorage in N and E weather is 1.2 miles

offshore midway along the S coast of Rat Island in 17 to

25 fathoms. The anchorage is 0.8 mile NW of the offshore group of rocky islets, 20 feet high, that is the

dominant feature along this coast. Approach the anchorage from the SW, passing 0.6 mile W of the islets.

(1092) Davidof Island, 7.5 miles N of Rat Island, is irregular in shape with a N-S length of 2 miles and a greatest

width of 0.7 mile. The high point in the S part is 1,074

feet and the summit in the N part is 922 feet high. The

projecting E point of the island is marked by a prominent cone-shaped grayish-tan summit. An islet and a

knife-edged pinnacle are close off the N end of the island.

(1093) Khvostof Island, 1 mile NW of Davidof Island, is 1.5

miles long and 0.8 mile wide. The interior is rugged

and mountainous; the highest peak of 870 feet is in the

W part. Prominent twin rock pinnacles are close off the

N end of the island, and a low flat rock is 700 yards off

the NW shore. A 11⁄2-fathom shoal is 0.4 mile off the N

point of the island.

(1094) The passage between Davidof Island and Khvostof

Island is partially blocked by small and rugged Pyramid

Island. The openings on either side of Pyramid Island

are narrow and foul, and have extremely heavy kelp.

The blocked passage helps protect Crater Bay, NE of

Pyramid Island from SE to SW weather. Use of Crater

Bay is restricted by a 21⁄2-fathom shoal 0.6 mile N of

Pyramid Island. The part of the bay between Pyramid

416 ■ Chapter 7 ■ Volume 9
Island and Davidof Island is clear but too deep for anchorage except close under the shore of Davidof Island,

where small craft can find excellent protection. Small

craft can also anchor, with limited swinging room,

close under the NE shore of Khvostof Island. Large vessels can anchor, free from tidal current, just inside the

30-fathom curve midway between the N end of

Khvostof Island and the knife-edged pinnacle off the N

end of Davidof Island.

(1095) Khvostof Pass, between Khvostof Island and

Segula Island, is deep and clear and may be navigated

without difficulty. The pass is subject to heavy tide rips

at strength of spring currents, especially with moderate breezes from any direction.

(1096) Segula Island, 10 miles NW of Rat Island and the

most W of the group on the N side of Rat Island Pass,

has a N-S length of 4 miles and an E-W width of 3.6

miles. The island is a lone crater-topped mountain, rising to 3,784 feet. A prominent deep fissure is on the S

face of the mountain. Just W of the break is a broad,

grassy slope that extends to the rocky bluff midway

along the S shore.

(1097) Iron Point, on the SE corner of the island, is a narrow, grass-covered, rock bluff 72 feet high; foul ground,

marked by kelp and a breaker, extends 500 yards from

the point. Gula Point, the northernmost tip of the island, is low, narrow, and grass covered. A distinctive

dark, round-topped hill is at the end of the long ridge E

of the small cove on the N side of the island, W of Gula

Point. The cove entrance is nearly closed by reefs.

(1098) On the S side of Zapad Head, at the NW corner of

the island, a prominent grass-covered slope rises gradually from the gravel beach of a small bight; protected

anchorage for small craft is afforded in the bight during

moderate NE to SW weather.

(1099) A line of high, steep pinnacles extends W from

Chugul Point, at the SW corner of the island. Between

Zapad Head and Chugul Point irregular bottom,

marked by heavy kelp, extends 800 yards offshore.

(1100) Segula Pass, between Segula Island and McArthur

Reef, is wide, deep, and clear. Courses through the pass

should be shaped to clear Segula Island by at least 1

mile and McArthur Reef by at least 2 miles.

(1101) McArthur Reef, 8 miles W of Segula Island and

about the same distance E of Kiska Island, is a menace

to navigation. The reef is about 0.8 mile in diameter, it

does not uncover, and it does not break continuously

even in a moderate swell at low water. The reef is not

readily visible except close aboard, and then can be

identified only by a small area of slick water surrounding kelp.

(1102) McArthur Pass, between McArthur Reef and Kiska

Island, is deep and clear and can be navigated without

difficulty.

(1103) Krysi Pass, between Rat Island and Sea Lion Rock,

has a jagged ridge covered in some places with only 2 to

4 fathoms that extends across it. (See the Tidal Current

Tables for predictions.) The pass is not recommended.

(1104) Sea Lion Rock, 9 miles WNW of Rat Island and 8

miles ESE of Tanadak Island, is less than 200 yards in

extent and is about 10 feet high. A thick kelp bed

around the rock extends 2 miles E and the same distance W.

(1105) Sea Lion Pass, between Sea Lion Rock and Tanadak

Island, has depths of more than 20 fathoms over a

2-mile width near the middle. Sea Lion Rock is an uncertain target except in calm weather. Tide rips dangerous to small vessels may occur in the pass during

spring tides. Tidal currents of 4 knots have been observed. (See the Tidal Current Tables for predictions.)

(1106) Kiska Island is about 600 miles W of Unalaska Bay

and is the most important of the Rat Islands because of

its well-sheltered anchorage. It is about 22 miles long

and varies in width from 1.5 to 6 miles. The island is

very rugged and mountainous, the N end being dominated by Kiska Volcano. The crater of the volcano has

two tips, the W and slightly higher being 4,004 feet

high. Immediately S of the volcano is a low valley about

2 miles wide in which are several salt water lakes. The

valley extends nearly across the island from a long, low

stretch of shoreline on the W coast, and a narrow draw

leads over a low ridge at the head of the valley to a small

steep-to sand beach on the E coast.

(1107) Flat-topped, boulder-strewn ridges rise to over

1,000 feet between the lake area and Kiska Harbor. A

low, narrow pass cuts across the island from the SW

corner of Kiska Harbor to a small, foul bight on the W

coast. S of this pass, sharp, rugged ridges 1,500 to 1,700

feet high extend to the SW corner of the island. These

ridges are precipitous on their W sides, but slope gradually on their E sides to the shore of Vega Bay. The valleys and lower slopes of the island are covered with

tundra and grass, while the higher parts are generally

bare and strewn with boulders, especially the ridges N

of Kiska Harbor.

(1108) The shores of Kiska Island are mostly rocky and

steep and bordered in many places by covered and uncovered rocks. Kelp fringes most of the island. Kiska

Harbor and Vega Bay are the two principal indentations

of the coast.

Naval Defensive Sea Area and Airspace Reservation

(1109) Under the authority of Executive Orders 8680 of

February 14, 1941 and 8729 of April 2, 1941, Kiska Island is a designated Naval Defensive Sea Area and Airspace Reservation. Restrictions imposed under the

authority of the above executive orders have been suspended subject to reinstatement without notice at any

Aleutian Islands ■ Chapter 7 ■ 417
time that the interests of national defense may require

such action.

(1110) Sirius Point is a jutting rock ledge at the N tip of

Kiska Island, and the coast for more than 2 miles in either direction is formed of irregular, steep, rock cliffs

and minor points. Deep water extends to within 0.5

mile of the shore. The sharp rocky point at the NE corner of the island is topped by a grass-covered hill conspicuous from the NW and SE.

(1111) In 1965, a volcanic outgrowth was observed making out from shore for a distance of 0.3 mile on the west

side of Sirius Point.

(1112) Pillar Rock, 118 feet high, is a perpendicular rock

of remarkable form 9 miles W of Sirius Point and 6.6

miles from the nearest part of the island. Sturdevant

Rock, covered about 7 fathoms, is 3 miles 282° from

Pillar Rock.

(1113) Northeast Rocks, with a high point of 115 feet, and

Haycock Rock, a lone 113-foot pinnacle 1 mile to the S,

are 0.4 mile off the coast E of the volcano. These rocks

mark the outer limits of an extensive foul area and are

excellent landmarks for visual or radar navigation. Behind Northeast Rocks is a prominent red bluff which is

frequently visible when the other parts of the island are

obscured by low clouds or fog.

(1114) Between Haycock Rock and Sredni Point, 2.5 miles

to the SW, is Sredni Bight, an open bight that affords

good shelter from NW weather in 15 to 20 fathoms,

sandy bottom, 0.7 to 0.9 mile from the beach. The anchorage may be entered on a course of 285°, heading

for the end of the bluff that marks the S side of the

small, sandy beach at the head of the bight. Moderate

williwaws may be expected, and swells enter the anchorage after a storm in the Bering Sea.

(1115) Sredni Point is sharp, sheer, and high. SW from the

point to Reynard Cove and Salmon Lagoon, the high

cliffs are bordered by detached pinnacles, rocks awash,

and submerged rocks. This section of coast should not

be approached closer than 1 mile.

(1116) Reynard Cove, 2 miles SW of Sredni Point, is

blocked by a reef that extends nearly the entire width

just inside the entrance.

(1117) Salmon Lagoon, 2 miles SW of Reynard Cove and

the same distance N of Kiska Harbor, can be entered

with a pulling boat at high water, but the channel

through the low, sand, outer beach is sometimes closed

and often shifts position.

(1118) Kiska Harbor and Little Kiska Island are discussed

later in connection with chart 16442.

(1119) In general, the waters adjacent to the Pacific side of

Kiska Island, from Little Kiska Island to Cape St. Stephen, are irregular in depth. Broken bottom, within

the 30-fathom curve, extends 1.5 to 2 miles offshore.

Submerged pinnacles rise in deep water in Vega Bay, off

Sobaka Rock, and off Cape St. Stephen. The several

small bays and coves between South Pass and Vega Bay

are unsuitable for anchorage.

(1120) Vega Bay is a broad indentation between Bukhti

Point and Vega Point. The W part of the bay has irregular bottom, with a 21⁄4-fathom shoal 1 mile 070° from

Vega Point. The rest of the bay is clear except for inshore rocks. In N or W weather, good anchorage can be

found in 22 to 30 fathoms, sand bottom, off the entrance to Gertrude Cove in the NE corner of the bay. A

pair of gray pinnacles on the shore W of the cove bears

000° from the anchorage. The cove is a good anchorage

for small vessels in all except SW weather.

(1121) Sobaka Rock is 1.4 miles 155° from Vega Point.

About 2.4 miles due W of the rock is a 21⁄2-fathom shoal.

Because of possible set by currents, particular care is

necessary to avoid this shoal in rounding the S end of

Kiska Island. Heavy tide rips occur in this area.

(1122) Dark Cove, small and shallow, is on the SW side of

Kiska Island just E of Cape St. Stephen. When the

weather is rough outside, small boats have been able to

land safely in the NE corner of the cove. Landing is impracticable with a swell from the SSW.

(1123) Cape St. Stephen, the southwesternmost point of

Kiska Island, should be passed no closer than 3.5 miles

to avoid broken ground in the area of the 8-fathom

shoal 1.8 miles 230° from the S tip of the cape. Heavy

tide rips occur in this area at strength of current.

(1124) Cape St. Stephan and Lief Cove are Steller sea lion

rookery sites. There is a 3-mile vessel exclusionary

buffer zone around these rookeries. (See 50 CFR

223.202, chapter 2, for limits and regulations.)

(1125) From Cape St. Stephen, the shoreline, that extends

about 15 miles in a NE direction to Witchcraft Point, is

in general steep and rocky and indented by several

small bights. Deep water extends to within 0.5 to 0.8

mile of the shore for the first 12 miles. Several pinnacle

rocks and rocks awash fringe this part of the coast.

(1126) A prominent line of high rock pinnacles extends

700 yards offshore from Witchcraft Point on the NW

side of Kiska Island. S of Witchcraft Point low

grass-topped bluffs, interrupted by the valleys of two

stream beds, extend 2.7 miles to Conquer Point, a

sharp and sheer rocky point at the foot of a razorbacked

hill about 965 feet high. A 23⁄4-fathom shoal is about 0.5

mile WNW, and two reefs with depths of 4 and 6 fathoms are about 1 mile off the latter point.

(1127) Temporary anchorage for small boats can be had in

the small bight on the S side of the razorback, having

due regard for charted dangers. The bight has a sand

beach.

(1128) Anchorage, protected from moderate NE to SE

breezes and swells, can be found in 25 fathoms, sand

418 ■ Chapter 7 ■ Volume 9
bottom, 0.8 mile off the coast 1.1 miles S of Witchcraft

Point. The anchorage should be approached on a

course of 110°, heading for the small valley about midway between Witchcraft Point and the razorback to the

S. In this anchorage Witchcraft Point is on range with

Vulcan Point.

(1129) A low sand and gravel beach, with a prominent

grass-topped knoll about midway of its length, extends

2.5 miles NE from Witchcraft Point. Then begins a rock

cliff coast that extends 1 mile N to Vulcan Point. NE

from Vulcan Point to Sirius Point, a distance of 3 miles,

the coast is rocky and steep with deep water close to

shore.

(1130) A reef, covered 5 fathoms, extends NW from Witchcraft Point for 2 miles toward Pillar Rock, then E to a

point inshore about 2 miles S of Vulcan Point. Heavy

kelp marks the reef in the summer, and extremely large

tide rips occur in the area at strength of current, especially during spring tides. It is not advisable to approach the reef closer than the 30-fathom curve. Small

craft passing between the reef and Pillar Rock should

do so when the currents are near slack, which periods

occur approximately at the same time as in Krysi Pass.

Chart 16442

(1131) Kiska Harbor, midway along the E shore of Kiska

Island, is formed by a small peninsula to the N which

terminates at North Head, and a broad peninsula to the

S which is separated from Little Kiska Island by South

Pass; South Head is the NE point of the lower peninsula. The harbor proper is roughly circular with a

1.3-mile diameter, although anchoring depths extend

an additional 0.5 mile to E. The NE and S sides are

rocky cliffs; the entire W side of the harbor is low and

sandy except for several ridges that extend to the water’s edge. A low valley opening out at about the middle

of the W shore extends well back into Kiska Island. A

low ridge parallels the N shore at a distance of about 0.5

mile.

(1132) Depths do not exceed 17 fathoms inside a line between North and South Heads. The 10-fathom curve is

0.3 to 0.5 mile off the shores. Caution is necessary in

anchoring to avoid fouling with the many wrecks and

other obstructions in the harbor. The masts of one derelict show above water in 15 fathoms near the center of

the harbor, and a 23⁄4-fathom obstruction is just inside

the 10-fathom curve off the W shore.

Anchorage

(1133) Anchorage is recommended in the central part of

the harbor in 13 fathoms 0.7 mile 185° from North

Head. Shelter from NE to NW weather can be found in

15 fathoms 700 yards 150° from the outer end of the

main wharf. The bottom is hard sand with fair holding

qualities.

Tide

(1134) The diurnal range of tide is 3.6 feet in Kiska Harbor.

(See the Tide Tables for predictions.)

(1135) The shortest route to Kiska Harbor from Seattle

with the best visibility is via Unimak Pass and the Bering Sea. From San Francisco the shortest distance is

via Chugul Pass and Asuksak Pass, 20 miles E of Adak

Island, thence N of the Aleutian Islands to Kiska Harbor; however, a direct route through Amchitka Pass

and Rat Island Pass is only a few miles farther. Oglala

Pass can also be used for the approach from the S. Offshore dangers in the approach to Kiska Harbor are

McArthur Reef and the 4-fathom rock 1.3 miles N of

Tanadak Island.

(1136) A ship pier and a small-craft pier are on the N side

of Kiska Harbor. The ship pier extends 500 yards out

from the shore in a SE direction. In 1999, it was reported that most of the ship pier was in disrepair and

that it was only usable by vessels drawing less than 15

feet. Also, only the shoreward 75 feet of the pier is usable to smaller vessels.

(1137) Little Kiska Island, 0.5 mile E of South Head on

Kiska Island, is 3.2 miles long and 1 mile wide. The island is low and rocky, the highest point being 430 feet.

The shores are, in general, rocky and often precipitous,

although there is a small stretch of low beach facing on

South Pass. The coasts in most places are fringed by

covered and uncovered rocks; a group of islets or rocks

extend about 700 yards from the W end of the island.

(1138) Anchorage with fair protection from the N can be

found in 20 fathoms, irregular rocky bottom, S of the

center of Little Kiska Island. The highest peak, with

two knobs at the summit, should bear due N.

(1139) South Pass, between Kiska and Little Kiska Islands, is a narrow approach to Kiska Harbor from the

SE. Twin Rocks is a group of small islets on the W side

of the S entrance. A 2-fathom rock that breaks in rough

weather, 1.2 miles NE of Twin Rocks, is a danger to vessels approaching the pass from the S.

(1140) A 100-yard wide channel with a swept depth of 24

feet is between a pinnacle covered 11 feet 230 yards NE

of South Head and the near shore. E of this narrow

channel, kelp patches show across South Pass to Little

Kiska Island during slack water. Only light-draft vessels

with local knowledge should use South Pass.

(1141) The current velocity is 4 knots in South Pass, the

flood setting N and the ebb S. The ebb current is particularly strong S of the pass.

Aleutian Islands ■ Chapter 7 ■ 419
(1142) Tanadak Island, 2.7 miles E of Little Kiska Island

and 8 miles W of Sea Lion Rock, is a small grass-covered plateau; cliffs rise from the water’s edge or close

behind it. Foul ground extends for more than 0.5 mile

from the shores; irregular depths of less than 10 fathoms extend 4 miles SE of the island.

(1143) Tanadak Pass, between Tanadak and Little Kiska

Islands, is 2.5 miles wide but is full of shoals with

depths of 2 to 9 fathoms. A 225-yard-wide channel with

a least depth of 12 fathoms is 0.6 mile W of a prominent

20-foot rock, the most W of those off Tanadak Island. A

current velocity of 2.8 knots has been measured in the

pass. Tanadak Pass is not recommended for deep-draft

vessels.

Caution

(1144) Heavy seasonal growth of kelp completely fills

Tanadak Pass and surrounds Little Kiska Island.

Pilotage, Kiska Harbor

(1145) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(1146) Kiska Harbor is served by the Alaska Marine Pilots.

(See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and other details.)

Chart 16440

(1147) Buldir Island is an isolated island between Kiska

Island and the Semichi Islands. This island forms an

excellent landmark for the W Aleutians. The island is

about 4 miles long and 2 miles wide, rugged and mountainous. The highest summit 2,150 feet, is on the S part

of the island. Two lesser summits 2,013 and 1,768 feet,

are on the NE end. High, steep landslides are along the

E end and on the SW side. The shores, in general, consist of cliffs either rising from the water’s edge or backing, narrow rock and sand beaches. The island is a bird

refuge.

(1148) A chain of bold rocks and conspicuous islets extends 1.2 miles NW from Buldir Island. The outermost

of the three islets is 442 feet high, dome shaped, and an

excellent landmark. It can often be seen by vessels passing to the N when Buldir Island is obscured by fog or

thick weather. Tide rips are generally in evidence along

the submerged ridge that extends 1.8 miles NW from

the islet, but no dangerous shoals or reefs are on the

ridge.

(1149) At the E end of the island are several groups of

rocks, the farthest being about 0.3 mile offshore. The S

coast is foul alongshore and should be approached with

caution. Other shores are less rocky. Heavy kelp nearly

encircles the island and probably marks all inshore

dangers. Vessels passing Buldir Island on any course

should stay outside the 50-fathom curve.

(1150) The SE to the NW shore of Buldir Island is a Steller

sea lion rookery site. There is a 3-mile vessel

exclusionary buffer zone around this rookery which

encompasses the entire island. (See 50 CFR 223.202,

chapter 2, for limits and regulations.)

(1151) The anchorage on the NW side of Buldir Island is

the shallow bight formed by the island and the chain of

rocks and small islets that extend to the NW. With the

exception of the narrow valley opposite the anchorage,

the slopes rise precipitously from the shoreline to the

peaks. The sandy beach at the mouth of the valley affords the best landing on the island and a small stream

empties into the bight at this point. Good anchorage,

free from strong currents, can be found in 15 fathoms,

sand bottom, with the middle of the beach bearing

170°. The anchorage affords adequate protection in

fresh SE to SW weather but not in severe storms from

any direction. Anchorage suitable for moderate E

weather can be found in 15 to 20 fathoms 1 mile from

shore just S of the chain of rocks and islets.

(1152) Extending SE from Buldir Island to Kiska Island is

a submerged ridge which is marked by heavy tide rips.

Buldir Reef, 18 miles along the ridge from Buldir Island, is about 5 miles long and 0.5 mile wide. The dangerous part of the reef includes two areas where

breakers can be observed. The E area is estimated to

have depths of 2 to 3 fathoms over it. The W area, covered 3 fathoms, is of considerable extent and marked by

heavy kelp beds.

(1153) A depth of 21⁄2 fathoms is about 14.5 miles ESE of

Buldir Reef in 52°06.5'N., 176°45.0'E. Breakers 8 to 10

feet high and seaweed have been sighted in the vicinity

of the 21⁄2-fathom spot. In 1975, soundings of 13 fathoms were recorded within 100 yards of the 21⁄2-fathom

spot. A sonar evaluation indicated that this area may be

a seamount about 300 to 500 yards wide. Mariners are

urged to exercise caution in the area.

(1154) In June 1981, a 14-fathom spot was reported about

9.4 miles SSW of the 21⁄2-fathom spot, in about

51°57'35"N., 176°39'48"E.

(1155) Currents up to 5 knots were encountered in the

area of shoals between Kiska and Buldir Islands. The set

was to the N or NE on the flood. NW of Buldir Island the

set was always N. Currents are believed to be moderate

except near shoals or islands.

(1156) Middle Reef, a rocky shoal covered 3 fathoms, is 22

miles S of Buldir Island; it is not marked by kelp. Thin

kelp extends for 1 mile S of the reef and from the appearance of the area on the swell, depths of less than 3

fathoms probably exist.

420 ■ Chapter 7 ■ Volume 9
(1157) Tahoma Reef, upon which the cutter TAHOMA was

lost in 1914, is 33 miles S of Buldir Island. The main

reef, which has an E-W length of 1.3 miles, breaks at

the E end in a light swell, and for its entire length in a

moderate swell. Kelp beds extend 1 to 3 miles from all

sides of the reef. A current velocity of 1.5 knots was observed in the vicinity of the reef. (See the Tidal Current

Tables for predictions.)

Charts 16421, 16423

(1158) The Near Islands include the Semichi Islands and

Attu and Agattu Islands.

(1159) The Semichi Islands are Shemya, Nizki and Alaid.

Shemya Island, the easternmost of the group, is about

65 miles WNW from Buldir Island. Alaid Island, the

westernmost, is about 16 miles E by S from Attu. The

group trends WNW over a distance of 11.5 miles. The

islands have numerous lakes, are covered with tundra,

and are treeless. The shores are fringed with reefs and

rocks, some as far as 1 mile offshore.

(1160) Currents estimated to exceed 1 knot occur E and W

of the Semichi Islands and in the passes between them.

S currents have been reported in the area between the

Semichi Islands and Agattu.

(1161) Ingenstrem Rocks, 14 miles SE from the E end of

Shemya Island, is a group of four visible rocks and several others that uncover. The highest and northernmost

of the group is 9 feet high. The rocks are in an area

about 350 yards in diameter.

(1162) Depths of 3 to 9 fathoms extend 2.2 miles SE from

the 9-foot rock. This reef probably breaks along its entire length during heavy weather. Vessels should not

approach the rocks closer than 3 miles on the SE, and 2

miles on the N and W.

Charts 16436, 16423

(1163) Shemya Island, 3.8 miles long and 1.8 miles wide,

slopes gradually from the shoreline on the S to a round

bluff 250 feet high along the N shore. A 111-foot tall

building is at the top of the bluff. An aero radiobeacon is

at the W end.

(1164) The shoreline of Shemya Island is generally fringed

with reefs except for a few short stretches of sand

beach. Rocks, kelp, and shoals extend 0.6 mile N of the

N point of Shemya. The outermost offshore danger is a

41⁄4-fathom shoal, 0.6 mile off the N shore. A danger

zone extends 40 miles off the S shore of Shemya Island.

(See 334.1290, chapter 2, for limits and regulations.)

(1165) Several prominent rocky islets, highest 56 feet, are

0.7 mile off the NE coast of Shemya Island. About 0.3

mile NW of these islets is a rock covered 3 feet, which

breaks much of the time. Foul area extends offshore to

within 0.2 mile of the rocky islets. Between the outer

end of the foul area and the islets is a channel which

may be used by launches.

(1166) The waters for 1.2 miles E and S of the E point of

Shemya Island are foul with visible and covered rocks;

the area is marked by kelp. Shoals with depths of 9 fathoms or less and marked by kelp in the summer are 4

miles S and SSE of the point.

(1167) Alcan Harbor, on the NW side of Shemya Island, is

protected on the E and S, somewhat protected on the

W, and is wide open to N weather. When the seas are

running, breakers can be seen along the submerged remains of a former breakwater which extends about 0.4

mile N from the point on the W side of the harbor. A

wreck marks the end of the point and the submerged

remains are marked by kelp. Several rocks are visible at

low tide up to 100 yards N of the point; mariners are advised to exercise extreme caution in this area. On the W

side of the harbor is a 333-foot sheet pile wharf with a

250-foot mooring face with a deck height of 23 feet and

a depth of 27 feet alongside. In the middle of the harbor

lies a wreck on a reef which is marked by kelp. Depths

in the harbor cannot be relied upon because of the frequent changes, and vessels should be extremely careful

of the natural and structural hazards. In September

1982, it was reported that a strong current had been observed to enter the harbor from the N, move in a clockwise direction around the head of the harbor, and exit

W past the point. The diurnal range of tide is 3.4 feet in

Alcan Harbor.

(1168) (See Appendix B for Shemya climatological table.)

(1169) The S side of Shemya Island is mostly fringed with

reefs and rocks that extend as much as 1 mile off, but

there are short stretches of sandy beach. Skoot Cove,

0.7 mile from the W end of the island, has depths of

about 2 fathoms, and small boats may find shelter here

when weather conditions prevent landings in Alcan

Harbor. In 1970, it was reported that the submerged remains of a former breakwater extend about 100 yards

seaward in a 150° direction from a point (52°43'00"N.,

174°04'15"E.), on the W side of the cove. The cove has

been used as a dump and is reported to be filled in N of

52°43'N.

(1170) Hammerhead Island, 55 feet high and 0.5 mile W of

Shemya Island, is the southernmost of several small islands surrounded by foul ground near the middle of

Shemya Pass, which is between Shemya Island and

Nizki Island. The controlling depth through the passages on either side of Hammerhead Island is about 13

feet, but the E passage is the preferable of the two. During stormy weather or when swells are running high in

the Bering Sea or the Pacific, heavy breakers are likely

to be encountered in the passages.

Aleutian Islands ■ Chapter 7 ■ 421
Chart 16435

(1171) Nizki Island, between Alaid and Shemya Islands, is

3 miles long and 1 mile wide, and is nearly connected to

Alaid by a shifting sandspit. The island with a high

point of 165 feet is lower than either Alaid or Shemya.

The shoreline is very irregular and is fringed by numerous rocks, reefs, and kelp-marked shoals. Narrow channels between the reefs lead to small coves which

provide shelter for small boats.

(1172) During NW to NE weather there is good protection

in an anchorage 1 to 2 miles S of the narrow passage

separating Nizki and Alaid Islands in 10 to 20 fathoms,

hard bottom.

(1173) Alaid Island is 3 miles long and about 1 mile wide.

The E part is low rolling tundra; the W part is made up

of four hills, two of which are over 600 feet high. Most

of the shoreline is rocky and fringed with reefs, but

there are several bights that might provide anchorage

for small boats in an emergency.

(1174) A dangerous 1-fathom shoal is 0.9 mile W of the W

end of Alaid Island. Seas pile up on this shoal and much

of the time it is marked by a breaker. Currents are

strong in the vicinity and cause rips when the wind and

sea are opposed. The deep channel between this shoal

and the shore reefs may be used by launches under favorable conditions but is not recommended for large

vessels.

Chart 16421

(1175) Attu Island, the westernmost of the Aleutians, is 15

by 35 miles in extent and is indented by many bays and

long inlets. The terrain is rugged and has practically no

large level area. The bays on Attu Island offer a striking

similarity. They are apparently formed by submerged

valleys between mountain ridges. The heads of the bays

are fed by streams which have carried down enough

sand to give a good holding ground. The exception to

this is Holtz Bay, which is rock and sand. At the head of

each bay is a crescent-shaped, sand beach with a more

or less high bank of sand across the middle. A course

down the middle of the bay, with the exception of Massacre Bay, was found to be clear; all that have been investigated show deep water close inshore. Some have

rocks along the shore but these are easily seen. Anchorages are in from 10 to 15 fathoms, sand bottom. The

best method is to head into the bay until these depths

are reached and anchor. At the heads of most of the bays

are barabaras (huts) built by the Aleuts for use during

the fur-trapping season.

Currents

(1176) Strong currents may be encountered along the N

coast of Attu Island, and while variable, the consensus

seems to be that they follow strong winds and are noticeably affected by the weather. In calm weather the

set is generally SE.

(1177) Survey operations in recent years have roughly defined tidal currents crossing the chain here, setting in a

general NW and SE direction at the flood and ebb respectively, except as diverted by shoal and land areas.

Slacks follow the times of local high and low water except for a lag at times as great as 1 hour.

Chart 16432

(1178) Chirikof Point is the end of the long peninsula jutting E from Attu Island. This peninsula forms the N

side of Massacre Bay and its approaches and the S side

of Sarana Bay. It is mountainous and has several deep

valleys running approximately N and S across it. Its

shores are rock or boulders; it has rocky bluffs on the N

shore, and like most of the land areas in the Aleutians,

gentler slopes and fewer bluffs along the S shore. Alexai

Point, midway along the S side of the peninsula, is flat

and low with sand beaches in the E and W bights. Foul

areas surround this point for 1 mile. The channel to

Massacre Bay passes 0.8 mile SW of this point.

(1179) As a rule the peaks on Attu Island are clouded in

and are of little use to the navigator in making a landfall. Peaks on the peninsula are no exception to this

rule. The lower hills and summits on Chirikof Point are

frequently clear when the peaks are cloud covered and

consequently a landfall here is not as difficult. The end

of the point is paralleled by a ridge of varying elevation,

more or less crescent shaped, that extends from the SE

to the NE extremities of the point. The highest part of

this ridge is a peak 1,315 feet high, approximately at the

center of the point (N and S). The ridge terminates at

its NE end in Buchanan Point, a prominent knob and

headland 320 feet high. To the S and SE of the summit,

the ridge slopes down to a prominent 755-foot

knob-topped hill and then drops still lower to a flat

ridge carrying out E to the end of McCloud Head.

(1180) A prominent black islet, 10 feet high, is about 0.5

mile NNE of Buchanan Point. Low rock ledges, mostly

bare at high water, make out in an E direction from the

S part of the point. A fair anchorage in 15 to 25 fathoms, sand bottom, can be had in the bight between the

two extremities of the point with good protection in SW

to NW weather.

(1181) A 2-foot-high rocky islet is 2.4 miles ESE from

McCloud Head. E, S, and SW of this islet for 0.8 mile are

shoal areas of 7 to 10 fathoms. No dangers were found

422 ■ Chapter 7 ■ Volume 9
except close in to the islet, but the area should be

avoided and the rocky islet approached no closer than 1

mile as the bottom is ragged and currents are strong. A

safe channel exists W of this islet and 1 mile E of

McCloud Head.

(1182) Reefs and kelp patches extend off the shoreline between Alexai Point and McCloud Head to a distance of

0.5 mile. Anchorage can be had under this shore inside

the 20-fathom curve, having due regard for the charted

foul areas. The bottom is hard, however. A prominent

waterfall on this shore is about middistance between

the two points.

(1183) Massacre Bay, on the S side of Attu Island 6 miles

W of Chirikof Point, is 4 miles wide between Alexai

Point on the E and Murder Point on the W, and recedes

for about 3.5 miles in a N direction. Numerous shoal

areas obstruct the bay but wire-dragged channels lead

to the harbors. A radiobeacon is on the W side of Pyramid Cove.

Caution

(1184) Earthquake activity, in 1975, in the Attu Island area

has caused a bottom uplift of 4 to 7 feet at various locations in Massacre Bay. Until more complete information is developed, mariners are advised to exercise

extreme caution as depths may vary from those charted

and mentioned in the Coast Pilot.

Anchorage

(1185) Anchorage in Massacre Bay can be had in 10 to 20

fathoms; the bottom is volcanic ash and sand with

some clay. The bay is protected on the N, E, and W by

Attu Island, and in S weather heavy swells are broken

up by off-lying reefs.

Tide

(1186) The diurnal range of tide is 3.3 feet in Massacre Bay.

(See the Tide Tables for daily predictions.)

(1187) In 1967, it was reported that the piers at the head of

Massacre Bay and in Pyramid Cove were in ruins at the

surfline, and only the pier in Navy Cove, close NE of

Pyramid Cove, was usable in this area. Numerous obstructions were reported to exist in Pyramid Cove and

in the rest of the bay. Shallow-draft craft can tie up to

dolphins behind the breakwater in the SW part of Casco

Cove, which is midway between Pyramid Cove and

Murder Point, 2.3 miles to the S.

Pilotage, Attu Island

(1188) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(1189) The Aleutian Islands are served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3,

for the pilot pickup stations and other details.)

(1190) An abandoned U.S. Coast Guard loran tower is located on the shore of Pyramid Cove.

Chart 16433

(1191) Sarana Bay is 5 miles W of Chirikof Point and on

the opposite side of the peninsula from Massacre Bay.

From Buchanan Point to the head of Sarana Bay the

shoreline is rocky and precipitous with few valleys of

appreciable depth. Mountainous terrain carries abruptly

to the water with few off-lying rocks or ledges except at

the small points. The S side of the bay and approaches

consist of rock bluffs with close inshore rocks and pinnacles. Square Point, 3.5 miles W of Buchanan Point, is

difficult to identify as none of the numerous points in

this locality are prominent; however, the waterfalls on

either side of Square Point are fairly prominent.

(1192) The head of Sarana Bay and also Hodikof Bay are

low sand beaches. At Hodikof Point rocky bluffs begin

again and continue to Holtz Bay. A chain of rocks and

reefs, including Hodikof Island, makes out about 1.2

miles E from the small point at the N side of the inner

bay. N of this chain of reefs is Hodikof Bay. A small-boat

passage is W of Hodikof Island between Sarana Bay and

Hodikof Bay. A low single-pinnacle rock, 4 feet high, is

off the approaches to Hodikof Bay about 0.5 mile SE of

Hodikof Point. About 0.7 mile ENE of Hodikof Point is

an extensive area of irregular bottom with a least depth

of 11⁄2 fathoms, which breaks in a heavy swell.

(1193) Sarana Bay is not recommended as an anchorage

except for medium and small craft, as a cable area extends through the middle of the bay and in the position

of the only ship anchorage. Smaller craft may anchor N

or S of this area depending upon weather conditions, or

in Hodikof Bay. Also an emergency anchorage may be

had along the shore W of Chirikof Point in not less than

15 fathoms but the bottom is hard and irregular and is

subject to considerable current. Hodikof Bay seems to

be the best anchorage for medium and small craft in

this locality but it should be entered with suitable visibility. Approach on a W course, passing 400 yards S of

the 4-foot rock off Hodikof Point. Anchor in the middle

of Hodikof Bay in 10 to 12 fathoms, sand bottom. This

anchorage is exposed to weather from the N around to

the SE. SE to SW winds blow with considerable force in

Sarana Bay, probably augmented in funneling through

the passes across the peninsula. Their effect in Hodikof

Bay is not known.

(1194) Kelliher Cove is a small bight 0.5 mile S of

Khlebnikof Point. Small craft may obtain shelter from

Aleutian Islands ■ Chapter 7 ■ 423
weather from S to NW. The shores are rocky except at

the head of the cove which has a short gravel beach.

The bottom is hard.

(1195) From inner Sarana Bay to Holtz Bay the coast is

rocky but with gentle slopes back to the mountains in

the interior. E of and close inshore from Khlebnikof

Point are off-lying rocky islets, 5 to 15 feet high, that

serve as landmarks when cruising close inshore. Middle Peak, 2,000 feet high, is the highest point between

Sarana Bay and Holtz Bay, but is usually covered by

clouds.

(1196) Gibson Islands, are on the N side of the entrance to

Chichagof Harbor, the largest island is a flat-topped

grass-covered island, 104 feet high. The smaller islets

at the SE limits of this group are bare pinnacles. Cooper Islands, 0.5 mile W of Gibson Island, may be identified by the sheer pinnacle, 125 feet high, constituting

the S half of the middle island.

(1197) Kennon Island, a 92-foot grass-covered island

about 0.3 mile long, is at the NW side of the mouth of

Chichagof Harbor. A narrow and shoal channel into the

harbor is W of this island. Middle Rocks and Inner

Rocks are low bare rocks 10 to 20 feet high. Middle

Rocks are adjacent to and E of Kennon Island; Inner

Rocks are adjacent to and S of the island. The main

channel is SE of these rocks.

(1198) Pisa Point, on the S side of the harbor entrance, is

a low point ending in a reef. Pisa Tower is a prominent

leaning pinnacle 44 feet high on the point. A rock that

uncovers is 140 yards N of the point.

(1199) Chichagof Point, between Chichagof Harbor and

Holtz Bay, is reasonably flat and 300 feet high. The

shores are rocky bluffs.

(1200) Chichagof Harbor is small in area, shoal, and holding bottom is poor, but it is well sheltered, although SE

to SW winds appear to funnel through the valleys into

the bay with augmented velocity. There is little or no

current effect. The bay is about 0.7 mile wide and allows little swinging room except for small craft. About

18 feet at low water can be carried into the head of the

harbor where depths are about 6 fathoms. Turns are

sharp for medium craft. Fifteen feet is recommended as

the maximum draft of vessels entering this harbor because of the concrete anchor clumps which stand 3 to 4

feet above the bottom. The bottom is mostly hard or

gravel.

(1201) The head of Chichagof Harbor is a sand beach divided into two parts by a rocky point. Other shores of

the bay are ledge or boulders. The N part of the bay, SW

of Kennon Island, is shoal and is recommended for

small craft only. In the central part of the bay is a relatively large area of depths from 15 to 18 feet, with scattered kelp. The channel is N and W of this area. The

village of Attu, at the head of the bay, has been razed.

There is a dock, suitable for small craft, on the SW side

of the bay. Depths at the dock shoal from 10 feet at the

outer end to 4 feet 50 yards inshore. A road leads across

the island to Massacre Bay.

(1202) Range Point is 400 yards SW of Inner Rocks. A

21⁄2-fathom spot is 200 yards N of Range Point.

Tide

(1203) The diurnal range of tide is 3.6 feet in Chichagof

Harbor.

(1204) Holtz Bay, the first bay W of Chichagof Harbor, is

the largest and the most spectacular on the N coast of

Attu Island. It is a broad-mouthed bay thrusting deeply

into the island and having bluff-bordered beaches

backed by tundra-covered mountain masses on both

sides.

(1205) The head of the bay is divided into two arms, separated by Center Point, a promontory about 500 feet

high and having moderate, tundra-covered slopes. At

the head of each arm is a broad sandy beach with low

valleys beyond cutting back into the interior.

(1206) Holtz Bay is free from dangers except for inshore

reefs. It may be entered on any course provided the

shoreline is given a berth of at least 0.5 mile until the

inner arms are reached. When 0.5 mile from Center

Point and about abeam of a rocky islet off the W shore,

take up a midchannel course down either arm. Anchor

in 5 to 6 fathoms in West Arm and in 6 to 7 fathoms in

East Arm. Vessels also anchor at the entrance to West

Arm in 10 fathoms. The bottom in most of Holtz Bay is

a fine gray sand, with shells and some boulders. The

holding properties are fair.

(1207) Holtz Bay offers protection from S and W weather,

but strong winds may draw up through the passes, especially in the fall and winter. One vessel reports having

had an excellent lee from strong W winds when anchored in 17 fathoms in the central part of the bay

about 0.6 mile off Center Point. The bay is wide open to

storms from the N and E.

Chart 16421

(1208) W of Holtz Bay the N coast of Attu Island is precipitous, rugged and fairly straight for 7 miles. A number of

reefs and rocks, all less than 0.3 mile from shore, are off

this coast. Except for these inshore rocks this stretch of

coast is free from dangers.

(1209) Austin Cove is an open bight about midway in this

7-mile stretch of coast. It offers some protection from S

weather to small boats anchoring close inshore. A ledge

terminating in a rock awash at high tide makes off the

424 ■ Chapter 7 ■ Volume 9
W side of the cove. A rock ledge, which projects from

the inner part of the cove for 0.3 mile, must be avoided.

(1210) Steller Cove is a wide bight in the coast about 10

miles W of Holtz Bay. Three open coves further indent

the coastline of this bight. The shoreline is bluff-lined

except for the stretches of sandy beach in the middle

and W coves. The only dangers to navigation are the

close inshore rocks.

Local magnetic disturbance

(1211) Differences of as much as 4° from the normal variation have been observed in Steller Cove.

(1212) The westernmost of these coves offers the best anchorage. Some protection from S and W weather may

be obtained here. To enter the anchorage, steer 210°,

heading about 200 yards W of a prominent grassy knoll

at the head of the cove. Anchor in 8 or 9 fathoms, with a

fine gray sand bottom. The holding properties of this

anchorage are fair. The anchorage offers no protection,

however, from N weather. A current setting E along the

shore may cause a vessel to lay in the trough of the sea

and roll excessively.

(1213) Red Head, on the W side of Steller Cove, has a

bluff-lined shore with a tableland sloping inland to

mountains 1,860 feet high. The upper slopes of these

mountains show bare and red and form a distinctive

landmark in this region. A shoal area extends N from

Red Head and marked currents swirl around this point.

Red Head should be passed at least 1 mile off.

(1214) The only dangers from Steller Cove to the W end of

Attu Island are the inshore reefs. Vessels can follow the

coast with safety 1 mile or more offshore.

(1215) For several miles W of Red Head a low flat strip of

land about 0.5 mile wide is between the shoreline and

the mountains. Several conspicuous boulders are scattered over this flat. The most conspicuous, a block of

rock about 20 feet high in 53°00.8'N., 172°46.4'E.,

forms an excellent landmark.

(1216) Earle Cove, 7 miles W of Steller Cove, is at the W

end of the belt of flatland. At the entrance to this small

cove are several rocks but anchorage for small boats

may be had in 10 fathoms 0.2 mile SW of the larger rock

in the cove entrance. Another anchorage in 11 fathoms

may be had 0.2 mile S of this same rock. Care should be

taken in approaching the anchorage to avoid the kelp

and foul ground off the E point of the cove.

(1217) The shoreline for several miles W of Earle Cove is

craggy and precipitous, rising rapidly to peaks over

2,000 feet high. Kresta Point, 8 miles NE of Cape

Wrangell, is a prominent bold headland and marks the

W end of this section of rugged coastline.

(1218) W of Kresta Point two small valleys make down to

the coast, ending in a stretch of easy-sloping shoreline

about 1 mile long. W of these valleys is another region

of high mountains and craggy, precipitous shoreline,

with a bold headland at its W end. This headland is 5

miles E of Cape Wrangell.

(1219) Two small coves are SW of this headland. W, between the coves and Cape Wrangell, the shore is bold

and precipitous, with a few islets, rocks and reefs near

the shore.

(1220) The current sets E on the flood and W on the ebb

along the N coast of Attu Island near Cape Wrangell. Velocities of 1.5 knots have been observed and may reach

3 knots during spring tides. A current velocity of about

1 knot, 5 miles NE of Cape Wrangell, sets ENE on the

flood and SSW on the ebb.

Chart 16430

(1221) Cape Wrangell is the westernmost extremity of Attu

Island. The cape appears as a string of rocky, rugged islets, about 150 feet high, reaching out from a mountainous ridge. This ridge is bold and steep with a summit

about 1,800 feet high.

(1222) On Peaked Island, just off the cape, a natural

bridge and buttress forms an opening which has the deceptive appearance of a large patch of snow against the

dark rocks. This is a distinctive landmark to vessels N

and S of the cape.

(1223) A rock 3 feet high is about 0.3 mile W of Peaked Island. Breakers usually mark this rock.

(1224) Cape Wrangell should be rounded at 1.5 miles distance. At maximum current the heavy tide rips extend

for about 3 miles off the cape.

(1225) SE of Cape Wrangell, inshore currents were observed setting E at times.

(1226) Cape Wrangell is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone

around the rookery. (See 50 CFR 223.202, chapter 2,

for limits and regulations.)

(1227) Between Cape Wrangell and Etienne Head, the

mountainous coastline is indented by two coves. A

shingle beach is at the N end of Wrangell Cove, the E of

the two. Small boats have made landings on this beach.

(1228) Etienne Head is a moderate-sized headland about

120 feet high. A group of large black rocks and reefs are

off the headland.

(1229) Etienne Bay is the first large bay E of Cape

Wrangell. It is broad and open, and has high mountains

on both sides and a long sandy beach at its head. A low

valley and a pass run inland from this beach.

(1230) The bay is clear of dangers to navigation except for

the reefs and kelp patches that border the E and W

shores. The W shore should be given a berth of at least

0.5 mile. The bottom shoals gradually as the bay is

Aleutian Islands ■ Chapter 7 ■ 425
entered. Deep-draft vessels can anchor in 14 fathoms in

midbay about 1 mile from the head. The bottom is fine

green sand and pebbles and has fair holding properties.

(1231) A perpendicular-sided table-topped shelf about 500

feet high is on the E shore 1.5 miles from the head of

the bay. This makes a good landmark from seaward.

(1232) Etienne Bay is wide open to S and W storms, and

because of the lack of protection is not recommended

as an anchorage except in N or E weather.

(1233) Mikhail Point marks the SE approach to Etienne

Bay. It is a broad, gently sloping headland with a terrace-sided shoulder near its NW part.

(1234) A narrow-mouthed cove cuts into the SE tip of

Mikhail Point. This cove offers good protection to small

boats, but the swinging room is very limited.

(1235) Mikhail Point should be given a berth of at least 0.5

mile by deep-draft vessels.

(1236) Abraham Bay, E of Mikhail Point, is the second major bay E of Cape Wrangell. It is wide-mouthed, narrowing to an inner arm at the NE end. This arm has parallel

shores and a short, sandy beach at its head. The mountains surrounding Abraham Bay rise steeply from the

shoreline to between 1,500 and 2,000 feet high. The

steep, rugged slopes of the inner arm give it a fiord-like

appearance.

(1237) An unusually large waterfall on the NW shore of

Abraham Bay, 2.5 miles E of Mikhail Point, is a conspicuous landmark, even to ships offshore.

(1238) A group of rocks and reefs mark the W side of the

approach to the inner arm of Abraham Bay. The highest

of these, a steep-sided rock 48 feet high, is an excellent

landmark for vessels entering the bay. Vessels should

steer a course to pass not less than 0.5 mile off this

rock, rounding it at that distance and then heading toward the middle of the sand beach at the head of the inner arm. Anchorage is found E of the innermost low flat

reef in 13 fathoms, gravel bottom. The holding properties are only fair. This anchorage offers some protection

from N and E storms, but is exposed to the W and S. In

addition, fierce strong winds often draw through the

inner arm, when no winds are noticeable off the approaches to the bay.

(1239) The E shore is clear of dangers except for the almost continuous string of reefs close inshore. The

greatest dangers are the rocks almost 0.4 mile offshore

1 and 2.5 miles N of Chuniksak Point.

(1240) Chuniksak Point, between Abraham Bay and

Nevidiskov Bay, is a broad, three-pointed promontory

sloping moderately upward and back to two mountain

ridges.

(1241) Small-boat landings have been made in the cove

just NW of the easternmost point of Chuniksak Point.

(1242) A current with a W set has been noticed close inshore around this point.

(1243) Nevidiskov Bay, on the SE side of Chuniksak Point,

is a fairly open, two-armed bay, surrounded by an irregular terrain of mountain ridges and valleys. Nevidiskov

Bay is fairly clear of dangers and may be entered on any

course, except that Chuniksak Point should be given a

berth of at least 0.5 mile and Theodore Point a berth of

at least 1 mile.

(1244) The steep sided, rocky islet, 38 feet high, S of the

point separating the two arms of the bay is a landmark

for vessels entering the bay.

(1245) At the head of the E arm of Nevidiskov Bay is a flat,

sandy beach. Vessels of any draft can anchor off this

beach in 15 to 17 fathoms, 0.7 to 1 mile E of the 38-foot

islet. The bottom is fine gray sand mixed with small

round boulders. It has fair holding properties.

(1246) This bay offers shelter for any draft vessel from NW

through NE to SE storms. It is open and exposed, however, to storms from the SW quadrant.

(1247) Low rocks and reefs fringe most of the E shore of

the bay for as much as 0.3 mile offshore. Kelp is found

over and around these rocks.

(1248) The W arm of Nevidiskov Bay is constricted and has

a rocky, submerged ledge across its inner part.

(1249) Theodore Point, between Nevidiskov Bay and

Temnac Bay, is a bluff promontory sloping moderately

to a knoll-like shoulder and then steeply to the mountain ridge behind. Theodore Point is the southernmost

promontory of Attu Island and the knoll-like shoulder

is a conspicuous landmark for vessels SE or SW of the

point.

(1250) Reefs and rocks fringe Theodore Point on all sides

for about 0.3 mile. Kelp patches cover and surround

most of these reefs. A dangerous pinnacle rock, covered

5 feet, is 0.5 mile SW of the W end of the point.

(1251) Small boats have landed in the cove on the SW side

of Theodore Point.

(1252) W currents were encountered close inshore off

Theodore Point during the summer.

(1253) Fog covers the land above the 100- to 200-foot level

much of the time in the late spring and summer.

Charts 16431, 16423

(1254) Temnac Bay, the first bay W of Massacre Bay on the

S coast of Attu Island, is about 8 miles wide between

Theodore Point on the W and Krasni Point on the E

and indents the island about 4 miles.

(1255) Coming from the E and Massacre Bay it is best to

keep at least 1.5 miles off Krasni Point to clear the reef,

that extends 1.2 miles S of the point, and the islands

along the shore NW of the point. A rock that uncovers 4

feet is 700 yards S of the westernmost island. The W

426 ■ Chapter 7 ■ Volume 9
shore should be given a berth of 0.8 mile until well into

the head of the bay.

(1256) Large vessels can anchor about 1.5 miles from the

head of the bay in 20 fathoms, fine gray sand bottom, of

fair holding qualities. Smaller vessels can anchor farther in. The anchorage offers some shelter from strong

SE breezes. No williwaws were experienced while survey operations were in progress.

(1257) Temnac Bay is not, in general, recommended for

anchorage but it might prove useful in an emergency,

and it would be easy to get out of in case of undesirable

weather conditions.

Charts 16434, 16423

(1258) Agattu Island, about 22 miles SE of Attu Island, is

the second largest and the southerly island of the Near

Islands. This island is roughly triangular in shape with

the N shore or base of the triangle trending in a WSW

direction. The N shore is about 17 miles in length, the S

shore 14 miles and the E shore 9 miles in length.

(1259) The island is volcanic in origin, and similar in terrain, shoreline, and vegetation to the other islands of

the aleutians. Mountain peaks 1,992 feet high are adjacent to the E half of the N shore and 2,080 feet to the

SW. The shoreline is rocky and precipitous and fringed

with close-inshore pinnacles. Boulder or pebble

beaches are at the heads of most of the bights; frequently the boulders are outside the low water line

which renders landing in small boats, except in a

smooth sea, difficult. Water may be boated from

streams in most of the bights. Most of the points rise 50

to 200 feet from the water to headlands and then slope

more gradually to the interior.

(1260) The peaks are generally obscured by a low ceiling.

For this reason the points are the most suitable features for navigational purposes. Krugloi Point, the NE

end of the island; Cape Sabak, the SE end of the island;

and Gillon Point, the W end of the island, are hills and

plateaus sloping to the water’s edge or ending in sheer

headlands. Gillon Point ends in a low flat-topped headland which appears separated from the island. Kohl Island, 156 feet high, is about 2.5 miles W of Cape Sabak

and is prominent. Gillon Point should be given a berth

of at least 1 mile and Krugloi Point 3 miles.

(1261) Cape Sabak and Gillon Point are Steller sea lion

rookery sites. There is a mile vessel exclusionary zone

around these rookeries. (See 50 CFR 223.202, chapter

2, for limits and regulations.)

(1262) Armeria Point, 5 miles NE of Gillon Point, is a

sheer double pointed headland 100 feet high, fringed

with high pinnacles, and rising to greater elevations a

short distance inland. Patricia Point, 6 miles W of

Krugloi Point, is low and slopes gradually back to the

hills inland.

(1263) Nile Point on the S side, 2.3 miles E of Gillon Point,

is a bold headland. A dangerous breaker is about 0.5

mile off this point. This is one of the few off-lying dangers.

(1264) The hills and plateaus constituting most of the island give the appearance of flat tableland from a distance but in most of the areas are interspersed with

numerous valleys.

(1265) It is recommended that medium craft keep outside

the 20-fathom curve around the island except when

seeking shelter, and large craft outside the 40-fathom

curve.

(1266) All anchorages about the island are limited as to

shelter, but the island is not large and both medium

and large craft can proceed to such anchorages as the

prevailing weather requires.

(1267) The currents are weak and heavy tide rips will not

be encountered about this island except in rare cases.

(1268) Patricia Bight is the best anchorage off the N

shore. Extensive kelp beds make well out from the E

side of this bight and a long reef makes out from about

the deepest part in a N direction, ending in a rock

which uncovers. This reef is surrounded by extensive

kelp beds. Small craft may proceed to an inner anchorage E of this reef and into the deepest part of the bay. A

fox farmer’s cabin is at the head of this bight.

(1269) No evidence of kelp or dangers has been found in

other parts of the bight except very close inshore. Large

or medium craft should anchor in 15 to 20 fathoms,

sand bottom, 0.5 to 0.8 mile off the W shore and about

E of the end of Patricia Point. Shelter is afforded from

SE to SW. W and E swells and sea make into the bay.

(1270) Binnacle Bay is a bight 1 mile SW of the end of Patricia Point. Kelp beds are off the N part of the E shore.

A kelp bed also makes out from the point at the W side

of the deepest part of the bay. The remainder of the area

seems to be clear of kelp and anchorage can be had as

needed in 17 to 21 fathoms, hard bottom.

(1271) In Armeria Bay no dangers were found outside the

kelp area. A 10-fathom bank is 1.5 miles E of Armeria

Point. Anchorage may be had 0.5 mile SE of the bank in

24 to 25 fathoms, hard sand and rocky bottom.

(1272) West Cove, a two-armed bight 1.5 miles SW of

Armeria Point, is a fair anchorage for small craft. The

bottom is hard and there is insufficient sea room for

medium craft. Enter 200 to 300 yards E of an islet off

the W side of the entrance. Anchor in the middle of the

bay in 15 fathoms or as desired.

(1273) A bight on the S side of the island, 1.5 miles E of

Gillon Point, is free of dangers except for the breaker

off the end of Nile Point. Anchorage can be had in 17

Aleutian Islands ■ Chapter 7 ■ 427
fathoms, sand bottom, about 0.5 to 0.7 mile from the

shore. The bottom is hard sand, scattered rocks and

broken shell. Reefs are close inshore and a black detached islet is at the W side of the head of the bight.

(1274) Otkriti Bay, on the S side of Agattu Island, is the

largest bay on the island affording any protection; it is

about 1 mile long and 2 miles wide. Two long narrow islands extend W from the E entrance point; the highest

point, 83 feet, of the outer island is a good landmark.

About 0.6 mile SW of the outer island is a 1⁄2-fathom

shoal that breaks in a moderate sea. Anchorage can be

had in 20 fathoms, coarse sand and shell bottom, SW of

the bold point between Karab Cove and Otkriti Bay

proper. Holding properties are fair, but there is no protection from the S and W.

(1275) Karab Cove, the bight on the E side of Otkriti Bay,

is small - 1 mile long and 0.5 mile wide - but affords the

best protection of any anchorage on the island for vessels less than 125 feet in length; it is open only to the

SW. The anchorage is in the center of the cove in 12

fathoms, sand and gravel bottom; it is not recommended in S or SW weather.

(1276) Agattu Roadstead, on the E side of Agattu Island, is

an extensive open bight. Numerous monolithic pinnacles are along the shoreline; Monolith Point, which appears black against lighter background, is on the N side

of the entrance to McDonald Cove. There are no dangers to navigation if the shoreline is given a berth of 0.5

mile. The depth of the roadstead slopes gradually up

from about 45 fathoms to 10 or 12 fathoms. The bottom

is sand, although there is some rock opposite rocky

promontories. Where there is sand it appears to be deep

and affords good holding ground. Agattu Roadstead offers little protection from E and but little from N and S,

but it is protected from the W, subject, however, to draw

winds from that direction. The bight offers suitable anchorage for any type of vessel if weather conditions are

favorable.

(1277) A good anchorage is available in this locality off McDonald Cove in 15 to 20 fathoms, sand bottom. Depths

seem to be suitable for anchorage alongshore for some

distance towards Krugloi Point. Reefs, making out 0.3

to 0.5 mile from shore, extend for 2 miles from Krugloi

Point.

Chart 16012

(1278) The area W of Attu Island was surveyed to 170°E in

1946. Stalemate Bank, 55 miles W of Cape Wrangell,

Attu Island, is a large shoal area with a least depth of 18

fathoms.

428 ■ Chapter 7 ■ Volume 9
Aleutian Islands ■ Chapter 7 ■ 429
430 ■ Chapter 8 ■ Volume 9
Bering Sea

(1) This chapter describes the N coast of the Alaska

Peninsula, the W coast of Alaska including Bristol Bay,

Norton Sound, and the numerous bays indenting these

areas. Also described are the Pribilof Islands, and

Nunivak, St. Matthew, and St. Lawrence Islands. The

communities of Nome, Unalakleet, Bethel, King

Salmon, Naknek, Port Moller, and St. George are also

discussed.

Chart 16006

(2) The S limit of the Bering Sea is a line running from

Kabuch Point (54°49'N., 163°22'W.) on the Alaska Peninsula through the Aleutian Islands to the S extremes

of the Komandorski Islands and on to Cape Kamchatka

in such a way that all the narrow waters between Alaska

and Kamchatka are included in the sea. The N limit is

the Bering Strait.

(3) Much of this area has been only partially surveyed,

and the charts must not be relied upon too closely, especially near shore. The currents are much influenced

by the winds and are difficult to predict; dead reckoning

is uncertain, and safety depends upon constant vigilance.

(4) The chapter area is entirely within the

100-fathom-depth curve, which extends NW from

Unimak Pass and passes to the SW of the Pribilof Islands. Depths vary more or less uniformly in the open

sea except near the off-lying islands, which are volcanic

and rocky and range in height to more than 2,000 feet.

(5) From the head of Bristol Bay to Norton Sound,

shoals or banks formed by river deposits extend many

miles from the mainland, in some places completely

out of sight. Kuskokwim and Yukon Rivers are the

principal drainage systems along this stretch of coast.

As fog and thick weather are common during the navigation season, coasting vessels are advised to sound

constantly and to stay in depths greater than 10 fathoms unless feeling their way in to the land.

(6) Navigational aids are few, and all are seasonal. The

rocky islands and the rocky parts of the mainland are

frequented by thousands of birds whose constant cries

may serve to indicate the approach to these places in

thick weather. Port facilities are rare, and most of the

villages scattered along the coast lighter their supplies

from vessels anchored offshore. Good water can always

be found in the vicinity of high land.

(7) The navigation season depends largely upon ice

conditions, discussed later. During the winter, the ice

and snow along the shore, as well as inland, are suitable

for travel by dog team over many miles of established

trail. Tractors could be driven over long stretches of

this beach area when the lakes and protected bays are

frozen solid enough to support them. Airplanes

equipped with skis can also operate in winter from

many points along the coastal and inland areas.

Currents

(8) Strong tidal currents flow through the Aleutian Islands passes, setting into the Bering Sea on the flood

and into the North Pacific Ocean on the ebb. Observed

velocities have exceeded 8 knots in some of the passes,

but the decrease is rapid once the passes are cleared.

The tidal currents set N and S along the Bering coast

and into and out of the various bays. The periodic tidal

flow along the coast is completely masked at times by

wind currents. In constricted bays the currents may

have considerable velocities. The tidal current has an

average velocity of 0.5 to 1 knot at the off-lying islands.

(9) Most reports indicate that during the open season

there is a general drift N along the Bering coast and

thence through the Bering Strait into the Arctic Ocean.

During the winter, ice moves from the Arctic into the

Bering Sea. The N drift is probably not more than 0.5

knot in the open sea well N of the Aleutian passes. Wind

and atmospheric pressure are said to materially affect

the drift. In a disturbed area the current will generally

set with a strong wind or toward an atmospheric depression, and such a current may serve as a storm

warning.

(10) Along the N side of Unimak Island, the currents are

fairly strong and generally parallel the coast. They attain a maximum velocity of 2 knots 1 mile off Cape

Mordvinof and probably do not exceed 2.5 knots anywhere along this coast. Velocities have been estimated

at 2 to 2.5 knots as far as 12 miles from shore in depths

of about 40 fathoms.

(11) Between St. Matthew Island and Nunivak Island,

the current sets NW with prevailing NE winds during

the navigation season and NE with NW or SW winds.

This N current continues and increases between St.

Bering Sea ■ Chapter 8 ■ 431
Lawrence Island and the mainland, being stronger toward the mainland N of the Yukon River where it has a

velocity of about 1 knot except in early summer when

the Yukon freshets may increase it to 2 knots or more.

A strong N current, amounting at times to 2.5 knots,

has been observed setting on the Yukon flats. The current sets N across Norton Sound to Sledge Island and is

strongly marked along the coast between Sledge Island

and Bering Strait.

(12) Captain Covell, of the Coast Guard Cutter BEAR,

said of the currents in this area: “After a SE gale in the

Bering Sea, during which the water is banked up

against Siberia, a very marked current sets in the opposite direction. The reverse is true for a SW gale. The exact interval between the gale and the strong

countercurrent is, so far, undetermined. Of the existence of this countercurrent under such conditions,

there is no doubt, and it demands consideration.”

Weather, Bering Sea

(13) The weather over the Bering Sea is generally bad

and very changeable. Good weather is the exception,

and it does not last long when it does occur. Wind shifts

are both frequent and rapid. The summer season has

much fog and considerable rain. In early winter, the

gales increase, the fogs lessen, and snow is likely any

time after mid-September. Winter is the time of almost

continuous storminess. Heavy winds from any direction are usually accompanied by precipitation; however, the rain or snow that comes with east or south

winds is likely to continue steadily until the wind

shifts, while rain or snow squalls are characteristic of

the west and north winds. Skies tend to clear more

quickly with the slackening of the speed if the winds

have been blowing from north or west directions.

(14) Taking the area as a whole, the winds are most frequent from N and NE directions from October through

May and are variable, with predominating winds from

directions in the S half of the compass at most stations

during the period from June through September. The

local topography, however, influences the prevailing

wind so that the general wind circulation does not

show conditions at the individual stations.

(15) Over Bristol Bay, winter winds blow mainly out of

the N through E, while summer winds are more likely

to come from the SW through NW. In winter, gales can

be expected 5 to 10 percent of the time. At King

Salmon, northerlies blow more than 20 percent of the

time during the winter season, at average speeds of 10

to 12 knots. Calms occur about eight percent of the

time. During June, July, and August, winds are out of

the S through SW about 40 percent of the time, at average speeds of 8 to 10 knots. Gales occur less than one

percent of the time in winter. The annual mean wind

speed is about 10 knots.

(16) At Bethel, the head of ocean navigation on the

Kuskokwim River, winter winds are out of the N

through NE greater than 40 percent of the time; they

blow at average speeds of 9 to 14 knots. Northwesterlies

are also common from March through June, and then S

through SW winds become predominant in midsummer; these summer winds average 10 to 12 knots. Gales

at Bethel blow less than one percent of the time even in

winter and are unheard of from April through August.

However, winds reach 17 knots or more up to 20 percent of the time. At Hooper Bay, winds are frequently

out of the northeast from November through February,

but quite variable the rest of the year. St. Paul Island is

more exposed than many locations along the coast.

Here winter winds blow at 15 to 19 knots on the average, and gales can be expected about two percent of the

time. Winds are variable, but mainly out of the N

through E during this season. By midsummer, S

through SW winds become prevalent, at average speeds

of 10 to 12 knots. Northwesterlies are frequent during

September and October. The annual mean wind speed

is over 14 knots. The highest reported gust was 73

knots in September 1990. Winter winds are also strong

in Norton Sound, where they blow at 28 knots or more

on up to 13 days per month, at exposed locations like

Unalakleet. Nome is more sheltered, and winds reach

this speed on less than 4 days per month. At Nome, N

through E winds prevail during the winter; calms are

also common. Summer winds are more variable, but

often blow out of the S through W. Maximum winds

have reached 62 knots in December 1977. At Gambell,

on the northernmost point of St. Lawrence Island, the

prevailing winds are SW in summer and generally N

through NE in winter. In general, S through SW winds

are prevalent over the N Bering Sea in the midsummer.

(17) Most of the precipitation over Bristol Bay and the

Bering Sea falls from July through October. Annual average amounts are 20 to 25 inches (508 to 635 mm) in

Bristol Bay. It rains about 20 to 25 days per month during the peak period. Snow totals 40 to 60 inches (1016

to 1524 mm) per year on the average and is most likely

from November through April. From Kuskokwim Bay

to Norton Sound, precipitation drops off to about 10 to

17 inches (254 to 432 mm) annually; rain falls on 10 to

25 days per month in late summer. St. Paul Island has

an average of nearly 24 inches (610 mm) during the

year and extremes have ranged from 36.6 inches (930

mm) in 1964 to 9.82 inches (249 mm) in 1977. To the

other extreme for the region, Nome has an average annual precipitation total of 15.79 inches (401 mm). Annual extremes for Nome range from 24.25 inches (616

mm) in 1950 to 7.42 inches (189 mm) in 1962. At

432 ■ Chapter 8 ■ Volume 9
Bethel in August, it rains an average of 26 of the 31 days

averaging about 3.5 inches (89 mm) for the month.

Snowfall is much more uniform ranging from a maximum of 58.7 inches (1491 mm) in Nome to 46 inches

(1168 mm) in King Salmon.

(18) Poor visibilities can be a problem all year around

along the Bering Sea coast. Visibilities are restricted by

land fog and snow in winter, and by sea fog and rain in

summer. Sea fog is more frequent and more widespread. However, it does not drop visibilities below 0.5

mile any more frequently than land fog.

(19) In general, sea fog or haze drops visibilities to 7

miles or less on 13 to 20 days per month in midsummer. St. Paul Island is the most exposed, and fog or

haze occurs here 22 to 29 days per month from May

through August. At King Salmon, Bethel, and Nome,

July and August are usually the worst months. Sea fog

drops visibilities to 0.5 mile or below on about 2 to 5

days per month in summer. Snow and land fog during

the winter restrict visibilities to less than 7 miles on

about 8 to 12 days per month, and to less than 0.5 mile

on about 2 to 5 days per month. Upriver ports like

Bethel are the most vulnerable.

(20) There is a large continental influence in temperatures. Sheltered or inland ports get much colder in

winter and much warmer in summer, compared to

those exposed to the sea. St. Paul Island and Pilot Point

are at about the same latitude. However, the average

daily maximum in February is 27°F (-2.8°C) at St. Paul,

compared to 11°F (-11.7°C) at Pilot Point, while average minimums are 18°F (-7.8°C) and -7°F (-21.7°C), respectively. At St. Paul, temperatures have dropped as

low as -26°F (-32.2°C) in January 1919, compared to a

-44°F (-42.2°C) at Pilot Point. In summer, the reverse is

true. Pilot Point daytime readings are frequently in the

low sixties (17° to 18°C) with an 84°F (28.9°C) extreme.

At St. Paul Island, average daytime temperatures run in

the upper forties to low fifties (8° to 12°C), with a 66°F

(18.9°C) extreme (August 1987). Along the coast, midwinter daytime temperatures usually climb to 20°F

(-6.7°C) in the south, and 10°F (-12.2°C) in the north

and at upriver ports. At night, readings frequently drop

below 0 F (<-18°C) at Bethel and Nome, while at King

Salmon, 6°F (-14.4°C) readings are common. Extreme

lows range from a -13°F (-25°C) at Port Heiden to a

-55°F (-48.3°C) along the shores of Norton Sound. Significant warming takes place from March through May.

Midsummer temperatures reach the mid-fifties to low

sixties (12° to 17°C) during the day and drop to the

mid-forties (6° to 8°C) at night. Extreme high temperatures have reached the low seventies to upper eighties

(22° to 32°C). Highest temperatures occur at the more

continental locations. Nome, Bethel, and King Salmon

have each recorded all-time maximum temperature in

the mid- to upper eighties (29° to 32°C) and extreme

minimums approaching or surpassing -50°F (-45.5° C).

Ice

(21) Except in sheltered places the ice of the Bering Sea

is in detached fields, floes, and cakes, which are continually kept in motion, breaking up, piling, and telescoping by the action of variable winds and currents. At no

time is the sea one solid sheet of ice, and in the winter,

when it is forming, the ice is more scattered than in the

spring, when the N movement begins and packs it

closer together. The general S limit of ice is from Bristol Bay to the vicinity of St. George Island, and thence

about WNW to the Siberian shore. The S edge is ragged

and very much scattered, and continued N winds sometimes drive fields of ice far S. As a rule, no heavy ice will

be encountered S of the Pribilof Islands and the ice in

their vicinity is likely to be nothing more than detached fields.

(22) In the spring, beginning with April, the ice has a

general N movement, the shore clearing ahead of the

center of the sea; but the ice sometimes hangs on in the

bays and around the islands later than in the open sea.

The movement and position of the ice depend greatly

on the winds. Generally, by June 1, the whole body of

ice is well up with St. Lawrence Island, and a passage

opens to its W side. The E side of the sea is likely to be

obstructed a little later than the W side, and ice is often

met between St. Lawrence Island and Nunivak Island in

the early part of June. The breaking out of the rivers in

the latter part of May clears the shores, but the ice is

likely to remain in Norton Sound several weeks later. In

general, for a vessel not fitted to encounter ice, Norton

Sound is not navigable before the middle of June. At the

opening of navigation the ice is likely to be heaviest and

to remain longest on the N shore of Norton Sound; in

general it is the latter part of June before that part of

the sound is altogether clear.

(23) In the fall young ice begins to form on the rivers,

and in the bays and sheltered places in October, and

grows stronger and spreads according to the severity of

the advancing season. At Nome, on the N side of Norton

Sound, navigation is difficult from early December to

early June and is usually suspended from late December to mid-May.

(24) The National Weather Service publishes a Marine

Weather Services Chart of Alaska waters which shows

ice limits, forecast areas, and radio stations that transmit marine weather and additional information of interest to mariners.

Bering Sea ■ Chapter 8 ■ 433
Chart 16011

(25) Bristol Bay may be said to include all that part of

the Bering Sea E of a line drawn from Cape Sarichef,

Unimak Island, to the Kuskokwin River. Unimak Island

and the Alaska Peninsula bound it on the S and E, and

separate it from the Pacific Ocean. The Naknek River is

at the head of deepwater navigation, while the bay itself

terminates in the Kvichak River a few miles N. The region about Nushagak River, Kulukak Bay, and the

Kuskokwim Bay forms its NW boundary.

(26) The shores are generally low and nondistinctive,

but high mountain ranges and volcanic cones extend

along the central parts of Unimak Island and the Alaska

Peninsula. These rugged snow-covered mountains and

lofty peaks would serve as unmistakable landmarks

were they not obscured by the almost constant fogs

that prevail during the summer. The shore and objects

near sea level are often seen beneath the fog when the

higher lands are obscured, and, therefore, most of the

available landmarks are found on or near the beach.

(27) The Bristol Bay region must be regarded as a dangerous locality to navigate; it is only by the greatest vigilance and constant sounding that disaster can be

avoided upon approaching the land. This is particularly

true of the NE arms and approaches that receive the

waters of the great salmon streams on which the Bering Sea canneries are located. The rivers discharge a

great quantity of water into wide indentations which

open on the arms of the great bay. The banks of the

rivers are frequently marshy and generally muddy. The

discolored waters of the rivers is charged with a large

amount of sediment, which, when deposited forms

shoal areas.

(28) The funnel-shaped configuration of the bay and

river entrances creates tidal currents of great force,

reaching, at times, velocities up to 6 knots. The diurnal

range of tide averages about 18 feet at the river entrances. Vast areas of shoals uncover at low water, leaving only pools and narrow channels between them.

(29) In Bristol Bay and its tributaries, some lights and

buoys are maintained by the Alaska Department of Fish

and Game during the fishing season to mark fishing

districts; they usually show quick flashing white lights

and have no navigational significance. Marine lights

and buoys are normally maintained only during the

navigation season.

(30) Vessels operating in Bristol Bay, particularly at the

head, are warned concerning the use of seawater as a

cooling agent in internal combustion engines, heat

exchangers, condensers, and evaporators. The heavy

amount of silt in suspension in this area can do great

damage to the machinery or equipment if overlooked.

This is especially true of small diesel or gasoline

engines with gear-type water pumps, since the fine

sand will pack itself between the gears and cause them

to bind. Also, the silt is likely to settle in various parts of

the cooling system and accordingly the system may

need regular flushing. Most small-boat operators in the

salmon fishing area, such as Kvichak and Nushagak

Bays, use freshwater cooling systems with piping led

outboard.

(31) Reports of ice conditions at the head of Bristol Bay

usually can be obtained from the National Weather Service Radio Weather Broadcast station at King Salmon

near Naknek or the nearby canneries. On May 17, 1948,

the survey ship PATHFINDER encountered floe ice

about 20 miles NW of Port Heiden and a solid field of

drift ice about 10 miles W of Egegik Bay. At this time of

the year, the run from off Port Moller to the head of

Bristol Bay should be made during daylight because of

possible ice. In 1948, several commercial vessels encountered difficulties attempting the run at night.

(32) The State of Alaska has established a crab pot storage area in the Bering Sea between 57°00'N. to

58°00'N. and 164°00'W. to 166°00'W.

Danger zone

(33) A danger zone of an air-to-air weapon range is in

the N part of Bristol Bay. (See 334.1280, chapter 2, for

limits and regulations.)

Chart 16520

(34) Cape Sarichef (54°36.0'N., 164°55.7'W.), described

in chapter 7, the W end of the S coast of Bristol Bay, is

low, with detached rocks close inshore, around which

strong tidal currents sweep. The land falls away E in a

gentle curve forming Dublin Bay, about 3 miles in

depth and 16 miles across between the cape and Cave

Point. This bay may be used as a temporary anchorage

by vessels of any size. The holding ground is said to be

good. From offshore the first 8 miles of this indentation

is a smooth grassy slope gradually rising from low,

rocky, grass-covered bluffs, about 60 to 100 feet high,

to the mountains several miles inland.

(35) The beach is steep, and the surf breaks almost at

the shoreline. The terrain leading back is quite rugged

and is cut by numerous gullies. This part of the coast

has several prominent hills ranging from 800 to 2,000

feet high at distances of 2 to 4 miles back from the

shore. Red Hill, although only 798 feet high, is a very

distinctive formation near Cape Sarichef; it is isolated

and closer to the shore than the other peaks in the vicinity. The hill is easily recognized by its reddish hue

434 ■ Chapter 8 ■ Volume 9
and is prominent from the N, NE, and W. It is often

clear when higher peaks are obscured by fog or clouds.

(36) A large valley, appearing not as a pass but as an indentation into the hills, is easily recognized from offshore. Beartrack Creek, having a considerable drainage

area, is a swift stream flowing through a bed strewn

with small boulders. About 6 miles NE of Cape Sarichef

are several waterfalls that may serve as landmarks for

vessels close inshore.

(37) The coast in the N half of this moderate indentation

is a series of low sand dunes, and the shore is sandy.

From the line of dunes along the beach a large marshy

area extends back for 2 or 3 miles, where a low pass begins and leads between the peaks to the S side of

Unimak Island. Two moderate-sized streams and a

number of small ones empty into the Bering Sea.

(38) SW of Cave Point the bottom is generally even, of

fine black sand, and good holding ground; the

10-fathom curve is from 0.4 to 0.8 mile from the beach.

There are no charted shoals of any consequence, although the 10-fathom curve is a little farther off the

points than off the bights and coves. The best anchorage is in about 19 fathoms, 7.5 miles 048° from Cape

Sarichef Light. This anchorage affords protection from

the NE through the SE, and around to the SW. In N and

NW weather the current may prevent a vessel at anchor

from heading into the sea.

(39) Cave Point is a vertical rocky cliff formed by a ridge

extending from the N side of Black Hill. It is named for

a cave on its face inhabited by sea birds which in summer hover about it in the thousands, making it conspicuous in clear weather by their numbers and in fog

by their constant cries.

(40) The point is very prominent and can be easily seen

in clear weather from Cape Sarichef or from Cape

Mordvinof. The water off Cave Point is deep; no shoals

have been found. The 20-fathom curve runs about 1

mile off the point.

(41) Black Hill, a black-looking hill about 3 miles ESE

from Cave Point, is the highest peak near the shore; it

can be plainly seen from the W to the N. The hill is covered with snow in the winter, but is bare in the summer.

(42) Between Cave Point and Oksenof Point, the westernmost point of Cape Mordvinof, is another moderate

indentation in the coastline about 6.5 miles by 0.8 mile

in size. The shore for 4 miles NE of Cave Point is a

sandy beach with a series of grass-covered dunes just

back of the high-water line. From the line of dunes a

large flat area extends back for several miles; in this

area is a large pond which is about 0.5 mile NE of Cave

Point. Between this pond and the hills forming Cape

Mordvinof is a large swamp. One large stream empties

into the sea at the N end of the sand beach. Offshore the

bottom is even and no shoals of any importance have

been found. The 20-fathom curve runs from 1 to 1.5

miles off the beach. The indentation in the coastline between Cave Point and Cape Mordvinof is a fair anchorage, giving some protection from the NE around to the

S. In N and NW weather, currents affect the heading of

an anchored vessel.

(43) Snow-clad Pogromni Volcano, 8.3 miles E of Cape

Sarichef Light, forms a striking background to the low,

monotonous coast. The top of the 4,040-foot peak, 1.9

miles N of Pogromni Volcano, is a ridge with no definite

point. It is covered with snow most of the year and usually capped by clouds. However, at times, it is clear

when Pogromni Volcano is not. On the NW slope of the

volcano is a prominent arrowhead-shaped peak about

1,300 feet high. It is very prominent on the skyline

from the N and NE, but is covered by clouds a great part

of the time.

(44) Cape Mordvinof, 26 miles NE of Cape Sarichef,

consists of a succession of points and coves at the end of

a series of round-topped ridges separated by shallow

valleys. The point, including Oksenof Point, is characterized by precipitous rocky bluffs ranging from 450

feet high on the W side of the cape down to 100 feet on

the E end. Small clear streams run through the valleys,

and the terrain slopes upward from the bluff line to a

group of rocky peaks about 2,000 feet high. These peaks

are snow covered in the winter and bare in the summer.

The valleys and ridges are covered with grass and tundra. Good landmarks are lacking on Cape Mordvinof;

the peaks are not distinctive and usually are hidden by

clouds.

(45) Good anchorage for large vessels is not found off

the cape, but shelter from S winds can be had in two of

the coves indenting the cape for boats no longer than

65 feet. The water deepens rapidly and evenly off the

cape, and the 20-fathom curve is from 1 to 2 miles off

the shoreline. No shoal of importance is known off the

cape, and no danger to navigation has been found at

distances greater than 1 mile offshore.

(46) By making good a course of 036° from 3 miles

270° of Cape Sarichef for 25 miles, vessels will be well

outside the 20-fathom curve and the known dangers to

navigation.

(47) E of Cape Mordvinof, the coast falls away slightly

for 6 miles, where it turns abruptly E for 5 miles, and

then takes a N direction forming Urilia Bay. This bay is

open N, but affords protection from all winds from S of

E or W. The approaches are clear, and the water shoals

gradually to 6 fathoms, black sand bottom, about 0.8

mile from shore.

(48) From Urilia Bay to Isanotski Strait the coast trends

NE, is very low, and has several rocky patches extending

Bering Sea ■ Chapter 8 ■ 435
0.5 to 1 mile from shore. Shishaldin Volcano, near the

middle of Unimak Island, is described in chapter 7.

(49) Swanson Lagoon is a shallow lagoon on the N side

of Unimak Island 7 miles W from Chunak Point. It has a

narrow entrance and during some years light-draft

launches can enter, but at other times only pulling

boats can. Inside it is mostly a mudflat at low water

with crooked channels 1 to 3 feet deep flowing between

tidal flats. The lakes draining into the lagoon are

spawning places for salmon, and the lagoon is important only as a fishery. About 0.8 mile E of the entrance

is a cone-shaped hill, 85 feet high.

(50) Isanotski Strait (False Pass), used only by small

vessels, is described in chapter 6.

(51) For 20 miles NE of Isanotski Strait to 175-foot-high

Cape Glazenap, the coast is low with some grassy 50- to

100-foot bluffs. Except off the entrance to Isanotski

Strait, dangers are within 1 mile of the shore. Cape

Glazenap is prominent, because it is higher than the

other places in this area.

(52) The Kudiakof Islands, low, narrow, and grass covered, extend from Cape Glazenap to Moffet Point, 16

miles to the NE. The wreck of an old schooner on Glen

Island, the SW island, and domes on Grant Point, E of

Glen Island, are conspicuous landmarks. The lights at

the Cold Bay airport are visible over this general area

on clear nights.

(53) Behind Cape Glazenap and the Kudiakof Islands is

Izembek Lagoon, which is crossed by many shallow

sloughs. Most of the extensive lagoon area is bare or

awash; the bottom is mud and sand. The sloughs are

difficult to follow except at low stages of the tide and are

not recommended for craft drawing more than 3 or 4

feet.

(54) The Cape Glazenap channel into Izembek Lagoon

is narrow and shifting. The entrance is close to the cape

and is between breakers that extend seaward about 1

mile. The entrance channel has a depth of about 6 feet.

During the summer, fishermen mark the approach

with a drum buoy.

Charts 16520, 16011, 16363

(55) Moffet Point, 95 miles NE of Cape Sarichef, is a

curving sandy hook with dunes 40 to 60 feet high. A

channel leads into the NE part of Izembek Lagoon between Moffet Point and the NE end of the Kudiakof Islands. The depth over the bar is about 2 fathoms. The

channel is between breakers, and during the summer is

marked by drum buoys placed by local fishermen. Passage should not be attempted without local knowledge

or by boats drawing more than 3 or 4 feet.

(56) Moffet Lagoon, behind Moffet Point, is a shallow

area similar to Izembek Lagoon, but much smaller in

extent. The two lagoons are joined S of Moffet Point.

Joshua Green River empties into the E side of Moffet

Lagoon.

(57) Amak Island, 10 miles NNW of Cape Glazenap, is of

volcanic origin. Along the shores are bluffs and huge

boulders except on the S side, where there is a small flat

that was the site of a World War II airstrip.

(58) Foul ground extends about 1.1 miles off the N side

of Amak Island. A reef that uncovers is off the SE side of

the island and extends E about 0.3 mile. A good anchorage, affording protection from N to SW winds, is about

0.5 mile E of the island, 1 mile NE of the rocky ledge off

the SE point, in 81⁄2 fathoms, gravel bottom.

(59) The passage between Amak Island and the Kudiakof

Islands is clear and is the usual track for small vessels.

Depths in midpassage are 10 fathoms or more; currents

are about 2 knots.

(60) Sealion Rocks are about 2.5 miles NW of Amak Island. The largest of the rocks, 95 feet high and prominent, is marked by Sealion Rocks Light (55°27'52"N.,

163°12'11"W.), 94 feet (28.7 m) above the water and

shown from a skeleton tower.

(61) Sealion Rocks is a Steller sea lion rookery site.

There is a 3-mile vessel exclusionary buffer zone surrounding these rocks. (See 50 CFR 223.202, chapter

2, for limits and regulations.)

(62) From Moffet Point the low coast trends almost 70

miles ENE to Cape Rozhnof, on the W side of Port

Moller. A strong inshore set is frequently noted in this

area.

(63) Black Hill, 24 miles NE of Moffet Point and 3 miles

inland, is prominent. About 16 miles to the NE of Black

Hill and 2 miles inshore is a low prominent sandhill

known locally as Last Knoll, as it is the last knoll on the

coast to be seen by a vessel bound E. Local vessels use

this hill extensively in checking their distance to Port

Moller.

(64) Lagoon Point, about 37 miles NE of Black Hill, is

on the W side of the entrance to Nelson Lagoon. Nelson

Lagoon Light (56°00'39"N., 161°05'36"W.), 15 feet (4.6

m) above the water, is shown from a skeleton tower

with a red and white diamond-shaped daymark just E of

Lagoon Point; this light marks the entrance to the lagoon. In May 1986, extensive shoaling was reported to

exist in the approaches and in Nelson Lagoon; caution

is advised. A large L-shaped dock and a launching ramp

are on the N side of Nelson Lagoon about 2 miles W of

the E end of Lagoon Point.

436 ■ Chapter 8 ■ Volume 9
Chart 16363

(65) Herendeen Bay and Port Moller, 175 miles NE of

Cape Sarichef, are mostly shallow, but deep channels

lead almost to their heads. The common approach to

both bays is over a very flat gently sloping bottom with

low shores. Farther in are extensive sand and gravel

flats between deep channels. The earth bluffs along the

beaches have hills behind them that increase in height

to the S. Herendeen Bay has deep water near its head,

and the mountains are broken by several large valleys;

the head of Port Moller is surrounded by high steep

mountains, but deep water is restricted to narrow

channels that apparently are kept open by tidal currents.

Pilotage, Port Moller

(66) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(67) The Bering Sea is served by the Alaska Marine Pilots and Southwest Alaska Pilots Association. (See Pilotage, General (indexed), chapter 3, for the pilot

pickup stations and other details.)

(68) In the event prior pilotage arrangements have not

been made, a stranger in the area should radio the cannery and request assistance.

(69) The entrance channel to Port Moller is marked by

seasonal buoys.

(70) Kudobin Islands, on the W side of the entrance to

Port Moller between Lagoon Point and Cape Rozhnof,

are low and difficult to identify. Walrus Island, the easternmost island of the group, is marked by a light and at

its E end by a distinctive 20-foot knob.

(71) Entrance Point, on the E side of the entrance to

Port Moller, is marked by Port Moller Light 5

(55°58'41"N., 160°34'59"W.), 18 feet above the water

and shown from a tower with a square green daymark

on the point. A cannery is inside the point at the village

of Port Moller.

(72) Harbor Point, 4 miles S of Entrance Point and

marked by a daybeacon, is a low, narrow, grassy, sand

and shingle sandspit with high land behind it. Doe

Point and Point Divide at the entrance to Herendeen

Bay are bluffs that can be seen outside of Entrance

Point.

(73) Extensive shoals just inside Port Moller are subject

to frequent change.

Anchorage

(74) Anchorage can be had 3 miles NW of Entrance

Point in 8 fathoms, fair to good holding ground. Discoloration of the water in this area is caused by streaks of

sediment carried by the tidal currents. Tide rips are

caused by sand waves rising above the general depths.

Tides and Currents

(75) The current velocity at Port Moller is 1 to 2 knots.

(See Tidal Current Tables for predictions.) The diurnal

range of tide is 10.8 feet.

(76) The cannery pier inside Entrance Point is 350 feet

long; depth alongside the face is about 6 feet. It is exposed to S and SE winds that blow across the peninsula

and through the divides. Winds appear stronger at Entrance Point than at the anchorage in the middle of the

bay entrance.

(77) It is advisable to be ready to move on short notice if

moored at the wharf as SE winds come up very quickly,

making it difficult to get away with the limited turning

room. Many fishing vessels moor starboard side to the

wharf in order to leave quickly. Larger supply vessels

anchor in about 7 fathoms 1 mile S of the cannery.

(78) Fishing boats and barges find protection from the S

and SE storms on the NW side of Harbor Point, 2.5

miles S of Entrance Point.

(79) Water is available at the pier at Entrance Point; gasoline, fuel oil, and diesel oil are stored for cannery use.

A marine railway is maintained for cannery small boats.

Limited provisions can be obtained at a store. A paramedic is at Port Moller in the summer and can be

reached on 4125 kHz or VHF-FM channel 16. Air transportation is reported to be available. Radiotelephone

and radiotelegraph communications are maintained.

(80) Point Divide, 9.5 miles SW of Entrance Point, has a

40-foot bluff with the land sloping gradually upward toward the mountain ranges. Doe Point, the SE end of

Deer Island opposite Point Divide, is 50 feet high. The

bluff on the E side of Deer Island is 150 feet high while

the rest of the island and the mainland to the S and W

are generally lower.

(81) Hague Channel, marked by buoys and leading to

Herendeen Bay, is 1 mile wide at the N entrance, but

contracts to 700 yards between Point Divide and Doe

Point. Tidal currents are very strong in the channel; as

much as 4 knots on the spring flood. The current does

not follow the axis of the channel, but sweeps across the

flats and narrow channel. As a result the channel is

subject to change. In September 1983, a 3-fathom

shoal was reported in Hague Channel about 2.5 miles

W of Port Moller Light 5 in about 59°54'56"N.,

147°28'06"W.

(82) A survey vessel anchored 3 miles NE of Point Divide

in 10 fathoms, sand and gravel bottom, and 2.8 miles

WSW of Point Divide in 8 fathoms, mud bottom; holding ground was good in both places.

Bering Sea ■ Chapter 8 ■ 437
(83) On the flood tide, the current causes spectacular

tide rips between Point Divide and Doe Point, with an

extensive area of swirls farther inside Herendeen Bay.

Small craft should use caution during flood tide, especially when the wind is against the current.

(84) Johnston Channel, on the E side of Herendeen Bay,

is 6 to 15 fathoms deep and very narrow with steep

sides. Halftide Rock, on the E side of the channel 3

miles S of Point Divide, is awash at half tide. The current velocity is about 1.5 knots near the rock. Eagle

Rock, near the E shore 3.8 miles S of Point Divide, is

pyramid shaped and prominent.

(85) Small craft can find protection on either side of

Shingle Point, in the small cove between Shingle Point

and Bluff Point, and in Mine Harbor. Larger vessels can

anchor off Marble Point. Crow Reef, off the entrance to

Mine Harbor, bares at low water. The reef is an outlying

danger in the upper bay. Midway Reef, extending 0.4

mile from the E shore of Mine Harbor, shows at half

tide. A reef extends 0.5 mile W from Crow Point.

(86) A trail leads from the head of Herendeen Bay to Balboa Bay on the Pacific side of the Alaska Peninsula.

Chart 16011

(87) The coast is low between Port Moller and Cape

Kutuzof, 20 miles to the NNE. The cape rises in a

rounded bluff to 150 feet.

(88) Cape Seniavin Light (56°23'57"N., 160°08'47"W.),

175 feet (53.3 m) above the water, is shown from a small

house with a red and white diamond-shaped daymark

on rocky Cape Seniavin. Except for a cluster of small

hillocks about 12 miles from the cape, low beach extends from Cape Seniavin to Seal Islands.

(89) Cape Seniavin is an important resting area

(haulout) for Pacific walrus and nesting area for seabirds. Operating a watercraft in a manner which results

in disturbing, harassing, herding, hazing or driving of

walrus is prohibited under provisions of the Marine

Mammal Protection Act. To ensure that walrus are not

disturbed, marine vessel operators are requested to

avoid transiting or anchoring within 0.5 mile of the

Cape Seniavin walrus haulout.

(90) Seal Islands, 30 miles NE of Cape Seniavin, are several barrier islets, barely above high water, strung

along the coast for about 10 miles. It is reported that

small boats can find protection behind the islands. The

coast continues low from Seal Islands to Port Heiden.

Chart 16343

(91) Port Heiden, 250 miles NE of Cape Sarichef, is 9

miles in greatest width and extends inland about the

same distance. The seaward side of the bay is formed by

barrier sandbars 5 to 10 feet above high water.

Strogonof Point (56°53.3'N., 158°50.7'W.), is the NE

end of the barrier beach that extends from the SW. Farther to the NE is crescent-shaped Chistiakof Island,

which extends nearly to the mainland on the NE side of

the bay.

Pilotage, Port Heiden

(92) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(93) The Bering Sea is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3, for the

pilot pickup stations and other details.)

(94) The approach to Port Heiden should be recognized

by the high, bold headlands and the airfield installations on the N side, but the bight back of Seal Islands,

20 miles to the SW, has been mistaken for the bay.

Aniakchak Crater (see chart 16011) is about 15 miles E

of Port Heiden, and Black Peak is about the same distance to the S.

(95) On the mainland back of Chistiakof Island is the

village of Meshik. A commercial airfield, numerous radio towers, and several prominent buildings are about

4 miles NNE of the village.

(96) The seaward approach has a uniformly gently sloping bottom, with shoals extending considerably offshore. The 10-fathom curve is 6 to 8 miles off the bay,

and the 20-fathom curve about 15 to 20 miles off. Over

this area there is good holding bottom of fine sand and

gravel, with some offshore sand waves lying perpendicular to the beach. Inshore of the 5-fathom curve the

bottom tends to shoal abruptly.

(97) No passage is recommended between Strogonof

Point and Chistiakof Island because of numerous shifting bars. Small boats, however, can approach Meshik

around the NE end of Chistiakof Island, with local

knowledge and by exercising caution. In September

1982, Chistiakof Island and the islands to the SW were

reported to be submerged, forming more bars which

close much of Port Heiden during inclement weather.

(98) The bottom in Port Heiden is sand and mud, and

the holding properties are considered poor. The landing area off the cannery at Meshik is long and sloping,

and heavy loading should be done in the latter stages of

a rising tide because of the flats that uncover at low water.

Tides and currents

(99) The diurnal range of tide in Port Heiden is 12.3

feet. The current velocity is 1 knot; the ebb current

seems to be increased by a SE wind. Sea ice conditions

438 ■ Chapter 8 ■ Volume 9
are variable, with navigation seldom entirely suspended; drift ice usually restricts navigation to

full-powered vessels from January through April.

Chart 16011

(100) From Port Heiden the same low coast extends in

nearly a direct line to Cape Menshikof (57°30.0'N.,

157°55.0'W.), where the high land of Port Heiden gradually recedes from the coast. Cape Menshikof is a high

bluff, extending some distance alongshore, with hilly

country back of it.

(101) Cinder River, about 10 miles SW from Cape

Menshikof, is a shallow indentation in the coastline

that is often mistaken for the Ugashik River.

(102) Ugashik River empties into Ugashik Bay, the wide

indentation between Cape Menshikof and Cape Greig.

The capes can be approached from W to within about 2

miles. The coast between the capes, including the river

valley, appears low. Smoky Point, a bluff on the N side

of the entrance, is 7 miles S of Cape Greig. Here the

river is about 4 miles wide at high water. The indentations between the capes, including the mouth of the

river, are filled with shoals. A channel in the river has a

depth of about 10 feet, but a stranger could not follow it

with safety. Only launches can approach the cannery at

low water because of boulders in the channel. The river

is fresh at low water about 5 miles above Ugashik. Each

year the cannery company anchors two floats on the N

side of the channel at the entrance.

(103) A cannery is near the entrance at Pilot Point. The

wharf is 144 feet long, but dries at low water. Water is

available on the wharf. Gasoline, fuel, and diesel oils

are stored for cannery use. A machine shop and

scowway are maintained by the cannery; a 4-ton crane

is on the wharf. Radiotelegraph communication is

maintained.

(104) A cannery at the village of Ugashik, 13 miles from

the entrance, has a wharf 200 feet long with a depth of

14 feet at high water, but is reported dry at half tide.

Water is available on the wharf and by barge at the anchorage. Gasoline and diesel oil are stored for cannery

use. The wharf has a 2-ton crane. The cannery has a

machine shop and a scowway. Small tenders are

beached for light hull repairs.

Pilotage, Ugashik Bay

(105) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(106) The Bering Sea is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3, for the

pilot pickup stations and other details.)

(107) Cape Greig, 7 miles N of Smoky Point, is a prominent brownish bluff, with a few yellow vertical stripes

extending several miles alongshore. It appears to be the

seaward end of a low ridge with low land on each side.

This and a peculiar notched mountain some distance

inland are good marks. Cape Greig Light (57°44'30"N.,

157°41'47"W.), 350 feet (105 m) above the water, is

shown from a skeleton tower with a red and white diamond-shaped daymark.

(108) Cape Greig is probably the best landfall for the approach to Kvichak and Nushagak Bays from SW. N of

Cape Greig, the coast is low and has no distinguishing

features, and even radar is not of much assistance until

abeam of Egegik Bay. Particular care should be taken to

clear the shoals off the entrance to this bay. After passing the bay, Middle Bluff can usually be identified, although the lights on this bluff and on Red Bluff are

small structures not easily seen from offshore.

Johnston Hill, 357 feet high, is not readily identified by

a stranger approaching from the SW, but abeam of the

hill and thence to the NE a sharp tip on the N side is

very prominent.

Chart 16323

(109) Kvichak Bay, the large arm at the head of Bristol

Bay, extends NE from a line between the S entrance

point of Egegik River and Etolin Point. The bay is an

important fishing area for red salmon and has several

canneries in its N part. Kvichak Bay is navigable for

deep-draft vessels as far as the anchorage about 270°

from the entrance to the Naknek River. The approach

from the SW is restricted to a channel about 4 miles

wide by Big Flat, an extensive tide flat extending off the

E shore, and by Dead Man Sands, the large shoal in the

middle of the bay NW of Johnston Hill. This shoal uncovers about 8 feet, and the area N of it is very foul.

Fishing boats and collecting barges use the area at half

tide or higher. Caution is necessary as a number of fishermen have been lost when trapped by the tides.

(110) About midway between Middle Bluff Light and

Johnston Hill are two low spits which, while not discernible visually from a vessel in midchannel, are quite

prominent on a radarscope and hence are valuable

landmarks during periods of low visibility.

(111) N of Naknek River are numerous shoals and uncovered banks. The best water is on the E side of the bay between Naknek River and Koggiung, but local

knowledge is needed to avoid the shoals. The land is low

and flat, but the tanks and buildings of the canneries

and the lights, which are maintained during the canning season, are good landmarks.

Bering Sea ■ Chapter 8 ■ 439
(112) Kvichak River, which empties into the head of

Kvichak Bay, is the outlet for Lakes Iliamna and Clark,

on the W side of the mountain system that borders

Cook Inlet. At maximum ebb, the confluence of discharges from Naknek and Kvichak Rivers is apt to

cause overfalls that are dangerous to small boats.

Winds in excess of 20 knots, opposed to currents, make

the bay quite rough for vessels of light draft.

(113) Good holding ground is available any place in

Kvichak Bay where depths are suitable for anchorage.

The bottom appears to consist of a layer of coarse

gravel, sand, and stones, with mud beneath. The shoal

depths permit a generous scope of chain, which is necessary because of the strong currents and frequent

blows. Only one anchor is recommended because a vessel tends to swing to the direction of the current, despite wind direction, with consequent fouling if

moored with two anchors. Experience has shown that a

scope of 8 or 10 to 1 will withstand the effects of a

60-knot wind and a 3.5-knot current. With a strong

wind opposed to current, a vessel will usually lie broadside to both, and while such a condition sometimes

causes an anchor to walk, no such tendency has been

experienced in this area.

Tides

(114) The diurnal range of the tide at the Naknek River

entrance is 22.6 feet. (See Tide Tables for predictions.)

(115) Navigators are reminded that the great range of

tide in this bay must be considered when selecting an

anchorage.

Currents

(116) In Kvichak Bay and River the current is very

strong, and consequently the channel shifts more or

less each year. The current velocity is 3.5 knots in the

lower part of the bay and 2.5 knots in the main ship anchorage off Naknek. In Naknek River at the hole off

Morakas Point, 4 miles above the entrance, the current

velocities are about 1 knot on the flood and 2 knots on

the ebb. (See the Tidal Current Tables for predictions.)

(117) It is recommended that vessels anchor against the

current, when it is at maximum strength, so that engines may be used to offset the sudden strain when the

anchor is let go. Caution must also be exercised, on

flood current, to keep the vessel from being carried beyond the anchorage area while maneuvering. Since the

currents usually follow the axes of the bay channels,

navigators should make ample allowance when proceeding between Kvichak and Nushagak Bays; otherwise they are apt to be set to the N or to the S when they

are on an E or W course.

Weather, Kvichak and Nushagak Bays Vicinity

(118) The best weather in Kvichak and Nushagak Bays

appears to be from the latter part of May through July.

The bays are frozen over during the winter, and the ice

usually does not break up until May. Vessels approaching the bays during this time of the year, which they

frequently do in preparation for the fishing season, are

cautioned to do so during daylight because of possible

ice.

(119) Storms have a tendency to move into this area from

the Aleutian Islands during August and September,

and, while their intensity usually is diminished, their

rate of movement is decreased and at times they remain stationary while the depressions fill, thus causing

extended periods of poor weather. Fog is not as prevalent in these bays as farther to the SW in Bristol Bay

proper. Storms S of the Alaska Peninsula at times cause

strong winds to draw through the valleys, such as that

of the Egegik River, thus giving the effect of williwaws

near the valley entrances.

(120) Mirages are seen frequently in the Kvichak Bay

area during periods of calm, and particularly at low

tide. They distort the appearance of bluffs and shorelines and make tanks and other elevated structures visible at greater distances than their altitudes warrant.

(121) Egegik River empties into Kvichak Bay 30 miles N

of Cape Greig; Cape Chichagof is the N entrance point.

It is a large river, 1 mile wide at the canneries, and is the

outlet of Becharof Lake. (See also chart 16011.) It flows

in a W direction for more than 28 miles.

(122) The lower part of the river forms Egegik Bay. A

large part of its area is bare at low water. At the entrance, shoal water extends 6 miles offshore and should

be given a wide berth by passing vessels. Entering vessels, depending upon their draft and condition of the

sea, generally cross the entrance bar between half and

full tide stages only. Moderately heavy seas will break

over this bar with any stage of tide, although it has 4

fathoms over it at high water. It is considered the most

dangerous bar in the Bristol Bay area.

(123) In 1982, extensive shoaling was reported in the entrance to Egegik Bay; local knowledge is advised. In

June 1994, a wreck was reported about 6.7 miles WNW

of Coffee Point in about 58°15'19"N., 157°37'48"W.

Pilotage, Egegik Bay

(124) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(125) The Bering Sea is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3, for the

pilot pickup stations and other details.)

440 ■ Chapter 8 ■ Volume 9
Anchorage

(126) At the entrance to Egegik River are two partially

protected anchorages with limited swinging room that

are used by power scows and tugs. The principal one is

the channel inside Coffee Point, with depths up to 5

feet. A smaller anchorage is just E of the wharf at

Egegik, with depths from 6 to 11 feet. Ebb current at

the smaller anchorage is very strong.

(127) Egegik River is navigable to small boats for its entire length into and across Becharof Lake. Although

tidal to the foot of the rapids, mean range in its lagoons

is only 1 foot; 5- to 6-foot drafts can be carried through

the river, but the small lagoon reduces this to 3 or 4

feet, depending upon water stage. The controlling

depth of the 1⁄4 - mile rapids of the lake outlet is 4 feet at

low water stage. Although its midchannel current averages 5 knots, slow-speed powerboats run it frequently

with and without handline aid from the shore. The

river is open from May to October. In 1970, the river

was obstructed by numerous boulders possibly carried

in through ice action.

(128) Freight from oceangoing vessels is generally lightered into Egegik from the ship anchorage off Naknek.

Egegik has limited facilities; a cannery wharf that is 80

feet long dries at low water. Water and a 5-ton crane are

available. Gasoline and diesel fuel are available for local

use only. A pier, 70 feet long and 40 feet wide, with dolphins 10 feet off each outer corner, is 0.2 mile ENE of

the cannery, just N of the twin tanks. Depths of 6 to 11

feet are off the pier. A cannery wharf, across the river, is

150 feet long with little water at its face. This cannery is

inoperative, but its marine railway is active and hauls

out barges, piledrivers, and tugs for winter layup. A removable fish conveyor and three pile dolphins extend

offshore from Coffee Point. The conveyor and dolphins

are removed after the fishing season. Two stores remain open all year in Egegik. Their supplies are principally food staples and clothing.

(129) Radiotelegraph communications are maintained.

Transportation is available by floatplane from May to

October, and is usually obtained from Naknek village or

King Salmon Airport.

(130) Naknek River enters Kvichak Bay on the E side,

about 10 miles S of Koggiung. Cape Suworof is the

point on the N side of the entrance. The large

60-mile-long river has its source in Lake Naknek,

where there are two villages.

Anchorage

(131) Anchorage can be had off the entrance to Naknek

River in 35 to 40 feet; this is the head of navigation for

deep-draft vessels. The approach channel to this anchorage has depths of 33 to 60 feet.

Tide

(132) The extreme range of tide at the river mouth is

more than 25 feet. (See Tide Tables for predictions.)

(133) Shoals and banks, many of which uncover, fill the

lower course of the river and extend 3 or 4 miles, then

trend around N and join the body of the banks that fill

the upper end of Kvichak Bay. In April 1980, a wreck,

which covers with 13- to 15-foot tides, was reported in

about 58°43'27"N., 157°01'02"W., and 300 yards off the

N shore.

Pilotage, Naknek

(134) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(135) The Bering Sea is served by the Alaska Marine Pilots and Southwest Alaska Pilots Association. (See Pilotage, General, (indexed), chapter 3, for the pilot

pickup stations and other details.)

(136) Vessels using Southwest Alaska Pilots Association

pilots and en route to Naknek can contact the pilot boat

by calling “NAKNEK PILOT BOAT” on VHF-FM channel 16 or on a prearranged frequency between pilot and

agent/vessel.

(137) The Naknek River has several large salmon canneries; all have wharves that bare alongside at low water.

Some of the canneries have not operated for years.

Deep-draft vessels anchor about 6 miles off the entrance to the river and lighter their freight ashore in

barges which are available at Naknek; the approaches

to the anchorages vary little from year to year. Vessels

drawing up to 10 feet can go alongside the cannery

wharves at half tide, but can remain afloat at low water

only by shifting to what is called the hole just E of

Morakas Point, which is 4 miles above the river mouth.

The hole has depths of 9 to 14 feet at low water over a

narrow crooked area 200 to 300 feet wide and about 0.5

mile long. Mooring buoys are maintained in this hole

by the canneries on seasonal basis for use of power

scows, tugs, and barges. Craft of these types, drawing

up to about 12 feet, can proceed up the river with local

knowledge some 12 miles from the mouth. In order to

do this, vessels leave Naknek village 1 hour before high

water. Beyond this point, small boats of 3-foot draft can

proceed as far as the rapids, a distance of about 7.5

miles.

(138) An overhead power cable with a clearance of 48 feet

crosses Naknek River about 1.3 miles above Morakas

Point.

(139) All active canneries maintain radio communication. Limited repair facilities, including machine work,

are available at the canneries, as well as water in any

quantity. During the fishing season, water is available

Bering Sea ■ Chapter 8 ■ 441
at the main ship anchorage by water barge. Diesel oil,

gasoline, and lubricating oil are available in quantities

sufficient for normal demands, and limited amounts of

coal and stove oil also are available. Delivery can be

made alongside the fuel dock for vessels drawing up to

10 feet at better than half tide or by drums to ships at

anchorage. There is no fuel oil. Provisions in limited

quantities are available.

(140) Naknek is on the N side of the Naknek River about

1.5 miles from the mouth. A nurse is on duty during

the winter, and, during the cannery season, each cannery employs a doctor whose services are available to

the public for a fee. Weekly mail service is by plane

throughout the year. Regular scheduled steamers also

carry mail during the summer. A road leads 0.8 mile inland to a lake used as a landing place for floatplanes; another road goes about 12 miles SE to King Salmon

Airport. Transportation over land in this area is entirely

by plane. Several floatplanes at the inland lake are

available for hire or charter. The airport has scheduled

freight and passenger service to Anchorage. There is a

telephone line from Naknek to the airport. South

Naknek is on the S side of the Naknek River, directly

across from Naknek.

Weather, King Salmon Vicinity

(141) Nearness to the ocean tends to provide King

Salmon with a climate that is predominantly maritime

in character, with diurnal and seasonal temperature

ranges normally confined to rather narrow limits.

However, the area occasionally experiences definite

continental influences that cause temperature extremes which tend to exaggerate the climatic conditions generally prevailing. The extreme maximum

temperature for King Salmon is 88°F (31.1°C) noted in

June 1953, but days in summer with maximum readings reaching the 80°F (26.7°C) mark are extremely

rare. In fact, July, the warmest month, averages only 5

days with temperatures reaching 70°F (21.1°C) or

above. The coldest temperature on record is -48°F

(-44.4° C) in January 1989.

(142) From December through March the area experiences rather strong winds, due to the passage of east

moving Aleutian lows. The strongest winds are usually

from a northerly direction, developing after the low

centers have passed on E of the local area. Winds of 55

knots or more have occurred in all months with an extreme of 97 knots in November 1965.

(143) Cloud coverage in the King Salmon area is generally quite high, averaging about eight-tenths the year

around. Mountain ranges to the S, E, and W tend to

provide uplift for air moving toward King Salmon from

these directions and produce considerable cloudiness

which is carried out across the local area. When the

wind movement is inland from the SW, the air arrives

carrying a high moisture content to condense in low

level cloudiness, and this action contributes to the frequent fog occurrences all months of the year. Fog development is most frequent during July and August.

During the winter the high moisture content of the air

causes substantial accumulations of frost on outside

objects.

(144) Seasonal snowfall averages about 46 inches (1168

mm) and has ranged from 94 inches (2388 mm) to 16

inches (406 mm) for annual extremes. The maximum

depth on the ground during the winter season averages

about 10 inches (254 mm). This indicates the extent of

melting that takes place with the snow accumulation.

Although most of the snow is received during periods

of general snowfall over most of the SW mainland, a

considerable amount of snow is brought in as snow

showers that move inland from the Bristol Bay area.

These showers are generally quite local and usually of

short duration, but they often follow in rapid succession to bring sizable accumulations of snow within relatively short periods of time. December, with an

average of about 9 inches (229 mm) of snowfall, has the

greatest monthly average snowfall amount. Only July

and August have never seen snowfall.

(145) Ice in the bay near King Salmon usually becomes

safe for man around November 11, with the Naknek

River becoming safe for man around November 25.

Breakup on the bay averages about April 6; the breakup

on the river averages about April 18.

(146) (See Appendix B for King Salmon Climatological

table.)

(147) Libbyville, on the E side of Kvichak Bay, 3.5 miles N

of Naknek River entrance, has a cannery with a

100-foot-long wharf.

(148) Common practice in this area is to avoid all movement of vessels N of Naknek River at the lower stages of

the tide or on a falling tide. At or near high water it is

safe to navigate almost any part of the area with vessels

drawing up to 7 or 8 feet; vessels going aground on a

rising tide are floated in a very short time and may proceed. No known rocks exist on the shoals, and temporary groundings do not often damage vessels.

(149) Most of the area between Naknek and Kvichak

Rivers bares at some stage of the tide.

(150) The E channel from Libbyville to Koggiuing has

depths that vary from 3 to 23 feet at low water. Local

knowledge is necessary to avoid grounding on a falling

tide.

(151) Koggiung, a village on the E side of Kvichak River,

has several canneries. All of the wharves are dry at low

water and have mud bottom alongside. All have water

442 ■ Chapter 8 ■ Volume 9
connections. Fuel oil, diesel oil, and gasoline are stored

for cannery use.

(152) The longest wharf at Koggiung is 450 feet. The marine railway at this wharf can haul out vessels up to 60

tons at high water.

(153) Kvichak River (see chart 16013), from Koggiung to

Iliamna Lake, is 50 miles long. In the upper half of its

course it is much broken by islands and bars into narrow, shallow channels. The lower half is tidal.

(154) Occasionally vessels drawing 14 feet have ascended

the river as far as the mouth of Alagnak River, but anchorage is difficult to find. Kvichak River is navigable

for cannery tenders of 10-foot draft to Alagnak River,

22 miles above the mouth of Kvichak River. Launches

of 3- to 4-foot draft can go on up into Iliamna Lake.

(155) In 1984, the channels through the entrance to

Kvichak River were reported to be extremely changeable. Local knowledge is advised.

Anchorages

(156) The Kvichak River has four recommended anchorages where mooring buoys are maintained during the

fishing season. Water is available at the canneries.

(157) At Graveyard Point, near the mouth, fair protection is available in depths of 10 to 12 feet in all weather

except strong SE storms. The bottom is fine gray sand

with good holding ground.

(158) Graveyard Point Light (58°52'03"N., 157°00'49"W.),

55 feet (16.8 m) above the water, is shown from a skeleton tower with a red and white diamond-shaped

daymark 0.7 mile S of Graveyard Point.

(159) Off Nakeen and the mouth of Squaw Creek, good

protection in all weather is afforded in depths of 13 to

23 feet. The bottom is fine gray sand; the holding

ground is good.

(160) At Kvichak good protection is afforded in depths of

8 to 10 feet in all weather except a strong N storm. The

bottom is gray sand; the holding ground is good.

(161) At Levelock (see chart 16011) good protection is afforded in all weather, in 8 to 10 feet, fine gray sand bottom, with good holding ground.

(162) Common practice on the Kvichak River is to restrict navigation to the direction of the current and to a

stage about half tide, if possible. Vessels grounding on a

rising tide are floated in a short time, and temporary

groundings cause no damage since there are no rocks

on the shoals.

(163) Local knowledge of the channels is necessary, and

anyone not thoroughly familiar with the river is

strongly advised to obtain a pilot from one of the canneries.

Chart 16013

(164) Iliamna Lake is about 70 miles long and generally

from 7 to 17 miles wide. It is about 50 feet above tidewater. Reported soundings indicate a depth at the E end of

many hundred feet. The lake is usually frozen from late

December until late in May; the snow leaves the low

ground in April, remaining until June in the pass between Iliamna Lake and Cook Inlet. Some snow may be

expected in September, but the ground is not permanently covered at low altitudes until some months

later.

(165) Old Iliamna is an abandoned village 3.5 miles

above the mouth of the Iliamna River, which drains

into the E end of Iliamna Lake.

(166) A 15.5-mile State-maintained gravel road connects

Pile Bay, at the E end of Iliamna Lake, and Williamsport

on the W shore of Iliamna Bay. The road is open from

June to October. (See chapter 4, for a description of facilities available at Williamsport.)

(167) Newhalen River (59°41.5'N., 154°56.0'W.), about

20 miles long, connects Iliamna Lake with Lake Clark.

The upper 10 miles can be navigated by canoes and poling boats. Rapids and reported falls make even canoe

navigation impossible for the lower 10 miles. These

rapids may be avoided by a 5-mile portage.

(168) Iliamna is near the mouth of Newhalen River. An

airfield is adjacent to the village.

(169) Lake Clark is about 45 miles long and from 1 to 3.5

miles wide. It is about 220 feet above tidewater, and is

tributary to Iliamna Lake and Newhalen River.

Chart 16322

(170) Nushagak Bay and Nushagak River, on the N side

of Bristol Bay near its head, are important for the extensive salmon fishing and a number of large canneries

that operate during the summer. The bay is 17.5 miles

wide at the entrance between Protection Point and

Etolin Point. The surveys of 1948-50 show that the bars

and channels in the upper bay and river have changed

considerably. Local authorities state that the area between Clarks Point and Dillingham (Snag Point) is particularly subject to change on the ice runout each

spring.

(171) Nushagak Bay and River are obstructed by extensive shoals near the shores, and by long bars, partly

bare at low water, which generally extend in the direction of the channels. In the absence of aids, navigation

is safe only in the daytime when the marks and distant

peaks can be seen. The worst dangers in the approach

are the extensive shoals S and SE of Cape Constantine,

the outer one being nearly out of sight of land.

Bering Sea ■ Chapter 8 ■ 443
Pilotage, Nushagak

(172) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the inside waters

of the State of Alaska.

(173) The Bering Sea is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3, for the

pilot pickup stations and other details.)

(174) N of Dillingham is a sparse growth of timber, which

becomes heavy farther inland, but to the S are only occasional clumps of alder bushes.

(175) The peninsula of Cape Constantine is low rolling

tundra country, with bluffs in places. Nichols Hills, 125

feet high, are small sand knolls, the highest part of a

ridge that follows the E side of the cape, and is 5 miles

NW of Protection Point.

(176) At the SW end and on the SE side of the cape are the

entrances of two lagoons that can be entered by boats at

high water when there is no surf. At low tide, water remains in the entrance and for a short distance inside

the first lagoon; the second lagoon is bare.

(177) Shoals with little water on them in places extend 6

miles S from Cape Constantine, and the outer shoal,

Ustiugof Shoal, is 8 to 9 miles SE from the cape. These

shoals are in the form of long ridges trending in the direction of the set of the tidal currents around the cape

to and from Nushagak Bay. They are steep-to, especially

on the offshore side, and soundings will not give sufficient warning to avoid them.

Currents

(178) The tidal currents NE of Sterling Shoal, off Cape

Constantine, have a velocity of about 2 knots. (See the

Tidal Current Tables for predictions.)

(179) Ustiugof Shoal is a narrow ridge with a least depth

of 13 feet, and has a length of 15 miles in a 052° direction. Close to its SE side are depths of 11 fathoms or

more. From a vessel near the shoal, Cape Constantine

can be seen in clear weather. The greatest care is required when S or SE of the cape. The shoaler ridges are

generally indicated by rip or breakers at low water, but

there is generally nothing to indicate Ustiugof Shoal.

(180) Protection Point, the E end of Cape Constantine, is

a low marshy spit which extends 1.5 miles from the

higher land. On the N side of the point, 2 miles WNW of

its end, is the entrance to a lagoon; small boats can anchor in, or close inside the entrance, but the current is

strong on the ebb. The current velocity off the point is

about 2 knots on the flood and 3 knots on the ebb. A

narrow shoal which uncovers in places at low water extends 4.2 miles S from the point. The S half of the shoal

is about a mile from shore; between the point and the N

end of the shoal is a narrow channel. A detached shoal

about 2 miles E from the point has a least depth of 15

feet.

(181) Nichols Spit, E of Nichols Hills, forms a cove, dry at

low water, that can be entered by boats at high water

and affords shelter except from N winds.

(182) Igushik River, 15 miles N of Protection Point, is a

crooked winding river on the W side of the bay; vessels

up to about 24-foot draft have been taken out. The

channel into the river is not surveyed. The flat on the E

side of the channel leading to the mouth of the river

shows for nearly its full length at low water. The bar at

the entrance of the channel has depths of 5 to 14 feet on

it, and is about 7.5 miles SE of the mouth of the river

and 8.8 miles N from Protection Point.

(183) Igushik Ridge, on the W side of Igushik River, is

prominent, being about 260 feet high near its N end,

where it breaks sharply to the river. The peninsula E of

the river is low.

(184) Togiak National Wildlife Refuge includes Igushik

and Snake Rivers and is a Marine Protected Area. (See

Appendix C for additional information.)

(185) Snake River, 10 miles N of the mouth of Igushik

River, is used only by fishing boats. The channel leading to the mouth of Snake River has depths of about 7

to 29 feet, and is well defined at low water by the flats,

which uncover, except at the entrance.

(186) The land on the E side of the bay is low and rolling

tundra, and the entrance point is rounding without a

distinct point.

(187) Etolin Point, the larger rounded point between

Kvichak and Nushagak Bays, is flat, tundra covered,

with several shallow lakes, some of which have been

used for floatplane landings. The W extremity of the

point is a 90-foot-high bluff. A 149-foot-high rounded

hill, 2 miles E of the point, is a prominent landmark

when approaching from seaward.

(188) Shoals covered less than 12 feet extend 5 miles S of

the rounding point SE of Etolin Point, while depths of

30 feet or less are more than 10 miles from the shore.

The shoaling is gradual, and sounding is a good guide

in approaching the E shore when just outside a line

joining Etolin and Protection Points. Above this line in

the E half of the bay are long shoals, most of which

show in places at low water. A 341° lighted range marks

the channel to Ekuk. Ekuk Bluff, NNW of Etolin Point,

is 170 feet high and prominent. Ekuk is a native village

on a spit at the N end of the bluff. The lagoon inside the

spit is bare at low water. The cannery wharf at Ekuk is

150 feet long with 7 feet alongside at high water. Gasoline, diesel oil, and fuel oil are stored for cannery use,

and water is available.

(189) Clarks Point, 1.5 miles N of Ekuk, is low and has an

extensive gravel beach. On the point are a large Alaska

Packers Association cannery and the village of Clarks

444 ■ Chapter 8 ■ Volume 9
Point. The ridge, 169 feet high, terminates in a bluff at

the shoreline 0.6 mile S of the point and is prominent

from seaward. Several large water tanks near the shore

end of the bluff are prominent landmarks. A wreck,

awash at low water, is about 1 mile SW of the cannery.

(190) The Alaska Packers Association wharf at Clarks

Point is 175 feet long and has a depth alongside of

about 8 feet at high water. A T-pier with a face of 80 feet

and a depth alongside of about 13 feet at high water is

extended out 90 feet from the face of the main wharf

during the cannery season. The main wharf has a

20-ton crane on the NE corner and a 3-ton crane on the

SW corner. Radiotelephone communication is maintained.

(191) Water is piped to the wharf. A general store is operated throughout the year. Gasoline, diesel oil, and fuel

oil are stored for cannery use. The marine railway can

haul out vessels up to 150 tons at high tide; a small machine shop is nearby.

(192) Clark Slough, 1.5 miles NE of Clarks Point, is navigable for launches at high water for about 17 miles. The

bar that must be crossed at the edge of Combine Flats

when entering the slough bares at low water. Fishing

craft and tenders use Clark Slough and the part of

Combine Flats behind Clarks Point for shelter during

heavy SW weather.

(193) Nushagak Point, on the E side of Nushagak Bay and

7 miles N from Clarks Point, is the outer end of a prominent 250-foot ridge, to the E of which is a deep valley.

Nushagak, a small village on the point has two abandoned canneries which serve as a fish camp during

summer. There are no wharves. Vessels may approach

as closely as their draft permits and use small boats or

barges for reaching the shore. Landing at low water is

difficult because of the very sticky mud on the flats, but

a good landing can be made on the gravel beach at high

water. Nushagak has no post office or supplies. Mail is

received through Dillingham.

(194) From Coffee Point to Snag Point, 9 miles to the

NE, the W shore of Nushagak Bay consists mostly of

bluffs. Bradford Point,. between Coffee Point and Snag

Point, is opposite Grassy Island, which is awash at

highest tides.

(195) Kanakanak, at Bradford Point, is a small settlement

which includes the former sites of Dillingham and

Kanakanak, and is connected by roads with the present

site of Dillingham at Snag Point. A hospital is in

Kanakanak, about 7 miles from Dillingham.

(196) Dillingham is the principal settlement and source

of supply in Nushagak Bay. The village has a school and

churches, and hospital facilities at Kanakanak may be

reached by road. Ordinary supplies are available at several general stores. Petroleum products, except fuel oil,

can be obtained from the Delta Western, Dillingham

Terminal Wharf. Fuel oil for the canneries in Nushagak

Bay is generally brought in by tanker early in the season and transferred to cannery barges at the anchorage

off Clarks Point. Limited quantities of fuel oil can be

obtained from the tanks of supply vessels handling general cargo for the bay.

(197) Vessels drawing 23 feet ascend the bay on high tide

and anchor just below Snag Point. Supplies are lightered to Dillingham either by the canneries’ equipment

or by private equipment. The oil and cannery wharves

can be approached only at high tide; vessels drawing 12

feet moor at these wharves on higher high tides. A

208-foot City Dock accommodates large ships and

barges for unloading with a depth of 3 feet alongside.

(198) The cannery at Dillingham has a wharf 300 feet

long with a depth alongside of 2 feet at low water and

can be used by small tenders at high tide. Gasoline, diesel oil, and fuel oils are stored for cannery use. Telephone service is available. The cannery maintains

radiotelephone and radiotelegraph communications. A

marine railway at the cannery can haul out vessels up

to 100 tons at high tide.

(199) Dillingham Small-Boat Harbor on the W side of

Dillingham provides about 950 feet of float space for

small fishing and pleasure craft. A dredged channel

leads from Nushagak Bay to the basin, but should only

be used with local knowledge. The basin retains less

than 5 feet of water. The entrance channel and basin are

subject to rapid shoaling due to sediments from

Nushagak Bay, and annual maintenance dredging is attempted each year. The harbormaster’s office is across

from the small boat harbor.

(200) An airport 1.5 miles W of the village, provides air

services the year round. An aerolight is at the airport.

(201) Wood River has its entrance N of Snag Point, and

has a length of about 24 miles to Lake Aleknagik. Its

width varies from about 600 yards in its lower part to

about 50 yards where it joins the lake. A depth of 3 to

31⁄2 feet at low water can be carried 15 miles upriver and

not more than 21⁄2 feet to the lake; at high water 4 feet

can be carried this distance. The lake is about 24 miles

long and navigable for its entire length.

Prominent features

(202) N of Nushagak Bay is a chain of prominent mountains that are snow-covered in early summer, but are

bare except in the ravines by the middle of July. In clear

weather the peaks show from a long distance seaward,

but much of the time they are obscured by clouds and

haze. Many of the summits are shown on the chart.

Channels

(203) The controlling depth in Nushagak Bay and River is

about 10 feet to Dillingham, 30 miles above the mouth.

Bering Sea ■ Chapter 8 ■ 445
Small vessels of 21⁄2-foot draft can continue up

Nushagak River to Nunachuak, 100 miles above the

mouth.

Anchorages

(204) Vessels can anchor in the outer part of Nushagak

Bay in N weather. The wind from this direction does not

appear to blow with force during the summer. This part

of the bay is exposed to a heavy sea during E to S

weather. The strong current causes a vessel at anchor

to lie stern or broadside to the sea when the wind opposes the current. The bars seem to afford little protection. In SW and NE weather, the W and E sides of the

bay, respectively, should be selected.

(205) Good anchorage can be found S of Ekuk Bluff, in 30

to 35 feet, mud bottom, where the current is not

strong. During the cannery season, mooring buoys,

placed in a line parallel to the beach, are maintained for

tally barges in the area S of Ekuk Bluff and E of the

main channel.

(206) In SW weather, good anchorage in about 18 feet is

offered to vessels drawing 12 feet or less, 1 mile 021°

from Protection Point. Deeper draft vessels should anchor farther NE.

(207) Above Ekuk good anchorage will be found wherever the depth will permit. This part of the bay is very

choppy in heavy weather, but the sea seldom, if ever, is

heavy enough to endanger a vessel. The bottom is sand,

but the anchor holds well if given a scope of about 60

fathoms. The currents are strong, and care should be

taken to avoid dragging. Vessels remaining long are anchored in line in the channel to interfere as little as

possible with the nets. During the cannery season,

mooring buoys are placed by the canneries in lines parallel to the channel off Ekuk Bluff and Clarks Point.

Tides

(208) The tides in Nushagak Bay are influenced to some

extent by strong winds. The diurnal range of tide at

Clarks Point is 19.5 feet. (See Tide Tables for predictions.)

Currents

(209) The currents in Nushagak Bay have considerable

strength; velocities of about 4 knots have been observed on both the flood and the ebb. The ebb usually

begins shortly before high water and continues to run

after low water, roughly about 7 hours ebb and 5 hours

flood. The period of slack water is usually short. The

currents generally set fair with the channels, but in

navigating the bay the course is often across the current and allowance must be made for it. The velocity is

influenced by freshets and continued winds, which also

affect the times of slack water. A current of over 5 knots

may be experienced at times. (See Tidal Current Tables

for predictions in Nushagak Bay.)

Weather, Nushagak Bay Vicinity

(210) The weather is variable, but it is considered better

than farther W. Spells of bad weather occur, and their

duration increases in the late summer. SW winds

sometimes predominate in the early summer and E

winds later. E winds bring thick weather and rain, and

are accompanied by a low or falling barometer. SW

winds, if moderate, bring fair weather, but if strong

bring rain. NE winds bring fine clear weather, but seldom blow steadily. In settled weather the wind may be

light from any direction, accompanied by showers. After a gale there is usually no shifting of the wind or sudden breaking of the storm, but the wind decreases, and

there is a gradual return to fair weather. Fog sometimes sets in from the sea, but there is little fog during

the summer

Ice

(211) The movement of the ice is variable, depending

upon the direction of the wind. It is said that the arrival

of cannery vessels has been as late as June 17. The ice is

not solid, but drifts in floes with the wind and current.

NE winds drive the ice out of the upper bay to ground

and breakup on the shores and sandbars of the W side of

the bay. Cannery floating equipment is hauled out

upon completion of the season in mid-August, and the

salmon pack is taken out at that time. One winter supply vessel generally makes the last trip into the bay

about the middle of September.

Routes

(212) The channels and bars of Nushagak Bay and River

are probably subject to constant change because of the

action of currents and to a smaller extent by the action

of the sea. Changes of considerable extent are reported

by those of long experience. A margin of safety should

therefore be allowed for the soundings found by the

survey. It is also well to remember that with a very low

tide the water may fall as much as 41⁄2 feet below the

plane of reference of the chart.

(213) The navigation of the bay is not easy, and a stranger

should proceed with great caution. Tide rips may be

taken as good evidence of shoals. The shoals are long

ridges trending in the same directions as the tidal currents, and the danger of stranding is greatly increased

if a course is set across the currents. A stranger should

navigate only on a rising tide and is advised to communicate by radio with one of the canneries and arrange to

have a pilot sent out.

(214) It is recommended that vessels bound to Nushagak

make Cape Greig (see chart 16011), which is high and

446 ■ Chapter 8 ■ Volume 9
easily recognized and marked by a light, then shape the

course for the entrance to the bay, favoring the Etolin

Point side in preference to the Cape Constantine side.

The currents that may be experienced when crossing

from Cape Greig are not known, but there may be considerable set. Great care should therefore be exercised

in approaching the entrance. The land at the entrance

when first seen in approaching is indefinite, and presents no feature that can be readily identified.

(215) Enter the bay on the 341° lighted range through

Ship Channel. Favor the E side of the range until clear

of the 6-foot spot on the E edge of Long Sands and take

care to avoid the 3- and 4-foot spots near the edges of

the channel through the N end of the bar. When

through the cut on the bar, leave the range and follow

the general trend of the shore to off Ekuk.

(216) Note.–On the flood, just inside the bar, cross a distinct rip and keep it about 150 feet off the port side. The

waters of the upper bay and river carry heavy sediment,

and the only indications of shoals usually are swirls or

rips. On the ebb the waters of the upper bay are practically fresh, but they become brackish on the flood.

(217) From Clarks Point to the upper canneries, numerous mud and sandbars are exposed at low water in the

central and W parts of the river. Shoal water in the middle of the river is extensive and restricts crossing during low water; nearly all navigation of this section is

done on a rising or high tide. Navigation of this area

should not be attempted by large vessels except on a

rising tide and then only with local knowledge or with a

local pilot. Local authorities state that the area is subject to change on the ice runoff each spring.

(218) Present traffic follows the E shore above Clarks

Point, keeping about 1 mile off. The channel follows

close along the edge of the E mudflats and is marked by

local buoyage during the summer. The W line of this

buoyage marks the E edge of the channel, and the other

two or three lines mark set-net sites. The channel is 0.8

mile offshore at the N end of Combine Flats and 0.5

mile off at Nushagak Point. One mile below Nushagak

Point, vessels cross over and pass 0.2 mile off Bradford

Point, then follow the W shore at this distance to the

anchorage off Dillingham. Traffic generally starts

upriver on half-flood tide.

Repairs

(219) The large tides and the flats make it easy to beach a

vessel of drafts up to about 18 feet. A good place is at

Clarks Point. Small machine repairs can generally be

done at the companies’ shops.

Communications

(220) The Northland Marine Lines makes several trips a

year into the Nushagak Bay area, the earliest about May

15 and the latest about September 15, depending upon

ice conditions. Commercial airlines serve the area. Dog

teams are used to some extent by natives and trappers

during the winter, and small boats are used for local

travel during the summer. Tankers and barges bring in

diesel oil, gasoline, lubricating oil, and fuel oil. All canneries and their tenders are equipped with radiotelephone, and radio traffic can be handled through the

cannery shore stations during the season. Radiotelephones are maintained by cannery caretakers during

the winter.

Charts 16011, 16315, 16305

(221) The area between Cape Constantine and Cape

Newenham (58°40'N., 162°10'W.) is unsurveyed, and

there are indications that the present charts are considerably in error. Vessels setting a course from outside

Ustiugof Shoal (58°17.0'N., 158°39.0'W.), to pass about

2 miles off Cape Peirce (58°38.0'N., 161°45.0'W.), in

thick but otherwise moderate weather, have reported

making Hagemeister Island dead ahead. This undoubtedly is because of a N set in this vicinity. In the thick

weather which prevails in this locality safety is assured

only by constant sounding.

(222) Kulukak Bay, entered between Kulukak Point, 38

miles NW of Cape Constantine, and Right Hand Point,

about 9 miles WSW, is shoal; there is a depth of 3 fathoms just inside the entrance and the N half dries at low

water. The buildings of an abandoned native village are

above the bluff at the NW corner of the bay.

(223) Togiak National Wildlife Refuge includes Kulukak

Bay and is a Marine Protected Area. (See Appendix

C for additional information.)

Pilotage, Kulukak Point

(224) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(225) The Bering Sea is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3, for the

pilot pickup stations and other details.)

(226) Right Hand Point is the S extremity of a mountainous peninsula that separates Kulukak Bay from Togiak

Bay.

(227) Walrus Islands, consisting of three islands and

three above-water rocks, are in the approach to Togiak

Bay. Several shoals of 3 fathoms or less are between the

islands as well as S of the group. Shoaling is rapid after

reaching a depth of 3 fathoms, requiring continuous

sounding while navigating these waters. Thick weather

is frequent in this area, and often the higher islands are

Bering Sea ■ Chapter 8 ■ 447
fog-capped when the weather is otherwise clear. The diurnal range of tide is 9.5 feet. The land areas and adjacent waters of Round Island, Crooked Island, High

Island, Summit Island, The Twins, and Black Rock are

established as the Walrus Islands State Game Sanctuary.

(228) Round Island, the easternmost of the group, is

1,410 feet high and is about 10 miles SSW of Right

Hand Point. Access within a three mile radius of Round

Island is prohibited without a permit from the Alaska

Department of Fish and Game. The W side of the island

is precipitous and bare in the lower elevations. A narrow beach makes around the E side. To the N the island

terminates in a distinct pinnacle rock. A reef, bare in

places and consisting of sand and smooth boulders, extends about 1.3 miles NW of the pinnacle rock.

(229) Indifferent anchorage may be found about 1 mile

NE of the island in about 11 fathoms, hard sand bottom.

(230) Crooked Island, 1,254 feet high, is 9 miles WNW of

Round Island; it is almost entirely covered by tundra.

There are large coves on both the SW and E sides of the

island. These coves have been reported to be shoal; the

3-fathom curve extending about 2 miles offshore on the

W side of the island. About 0.5 mile off the E side of the

island just S of the large cove, anchorage with protection from W to SW winds and good holding ground can

be found. A bank, covered 2 fathoms or less, is about 1.5

miles off the NW side of the island. Shoal extends the

full length of the W side of the island.

(231) High Island, the westernmost of the Walrus group,

is 1,716 feet high and is 2 miles W of Crooked Island;

this island is steep-to on its E and W sides, with a few

strips of sand beach.

(232) The Twins are two isolated rocks 3 miles S of

Crooked Island. The larger is 300 feet high; the lower

and SW of the two is 100 feet high.

(233) Black Rock, 131 feet high, is 3 miles E of the N part

of Crooked Island. From the air the rock appears to be

an upthrust on a submerged ridge, the axis of which

parallels that of Crooked Island. Black Rock, the SE

tangent of Crooked Island, and the Twins are very

nearly on range.

(234) Summit Island, 801 feet and 505 feet high near the

S and N ends, respectively, is 8.5 miles WNW of Right

Hand Point, and 2 miles from the E shore of Togiak Bay.

Good anchorage, in 5 to 6 fathoms and sheltered from

SW weather, may be had in a bight about 0.5 mile off

the middle of the NE side of the island in 5 to 6 fathoms,

sand bottom.

(235) Togiak Bay, N of the Walrus Islands, and about midway between Cape Constantine and Cape Newenham, is

shoal; the head of the bay uncovers to the S for 3 to 4

miles. A submerged ledge and rock extend 0.2 and 0.5

mile, respectively, from Rocky Point at the E entrance

of the bay.

(236) Togiak is near the head of the bay. The waters off

Togiak are shallow and not navigable during low water.

Good anchorage can be had for deeper draft vessels on

the E side of the bay about 1 mile off Anchor Point in 5

to 6 fathoms of water, sand bottom.

Pilotage, Togiak

(237) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(238) The Bering Sea is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3, for the

pilot pickup stations and other details.)

(239) Hagemeister Island, 10 miles W of High Island, is

mountainous except for about 5 miles at the N end.

Shoals surround the island and extend E 20 to 25 miles,

including the area between Hagemeister Island and the

Walrus group.

(240) Shoals and sand waves with depths less than 2 fathoms extend E and SE from the northern half of

Hagemeister Island in the direction of High Island. Ice

has been observed grounded there. Foul ground is also

reported as extending N of the N point of the island.

Current

(241) Current observations were made in June 1948 for a

period of about 10 hours, about 8 miles SW of

Hagemeister Island. The current sets approximately

335° and 165° with velocities at strength of about 0.8

knot and 1.5 knots, respectively. In June 1985, the

NOAA Ship RAINIER anchored 3 miles off the SE corner of Hagemeister Island observed currents flooding

070° and ebbing 240° at velocities up to 4 knots.

(242) Hagemeister Strait is about 16 miles long between

the island of that name and the mainland. It is 3 to 4

miles wide, but shingle spits contract it in two places to

less than 2 miles. Good anchorage was found under

Tongue Point, the shingle spit making out from the

mainland about midway of the channel. Good anchorage can be found throughout the strait avoiding the

shoal areas NE of Hagemeister Spit. In 1991 NOAA Ship

RAINIER observed currents of 0.5 to 1.5 knots flooding

060° and ebbing 220° near Estus Point. Currents are

significantly stronger near the western end of

Hagenmeister Spit causing tide rips in the area. Strong

currents and an unstable bottom result in shifting sand

waves throughout the strait and its approaches. Shoal

areas that lie directly S of the spits on both sides of the

strait cause waves to break at times of heavy swell.

448 ■ Chapter 8 ■ Volume 9
(243) The Osviak River empties into the strait about 13

miles W of Tongue Point. In 1991, NOAA Ship RAINIER

reported an average river depth of 1.3 feet and that

many portions of the river bare at low stages of tide.

The channel runs approximately mid-stream. The river

is navigable in this channel for two miles upstream of

the entrance by shallow draft vessels when the tide is

5.3 feet or greater. The abandoned native village of

Osviak is on the W bank of the river about 3 miles from

the mouth.

(244) Cape Peirce (58°38.0'N., 161°45.0'W.), of moderate

height and symmetrical form, is 22 miles W of the S

end of Hagemeister Island, and 15 miles SE of Cape

Newenham. A shoal area, with depths of 2 to 3 fathoms

over it and possibly less, is reported to extend some distance W from the cape. Depths of 19 fathoms, about 7

miles WSW of the cape, were found outside the charted

20-fathom curve. Depths of 10 fathoms are found 2

miles S of the cape, and good anchorage in 10 fathoms

is found inside Shaiak Island, (see chart 16300), just E

of the cape. There are reports of good anchorage, sheltered from N weather, in the bight NW of Cape Peirce.

To make the anchorage from E, give Cape Peirce a

berth of about 3 miles and steer 009° for the junction

of the NW end of the sand beach with the rocky shores;

select anchorage at will off the sand beach. The approaches from W are clear except for the above-mentioned shoal.

(245) Cape Peirce is an important resting area (haulout)

for Pacific walrus and nesting area for seabirds. Operating a boat in a manner which results in disturbing,

harassing, herding, hazing or driving of walrus is prohibited under provisions of the Marine Mammal Protection Act. To ensure that walrus are not disturbed,

marine vessel operators are requested to avoid

transiting or anchoring within 0.5 mile of the Cape

Peirce walrus haulout.

Charts 16300, 16006, 16305

(246) Kuskokwim Bay and Kuskokwim River open into

the Bering Sea N of the entrance to Bristol Bay. The

bay, filled with many flats, and hard steep-to shoals, is

entered between Cape Newenham and Cape Avinof, 93

miles NW.

(247) The channels through the bay are not always apparent by the surface indications of the water. At times

the channels will be smooth with rips on the shoals,

and at other times the reverse will be true. The edges of

the channels are often marked by long lines of foam,

but occasionally the foam extends across the channels;

it is well to approach these lines with caution. Navigation is recommended only at low water, when the

mudflats are visible, enabling the channels between

them to be followed. Because of the inequality of the

tides, a vessel grounding at high water may not be refloated for several days.

(248) The 40-mile approach through Eek Channel to

Kuskokwim River is a maze of shifting sandbars, both

visible and covered, and blind channels. The channels

in the bay and river undergo constant change from year

to year, because of the action of the sea, currents, and

ice; extreme caution and continuous soundings are

necessary.

(249) The procedure usually followed is for a small pilot

boat from Goodnews Bay to precede the vessel through

these waters, constantly feeling out the channels and

sounding.

(250) During S storms a heavy sea makes up the bay

nearly to Eek Island, at the head of the bay, and vessels

caught on a shoal are in danger of breaking up.

(251) The channel through Kuskokwim Bay and up

Kuskokwim River to Bethel is marked by seasonal

buoys. The markers above Kuskokwim River Buoy 12

are oil drums that are set to mark the best water. The

deepest draft that should attempt to reach Bethel is

about 15 feet.

(252) Caution: In November 1983, the Coast Guard reported that as a result of flooding in the area in May

1983, about 20 ocean shipping containers were washed

into the Kuskokwim River from the riverbank at the

village of Napakiak, about 12 miles SW of Bethel. Reports indicate that several of the containers sank in the

river near the village, and the remainder of the containers were carried downriver and sank. Mariners are advised to exercise caution in navigating Kuskokwim Bay

and River.

(253) Cape Newenham is the landfall for this region, and

can be approached close-to with deep water. It is the

end of a peninsula formed by a series of rough

sawtoothed mountains. These mountains terminate in

a level plateau that forms the immediate cape. In S

weather a heavy sea and tide rips occur off Cape

Newenham. In 1981, during heavy N winds, the NOAA

Ship MILLER FREEMAN found a good anchorage in a

small cove on the S side of the cape about 0.4 mile offshore S of Jagged Mountain in 10 fathoms, sand and

mud bottom. Satisfactory anchorage for S or E weather

can be had in about 8 fathoms off the small cove on the

N side of the cape and about 3.5 miles from its outer

end. An aero radiobeacon (58°39.4'N., 162°04.4'W.) is

shown from the N side about 3 miles E from the outer

end of the cape. About 1.3 miles ESE of the aero

radiobeacon is a parabolic antenna.

(254) Cape Newenham is an important resting area

(haulout) for Pacific walrus and nesting area for seabirds. Operating a watercraft in a manner which results

Bering Sea ■ Chapter 8 ■ 449
in disturbing, harassing, herding, hazing or driving of

walrus is prohibited under provisions of the Marine

Mammal Protection Act. To ensure that walrus are not

disturbed, marine vessel operators are requested to

avoid transiting or anchoring within 0.5 mile of the

Cape Newenham walrus haulout.

(255) Jagged Mountain is a well-defined peak, the highest of the Cape Newenham group. Viewed from N, its

slopes appear jagged.

(256) Security Cove, 9 miles ENE of Cape Newenham, is

a good anchorage except with NW winds; the usual

summer gales are SE. The bottom is even and shoals

gradually. The best anchorage in 31⁄2 fathoms, mud bottom, is about 0.8 mile NE of Castle Rock and on the

range of Castle Rock and the first promontory SW. Water can be obtained from a stream which enters the

cove. There is also good anchorage in 2 fathoms with

good holding ground in the middle of the bight on the

SW side of Castle Rock. This anchorage is less affected

by the ground swell making along the coast from Cape

Newenham than the anchorage in Security Cove.

(257) Castle Rock, the SW entrance point of Security

Cove, is a small prominent headland, 260 feet high,

joined to the land by a low neck. At the NE entrance

point of Security Cove is a conspicuous pinnacle rock,

169 feet high, covered with light tundra.

(258) Chagvan Mountain, between Security Cove and

Chagvan Bay, is smooth shaped and terminates in two

high rounded knobs.

(259) Chagvan Bay has a narrow shoal entrance. Inside it

is very shoal and cut up by bars that are bare at low water.

(260) Red Mountain, just S of Goodnews Bay, is a reddish

color and conspicuous. From N it appears as a long

ridge with the highest part at its N end.

(261) Goodnews Bay is shoal except for a channel with

depths ranging from 11⁄4 to 12 fathoms that leads

through the entrance to a point about 1 mile inside.

This channel affords good anchorage, either in the

middle of the entrance or up to 0.8 mile inside the bay

on a line approximately NE of the S tangent of North

Spit. The diurnal range of tide is 8.9 feet. Inside the entrance the strength of the tidal currents reaches a maximum of about 2.5 knots in a direction parallel to the

axis of the channel. (See Tidal Current Tables for predictions.) Along the NE shore of South Spit the ebb

current is very strong, and during the flood an eddy sets

N along this shore. The holding ground is good. Small

craft can select from the chart a place that affords the

best shelter. A restricted anchorage for small vessels is

about 1 mile S of the S entrance point, but local knowledge is necessary for its use. The sea from the outside is

broken by the shoals off the entrance and does not

reach the anchorage. With S or E winds, tide rips

dangerous for small craft occur in the channel. The

spits at the entrance are shingle and steep-to.

(262) Platinum, at the inner end of the spit on the S side

of the entrance of Goodnews Bay, is the headquarters of

a mining company and of most of the commercial activity in this area. The village has semiweekly airmail

service during the summer and weekly service during

the winter; an airplane landing strip is here. Radiotelephone and radiotelegraph communications are maintained.

(263) Groceries, general supplies, petroleum products,

and water are available at Platinum. The small-boat basin just S of the oil-storage tanks on the NE side of

South Spit can be entered only at high water as the entrance bares at low water. A road leads from the village

to the storage tanks and boat basin. The platinum

mines are about 15 miles SE of the village.

Pilotage, Goodnews Bay

(264) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(265) The Bering Sea is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3, for the

pilot pickup stations and other details.)

(266) Beluga Hill is a prominent conical hill, 924 feet

high, with a steep, rocky face that rises abruptly from

the N side of Goodnews Bay. Although lower than the

mountains behind it, the hill usually stands out prominently from all parts of Kuskokwim Bay.

(267) To enter Goodnews Bay from a point about 2.5

miles S by W of the entrance, stand in on the NE-SW

range on course 037° until the E-W range, nearing

090°30', closes; then steer 000° for about 0.7 mile or

until abeam of W tangent of the spit; then follow South

Spit at a distance of 0.25 mile, and cross the entrance to

the small-boat anchorage.

(268) To go to the anchorage in the N part of the bay,

round North Spit at a distance of 300 yards and steer

312° for the high bluffs on the W side of the bay. Hold

this course for about 2 miles, or until the E side of Beluga Hill is in range with the flat-topped mountain just

back of Goodnews Bay village. Then head up to Beluga

Hill and hold the range until up to the anchorage under

the mountain.

(269) About 6 feet of water will be found here at low tide.

In 1913 the survey ship YUKON was at anchor here

during a N gale. There is no protection in S or E

weather. A stream enters the bay here. The bay has a

good shingle beach.

(270) It should be noted that this route has not been surveyed, and there may be, in places, less than 6 feet of

water at low tide. This route should be used with

450 ■ Chapter 8 ■ Volume 9
caution and only on a rising tide. Keep sounding constantly. On the bluffs at the foot of Beluga Hill is a

cabin.

(271) The UNITED, drawing 16 feet, was taken into

Goodnews Bay. Good anchorage is reported in 7 to 11

fathoms, 2 miles NNE from the bay entrance on line to

Beluga Hill. This indicates that deep water can be carried farther into the bay in the main channel than is indicated on the chart.

(272) Goodnews Bay (Goodnews)is a small village with a

school at the head of Goodnews Bay. The channel to the

village is shallow and winding so that local knowledge

is desirable, but can be followed by small boats at low

water when the bars are visible.

(273) Carter Spit (59°19.0'N., 162°00.0'W.), on the E side

of Kuskokwim Bay, is a low sandspit about 4.5 miles

long and from 50 to 300 yards wide. Carter Spit encloses Carter Bay, which is a wide area of shoals and

mudflats. Around the end of the sandspit a narrow

channel is scoured out, affording anchorage for

launches and small craft, but without protection from

N. A small stream, known as Indian River, flows into

the E side of Carter Bay near two abandoned cabins formerly called Carter. Water can be obtained by boats

from Indian River at high water.

(274) Explorer Mountain is the highest peak N of

Goodnews Bay. From S it appears as a long ridge, and is

recognized by three deep gulleys on its side. From W it

appears as a pyramid peak, the highest of the group.

(275) Tooth Mountain, a flat-topped mountain in the

front range, has a sharp, rocky pinnacle on the N edge

of its summit. It is easily recognized from the vicinity

of Carter Spit.

(276) Figure IV Mountain is a sharp peak in the front

range E of Jacksmith Bay. The deep ravines on the side

of this mountain form a Roman numeral IV, that is conspicuous from W when the ravines are filled with snow.

In the latter part of the summer, the snow disappears

from the ravines.

(277) Cone Mountain is a large conical mountain in the

first range.

(278) Yukon Hill is low but is the N end of the front range

paralleling the coast; it is visible from the entrance of

Eek Channel. From W the hill is not distinguishable, as

it has the receding range for a background.

(279) Thumb Mountain is a fairly sharp summit in the

range that recedes from Jacksmith Bay. From off

Quinhagak it resembles a huge thumb placed on a high

flat mountain plateau. As Eek Island is approached, the

mountain appears as a less distinctive ridge.

(280) Jacksmith Bay, the large indention 14 miles N of

Carter Spit, is bare at low tide.

(281) Quinhagak, 66 miles N of Cape Newenham, is difficult to approach by water because of the great mudflats

bordering its shores. Launches can enter the river here

only at the highest tides, and even small craft can

hardly get within sight of the village and remain afloat

at low water. Supplies are landed with great difficulty,

because of the extensive flats and their exposure.

Quinhagak has a Moravian mission, a store, and a

school. Radiotelegraph communications are maintained. A limited amount of supplies may be procured.

The church steeple is sometimes visible from Eek

Channel. Kanektok River, entering Kuskokwim Bay at

Quinhagak, runs fine clear mountain water at all stages

of the tide.

(282) Warehouse Bluff, a long dark-colored bluff about

11 miles NW of Quinhagak, is an important landmark,

as it is the first land on the E bank to be sighted when

ascending Eek Channel. No objects on the W shore are

visible until approaching the head of Eek Channel.

(283) Warehouse Creek, 2 miles above Warehouse Bluff,

is deep and can be approached through a long tortuous

channel that can be followed by small craft when the

mudflats are bare. Small craft may find shelter here.

The greatest range of tide in the bay occurs in the vicinity of Warehouse Creek. Inside the creek there is just

swinging room for a 75-foot vessel riding to 15 fathoms

of chain.

(284) In the early days trading schooners ascended the

bay only to Warehouse Creek. Natives and traders from

various bay and river points assembled here to await

the coming of the schooner. At one time some small

warehouses were built here, but no trace of them now

remain.

(285) Kuskokwak Creek flows into the E side of the bay 4

miles S of Beacon Point. It is approached through a

short channel across the flats and affords a good shelter

for launches and other small craft. Just inside the

mouth of this creek is a depth of 4 fathoms.

(286) At Cape Avinof, on the W side of Kuskokwim Bay,

the E shore of the Bering Sea turns NW.

(287) Kwigillingok is a native village on the W side of the

bay near the mouth of the Kwigillingok River. The approach to Kwigillingok is unsurveyed. Seasonal,

unlighted oil drums mark the river channel and its approaches but pilotage or local knowledge is required

due to constantly changing conditions. In 1994, reported depths in the river channel to the village and the

buoyed approach were 3-12 feet. There are no piers or

docks in the village so small boats tie off the bank or

beach themselves. Pilotage can be arranged by contacting “MAMIE 2” or “Council office” on VHF-FM channel

22. Telephone, mail, fuel, groceries, outboard motor repair, and a health clinic are available in the village.

(288) Beacon Point, 12 miles N of Warehouse Bluff, is flat

and barely above storm high water. A line between Beacon Point and Popokamiut, a native fishing village on

Bering Sea ■ Chapter 8 ■ 451
the W shore opposite Beacon Point, is considered the

dividing line between Kuskokwim River and

Kuskokwim Bay. The W shore of Kuskokwim Bay has

not been surveyed.

(289) Eek Island is a grass-covered mudflat cut up by

deep sloughs, and is covered by the higher tides. The island is a feeding ground for many thousands of ducks

and geese.

(290) West Point is a fishing camp on the W bank of the

river just above Eek Island. The mudbank making out

from West Point has extended itself considerably since

the time of the survey.

(291) Eek River is a large tributary flowing into the

Kuskokwim River on its E side just above Eek Island. It

is navigable by launches for 15 to 20 miles. The river

rises in the mountains about 60 miles distant; its waters are muddy and silt laden.

(292) Eek, on the E side of the Eek River about 8 miles by

boat from its mouth, is a large Indian village with a

general store and school. Daily radio schedules are

maintained with Bethel. Limited supplies of gasoline

and canned goods are available.

(293) Bethel, 65 miles up the Kuskokwim River, is considered the head of ocean navigation. From here river

boats operate to points on the upper river. The diurnal

range of tide is 4.0 feet, but the stage of the river influences the depth.

(294) Bethel Small Boat Harbor has berthing space for

approximately 100 vessels. In August 2004, 3.1 feet was

available in the access channel with shoaling to 2 feet

along the S edge at the entrance and 3.5 feet was available in the basin with shoaling near the boat ramps. An

overhead power cable with a clearance of 35 feet

crosses the access channel to the small boat harbor.

Weather, Bethel Vicinity

(295) The two main topographical features affecting

Bethel’s climate are (1) the Bering Sea, which is about

100 miles (185 km) to the W and SW; and (2) the

Kilbuck Range of mountains, about 40 miles (74 km) to

the E and SE. This range, averaging about 4,000 feet

(1220 m) in height, extends roughly in a N-S direction

in that part nearest to Bethel. Some 160 miles (296 km)

SE of the Kilbuck Range, the Aleutians, extending in a

NE-SW direction, provides an additional natural barrier to many of the storms originating on the outward

end of the Aleutian Chain and moving out through the

Gulf of Alaska. Both ranges tend to direct some of the

storms NE into the Bering Sea, and thus directly affect

the Bethel area. During invasions of such storms, it is

not uncommon for wind velocities to exceed 43 knots.

Gales occur during the winter months but are unheard

of during the months of April through August. Maximum speeds usually accompany NE winds in the

winter and SE winds in the summer. During the winter,

strong S winds tend to be considerably affected by the

mountains to the S, producing at times, a pronounced

foehn (chinook) effect. Temperatures have risen almost

50°F (28°C) in less than 24 hours under these conditions.

(296) Bethel’s climate is somewhat more maritime than

continental in character, which tends to modify daily

temperature extremes during most of the year. However, there are usually two periods during the year

when the area becomes affected by continental climatic

influences. In June and July, temperatures in the area

rise noticeably under the influence of warmer continental air. Around the latter part of December and early

January, cold, clear continental air becomes quite dominant, and Bethel’s climate becomes quite similar to

other areas farther inland. Extremes of temperature

registered during these periods of dominant continental type climate range 134°F (74°C), from -48°F

(-44.4°C) in January 1989 to 86°F (30°C) in July 1951

and again in June 1959. Average temperatures through

the entire winter season, however, are considerably

higher than those experienced in the Alaska interior,

and temperatures for the entire summer season average considerably cooler than in the Alaska interior. The

average annual temperature is 30°F (-1.1°C). The mean

daily maximum in July is 62.4°F (16.9°C), while the

mean daily minimum is 47.8°F (8.8°C). The coolest

month, January, has a mean daily maximum of 12.7°F

(-10.7°C) and a mean daily minimum of -0.6°F

(-18.1°C). Annual precipitation averages nearly 17

inches (432 mm) and has ranged from 39.47 inches

(1002.5 mm) in 1951 to an annual minimum of 7.29

inches (185.2 mm) in 1976. August is usually the wettest month, with an average of slightly over 3 inches

(76 mm) of precipitation. Thunderstorms are rare, the

average being about two a year. The few thunderstorms

that do occur are generally short in duration, but

rather severe. They usually develop and move out of the

NE during June and July. Snowfall averages about 53

inches (1346 mm) a year and has fallen in every month

but July and August. On average, 142 days in a year see

snowfall.

(297) (See Appendix B for Bethel Climatological table.)

(298) At Bethel there is a large Alaskan Native Health

Service Hospital, a National Guard Armory, a Moravian

mission, several churches, hotels, and stores that are

the distributors for the Kuskokwim district. Direct

telephone communication, provisions, gasoline, and

fuel oil are available. A limited amount of coal is kept

on hand.

(299) A large well-equipped airfield with a weather station and a FAA flight service station is 3 miles W of

452 ■ Chapter 8 ■ Volume 9
Bethel and is serviced by an all-weather road. Daily airmail and transportation services with Anchorage are

maintained.

(300) Communication between Bethel and the numerous outlying villages is by floatplanes.

(301) Ocean vessels make several trips during the summer between Seattle and Bethel, transporting freight

and equipment that are distributed from Bethel over a

large area. A considerable amount is shipped upriver on

barges and river steamers to the many native villages

along the river.

(302) At Aniak, 125 miles from Bethel by river steamer, is

an airfield. Limited supplies of gasoline, fuel oil, and

provisions are available. General stores and a hotel are

in the village.

(303) Radiotelephone and radiotelegraph communications are maintained.

(304) McGrath, 400 miles above the mouth, is the head of

navigation on the Kuskokwim River.

(305) Radiotelephone and radiotelegraph communications are maintained.

Routes

(306) Enter Kuskokwim Bay about 2 miles W of Cape

Newenham, and make good a 028° course for about 6

miles until the cape bears 190°; thence steer 010° with

Cape Newenham directly astern for about 18 miles until Beluga Hill bears 065° and Red Mountain 121°.

From this position, steer 341° for about 13 miles to a

position 4 miles 256° from the elbow of Carter Spit.

(307) In thick or hazy weather a route nearer the coast

may be taken as follows: Pass 0.5 mile off Cape

Newenham and Bird Rock, and then make good a 070°

course for about 6.5 miles until Castle Rock, the SW

headland of Security Cove, bears 177°. Strong tidal

currents occur along the N shore of Cape Newenham.

From here steer 357° with Castle Rock astern for 14

miles until the summit of Red Mountain is abeam,

thence 341° for 19.5 miles to a position 4 miles 256°

from the elbow of Carter Spit.

(308) Next steer 302° for 5.5 miles with Beluga Hill in

range with Pyramid Mountain astern, then head up the

channel on a 006° course.

(309) Vessels should arrange to make this point at the

last of the ebb, and go up the channel with the flood. After heading on the 006° course, the long shoal on the E

side of the channel should be made out, either heaping

or breaking. It is only with a very smooth sea that this

shoal is not in evidence at low water. After continuing

on this course for about 10 miles, the long shoal on the

W side of the channel should be made out, either heaping or breaking. This shoal should be followed at a distance of about 1 mile until its N extremity is reached.

Here it becomes a mudflat, bare at about half tide, of a

yellowish color with deep water close-to. This flat is the

leading mark for entering Eek Channel, therefore it

should always be made at low water.

(310) From here, the track veers W and follows the flats

on the W side of the channel on a course of about 000°

for some 13 miles.

(311) It is reported that extensive changes have taken

place N of 59°36'N. The chart is no longer a sufficient

guide with respect to the channels.

(312) In proceeding upriver the passage W of Eek Island

is used. A crossover from Eek Channel to the W channel

is made in an area subject to considerable change. It is

generally necessary to wait for nearly high water before

making a crossover to the W channel. Navigation in

this region is difficult, and a pilot and his launch

should be employed. There are no landmarks visible; if

buoys are in place the crossover is much easier.

Pilotage, Bethel

(313) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska. (See Pilotage, General (indexed), chapter 3, for the pilot pickup stations and other details.)

(314) E side of Eek Island.–The channel along the N side

of Eek Island, once used by power schooners, has

shoaled until it is now bare at low water and is used

only by small fishing boats. Small vessels now go as far

as Apokak Creek. From Beacon Point the channel follows the E bank of the river.

(315) Passage W of Eek Island.–Once in the W channel,

follow the W bank of the river SW of Eek Island for 4

miles. The course then bears out into the river towards

Eek Island. From here the channel crosses to the E

bank and continues to Bethel, crossing back and forth

many times. There are no leading marks, and at some

of the crossings it is necessary to wait for high water. A

pilot is necessary.

(316) In 1994, the Coast Guard Cutter IRONWOOD reported good anchorage can be made just off

Popokamiut, on the W side of the mouth of the river, in

hard mud bottom.

(317) Vessels coming downriver stand out to sea from

abreast of Carter Spit. In entering, this track is not used

because of the possibility of running up a blind channel.

Tides

(318) The diurnal range of tide is 12.2 feet at Kuskokwak

Creek entrance and 4.0 feet at Bethel.

Currents

(319) The currents of Kuskokwim Bay and River are

strong, attaining velocities of 5 knots at times. A strong

Bering Sea ■ Chapter 8 ■ 453
tidal current sweeps past Cape Newenham, setting approximately N and S. Along the N side of the cape, tidal

currents of about 1 knot have been observed setting NE

and SW. In general, the currents set in directions parallel to the axes of the channels between the shoals. In

the channel leading to Goodnews Bay, about 1 mile

from the N end of South Spit, flood and ebb each has a

velocity of about 2.5 knots, setting NE and SW, respectively. In the deep channels off Jacksmith Bay the flood

current has a velocity usually of about 2 to 2.5 knots at

strength, and the ebb from 2.5 to 3 knots. In the vicinity of Apokak Creek, the strongest current observed was

3.5 knots. The flood current is felt only about as far as

Bethel.

(320) By arriving at the entrance to Eek Channel on the

last of the ebb, a favorable current can be carried nearly

to Bethel, providing there are no delays.

(321) (See Tidal Current Tables for predictions in

Kuskokwim Bay and River.) Variations from the predicted times and velocities, because of freshets and

winds, may be expected.

Weather, Eek Island Vicinity

(322) The best weather usually occurs in March and

April. During the summer, SE to SW gales are frequent

and last from 2 to 5 days. These storms gradually blow

themselves out and are generally followed by a few days

of good weather. In the early fall, N winds are frequent

and are usually accompanied by clear skies. After

mid-September, strong gales become frequent and prolonged.

(323) Water can be obtained from small streams in Security Cove, Goodnews Bay, and Carter Bay. In the vicinity

of Eek Island, the river water is fresh at all stages of the

tide; it is very muddy, but the silt settles readily.

Chart 16380

(324) The Pribilof Islands, in the Bering Sea about 200

miles NW of Unimak Pass, consist of St. Paul, St.

George, Otter, and Walrus Islands; the latter two are

small and uninhabited. St. Paul and St. George have

the largest and most numerous fur seal rookeries in the

world. The group is under the jurisdiction of the National Marine Fisheries Service and is patrolled during

the sealing season by vessels of the U.S. Coast Guard,

under provisions of the international treaty governing

sealing. From June 1 to October 15, the fur seal breeding and birthing season, landing is forbidden at the

rookeries in the vicinity of English Bay, Reef Point,

Lukanin Point, Polovina Point, and Northeast Point on

St. Paul Island. Walrus and Otter Islands are bird

reservations, landing is prohibited at all times, unless a

permit is obtained from the National Marine Fisheries

Service. (See §216.81 through §216.87, chapter 2, for

regulations.)

(325) Radiotelephone and radiotelegraph services are

maintained on St. Paul Island and St. George Island. In

addition, interisland radio and satellite communications are maintained.

(326) A supply vessel makes several trips a year between

Seattle and the Pribilof Islands (St. George and St.

Paul).

(327) There are no landlocked harbors about the islands,

but safe anchorage is always available on the lee sides.

Residents of St. Paul Island say that the prevailing wind

during the summer is from the NE, which makes Village Cove on St. Paul Island a good anchorage in all but

severe SW winds. The bottom in Village Cove is black

sand, and the holding ground is good. During SW

winds good anchorage is available in Lukanin Bay on

the SE side of St. Paul Island.

Weather, Pribilof Island Vicinity

(328) Fogs are especially thick and prevalent in this vicinity in the summer, and navigation is attended with

difficulty and danger. A navigator should plan to make

landfalls in the Pribilof Islands during the summer

based on no land being visible. One annoying characteristic of the area is very thick fog accompanying

strong winds. Logs from survey vessels indicate that a

typical summer day in the Pribilof Islands is as follows:

Dense fog at daylight, vessels anchored 200 yards distant not visible, calm sea, light airs; by noon intermittent sun, a wet drifting fog, gentle breeze; by evening a

dense fog, winds increased to force 6. Dense fog with

visibility less than 0.5 mile is more common around St.

Paul Island than around St. George Island. An unusual

characteristic off North Anchorage, St. George Island,

was clear visibility along the shore accompanied by

dense curtainlike fog to seaward.

(329) Winds do not continue to blow from the same quarter for any length of time. From December through

April winds blow from the NE more than from the

other directions. After September 1, gales are frequent

and violent, and blow from all directions.

Ice

(330) The Pribilofs are near the S limit of the ice in Bering Sea. On rare occasions the icefields extend as far as

35 miles S of St. George Island. In 7 years of National

Weather Service ice records at St. Paul Island, no sea

ice at all was reported in 3 years. In the other 4 years,

navigation remained easy throughout 1 year and became restricted to full-powered vessels for short periods in March and April of 3 years; at no time did

454 ■ Chapter 8 ■ Volume 9
navigation become suspended or require the use of an

icebreaker.

(331) In 1974, a pinnacle was reported 68 miles WNW of

St. Paul Island in 57°39.2'N., 173°24.0'W. (see chart

16006). Depth of water over the pinnacle is not known.

Chart 16381

(332) St. George Island, the southernmost of the Pribilof

Islands, consists mainly of high volcanic hills and

ridges, and its entire coast is a precipitous cliff except

for a few miles on the N side and short intervals at Garden Cove and Zapadni Bay. The E and W extremities of

the island, Tolstoi Point and Dalnoi Point, are bold

promontories. High Bluffs, on the N side of the island,

1,012 feet high, is a prominent landmark and is visible

from St. Paul Island, a distance of nearly 40 miles, on a

clear day.

(333) St. George Harbor, on the SE side of Zapadni Bay, is

the only harbor on St. George Island. The channel is

dredged and in 1993-June 2002, had a controlling

depth of 17 feet. The entrance is protected by breakwaters and marked by a 076° lighted range and daybeacons. The N breakwater is marked by a light. There

are two docks on the E side of the basin; N dock is 60

feet and S dock is 75 feet, both with 19 feet alongside

and staging areas. An additional 250 feet of moorage is

provided by dolphins on the W side with 22 feet alongside. The harbormaster assigns berths (telephone

907-859-2263) and monitors VHF-FM channels 16 and

12. Water, sewage pumpout, a boat ramp, and marine

supplies are available. The harbor is owned and operated by the village of St. George. Anchorage can be had

at North Anchorage, Garden Cove, and Zapadni Bay, according to the direction of the wind; the anchorages are

poor except with the wind directly off the land. At a distance generally not greater than 2 miles from the island the depth of the water is but little less than the

surrounding sea, and in thick weather it is not safe to

depend upon soundings for picking up the land unless

sure of the position. Vessels should not approach the island in less than 12 fathoms of water. There are no outlying dangers except the rock awash 0.6 mile NE of East

Landing, and the small reefs at Zapadni Bay and North

Anchorage. A rocky shoal, covered 13⁄4 fathoms, is 9.3

miles 078° from Tolstoi Point.

(334) The anchorage in Zapadni Bay, on the SW side of

the island, in 10 fathoms, affords shelter with winds

from ENE to NNW. A reef extends about 0.2 mile offshore S of the anchorage.

(335) With N winds, a landing may sometimes be made at

Garden Cove S of Tolstoi Point, on the sand beach. The

anchorage affords shelter from NW winds, but with the

exception of a small area the bottom is rocky.

Currents

(336) In the open water the tidal current is rotary, turning clockwise. Along the N and S shores of the island

the current in general sets E on the flood and W on the

ebb. The largest velocity observed over a period of

about 6 days in July and August was about 1.5 knots.

With opposing wind and current, tide rips occur off

Tolstoi and Dalnoi Points. These rips are not heavy

enough to be of any consequence, except that to strangers they appear to be breakers. The water is deep off

both points, which can be passed close-to with safety.

(337) The approach to North Anchorage is marked by a

private marker about 0.5 mile N of St. George. The

most prominent landmarks in the village of St. George

are the white roofs of the quadrangle of sheds, low

down at the water’s edge. The roofs loom up first

through the fog. Also conspicuous is a tight group of

buildings on the slope and ridge back from the beach.

Most easily identified is the Russian Orthodox church

whose bell tower has a green onion-shaped roof topped

by a white St. Andrew’s cross.

(338) Vessels should keep the street which extends

through the village bearing 164°. Good anchorage will

be found about 700 yards from the landing. There is

swinging room for a 400-foot vessel riding to 45 fathoms of chain.

(339) The landing is a square block of reinforced concrete next to a cutting in the rocks. The area around the

landing, and for about 75 feet to seaward, practically

bares at extreme low water. The landing can be used by

small shallow-draft boats 3 hours on either side of high

water. A launching ramp is at North Anchorage.

(340) East Landing, just NE of the village, is better protected from a W swell. A ledge awash is a short distance

off the landing. If desired, a boat will come out to anchored vessels when landing is practicable.

Local magnetic disturbance

(341) Differences of as much as 11° from the normal variation have been observed on St. George Island.

Pilotage, St. George

(342) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(343) The Bering Sea is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3, for the

pilot pickup stations and other details.)

Bering Sea ■ Chapter 8 ■ 455
(344) The U.S. Public Health Service maintains a Native

Health Services clinic in the village of St. George.

Communications

(345) St. George Airport provides air services four times

a week. Peninsula Airways Aircraft Charter will provide

air transportation in an emergency.

Chart 16382

(346) Otter Island, off the S side of St. Paul Island, has an

abrupt bluff 288 feet high at its SW end, slopes gradually to the N, and rises again in a crater, about 141 feet

high, at its extreme E end. Foul ground, marked by

kelp, extends about 0.8 mile from the island on its S,

SW, and N sides. The N side, from Crater Point to

Northwest Reef, is clear of dangers. Probably the best

anchorage near the island is in 91⁄2 fathoms, black sand

and broken shells, with the NE extremity of Crater

Point bearing 185°, distant 0.5 mile. This island must

be approached with great caution in thick weather, and

at all times a vessel should keep out of kelp. A 6-fathom

(11.0 m) shoal is 2.1 miles ENE of Otter Island.

(347) Between Otter Island and Reef Point, St. Paul Island, the tidal currents are strong, and with heavy

winds the tide rips are dangerous especially on the ebb

current. In 1976, the NOAA Ship SURVEYOR observed

currents setting NW at about 2.5 knots about 2.1 miles

SW of the SW end of Otter Island.

(348) Walrus Island, off the E side of St. Paul Island, is

low, about 39 feet high, level on top, and composed of

irregular masses of volcanic rock. It is very hard to pick

up in thick weather. It is about 0.4 mile long and 0.1

mile wide. Anchorage in emergency situations can be

had on either side of it, 0.3 to 0.5 mile offshore, in 10 to

15 fathoms. Landing can be made with smooth water,

the best place being a small cove at the SW corner. The

island is a bad place to make in a fog. Parts of Otter and

Walrus Islands are covered with sea birds in the breeding season.

(349) Walrus Island is a Seller sea lion rookery site. There

is a 3-mile vessel exclusionary zone around the entire

island. (See 50 CFR 223.202, chapter 2, for limits and

regulations.)

Current

(350) Current observations made in July and August W of

Walrus Island show that the current is rotary turning

clockwise, with velocities exceeding 2 knots at times.

(351) St. Paul Island, the northernmost of the Pribilof

Islands, is about 235 miles NW from Unimak Pass. The

W and SW parts of St. Paul Island are high and

mountainous, with precipitous cliffs at the coast. The

rest of the island is a comparatively low, rolling plateau,

with a number of extinct volcanic peaks scattered over

its surface. Bogoslof Hill, 590 feet high, a conical

crater near the center of the island, and Polovina Hill,

double-peaked and 470 feet high, near the E end, are

conspicuous and the best landmarks in clear weather

when coming from S. From this latter hill the island

stretches away, in a low, narrow neck to Hutchinson

Hill, about 100 feet high, on Northeast Point. W of

Lukanin Bay the coast of the S side of the island is

rocky, with bluffs at the points. The shore of the rest of

the island is generally a sand beach, with rocks in the

vicinities of the seal rookeries. A tall loran tower is

about 2.2 miles NNE of the village of St. Paul, and an

aerolight is about 1.1 miles E of the tower.

(352) A rocky ledge covered 2.4 fathoms (4.4 m) with no

visible kelp is 5 miles NE of Northeast Point.

Kelp-marked reefs extend about 0.4 mile SE from the

two low points S of Northeast Point. A dangerous ledge

with two rocks covered 1.4 fathoms is 1.1 miles N of

Hutchinson Hill. With a moderate swell the sea breaks

over these rocks.

(353) On the N side of St. Paul Island, depths of 5 fathoms

or more are 1 mile offshore.

(354) A shoal covered 2 fathoms is 7.5 miles W of St. Paul

Island.

(355) Breakers extend 0.3 mile or more off Southwest

Point.

(356) A dangerous ledge, usually marked by breakers, extends 0.6 mile SW and S from Reef Point, the S point of

the island.

(357) Sea Lion Rock, about 0.3 mile S of Reef Point, is

prominent when approaching the point from an E or W

direction.

(358) A reef extends about 0.3 mile off Stony Point, the

NE point of Lukanin Bay.

Pilotage, St. Paul

(359) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(360) The Bering Sea is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3, for the

pilot pickup stations and other details.)

Anchorage

(361) The usual anchorage at St. Paul Island is W of Village Cove between Zapadni Point and Reef Point in the

vicinity of the 10-fathom curve. The bottom, in general, is sandy, but rocky bottom will be found in the vicinity of Zapadni Point and Tolstoi Point. Anchorage

can be found NE from Reef Point, off Black Bluffs and

East Landing, and in Lukanin Bay.

456 ■ Chapter 8 ■ Volume 9
(362) Lukanin Bay has a sandy bottom and is used when

W swells make the Village Cove anchorage undesirable.

From the Village Cove anchorage the village of St. Paul

is obscured by a bluff although it is in full view from the

Black Bluffs anchorage.

(363) In the spring (April-May) as the ice edge moves N,

the winds can radically change its configuration. Vessels anchoring in Village Cove or other areas around

the Pribilof Islands should maintain a careful ice watch

so as not to become entrapped.

(364) Vessels should not attempt to ride out a gale at anchor near the islands, unless to leeward and well sheltered. The surf is apt to make quickly and is dangerous

on the weather side of the island.

(365) Prominent in the approach to the anchorage off

Village Cove are the three large steel tanks on a bluff

just W of the village. Also on the bluff, just to the N, are

eight smaller white tanks. Vessels should steer 082° for

the center of the three large steel tanks and anchor in

about 8 fathoms with Reef Point and the center of Sea

Lion Rock in range.

(366) Zapadni Point, Tolstoi Point, and Reef Point, 2.5

miles WNW, 0.6 mile NW, and 1 mile SW of Village

Cove, respectively, are the best radar targets in the area

at a range of 5 to 7 miles.

(367) In September 1993, an obstruction with an unknown depth was reported 0.7 mile SE of Zapadni Point

in about 57°08'12"N., 170°19'54"W.

(368) Village Cove is protected by breakwaters marked by

lights. The harbor is a refuge for the fishing fleet of the

Bering Sea. In May 2006, 18 feet was available in the entrance channel. The harbor has three main docks with

depths of 9.5 to 23 feet alongside and deck heights of 11

feet. The small boat float has a depth alongside of 15

feet. Keep close to shore; the harbor shoals rapidly in

the NE section. Caution should be used when approaching the harbor as heavy swells may still break

near the entrance.

(369) St. Paul, about midway along a peninsula extending from the S side of St. Paul Island, has small wooden

bright-colored homes with dark-colored roofs, a

church, hotel, a small hospital, several large buildings,

and a machine shop with limited facilities. The hospital

patients requiring surgery are transferred to Anchorage by jet medevac.

(370) A commercial airline provides weekly mail and passenger service to and from Anchorage via Cold Bay or

Dutch Harbor when weather permits. A weather station and a loran station are on St. Paul Island. The

weather station monitors CB channel 9, and the loran

station monitors VHF-FM channel 16 (156.80 MHz).

(371) Landing is forbidden at the fur seal rookeries on St.

Paul Island during the breeding season, June 1 to October 15.

Weather, St. Paul Vicinity

(372) The climate is typically maritime, resulting in considerable cloudiness, heavy fog, high humidity, and

rather well restricted daily temperature ranges.

Humidities remain uniformly high from May to late

September, and during the summer period there is almost continuous low cloudiness and occasional heavy

fog. June, July, and August are the foggiest months. On

average, 205 days in a year have fog reported. The differences between average maximum and minimum

temperatures for the entire year are only slightly above

8°F (4°C). Temperatures remain on the cool side even

during the summer, and the highest temperature on

record is 66°F (18.9°C) in August 1987. Extreme highs

in summertime usually range around the middle fifties

(12° to 14°C). Although record low readings fall well

below the zero mark (<-18°C) and each month from

December through April have seen below zero (<-18°F)

readings, such extremely cold days are rather rare. On

the average only 5 days each winter season have temperatures falling below the zero mark (<-18°C). The

lowest temperature on record is -19°F (-28.3°C) in

March 1971.

(373) Despite an environment of high humidities, and

days with precipitation numbering 320 for a given year,

precipitation on St. Paul Island is surprisingly light.

The annual average is slightly below 24 inches (610

mm), which is just below the average for Alaska as a

whole. The greatest 24-hour precipitation on record

fell slightly short of 2 inches (51 mm, October 1949).

The wettest year on record, 1964, had 36.60 inches

(929.6 mm) of precipitation and the driest year, 1977,

saw only 9.82 inches (249.4 mm) for the year. April is

generally the driest month, with a gradual increase of

precipitation until a mean monthly total of over 3

inches (76 mm) is reached during August and slightly

below for September and October. This is followed by a

gradual decrease during the succeeding months until

the return of April. On average, 165 days per year record snowfall and the Weather Service Office (WSO)

averages about 56 inches (1422 mm) in a year. March is

the snowiest month averaging ten inches (254 mm)

and 25 days with snow during the month. Only July,

and August have been snow free. Thunderstorms are

extremely rare on St. Paul Island. The only isolated occurrence ever reported was in June 1939.

(374) Frequent windy periods are characteristic of the island area throughout the year. Frequent storms occur

from October to April, and these often are accompanied

by gale force winds to produce general blizzard

Bering Sea ■ Chapter 8 ■ 457
conditions. The mean wind speed for the WSO is 14

knots but the winter months average nearly 17 knots.

Gales have occurred during every month except June

and July. Under the influence of prolonged N and NE

winds between January and April, the ice pack occasionally moves S to surround the island. During recent

years, the S limit of this movement has been between

St. Paul and St. George Islands, some 40 miles (74 km)

to the SE of St. Paul.

(375) (See Appendix B for St. Paul Island Climatological

table.)

Tides and currents

(376) The diurnal range of the tide at Village Cove is 3.2

feet. Around the island the current sets NW on the flood

and S on the ebb, following the trend of the shore. The

greatest velocity occurs at Northeast Point and between Reef Point and Otter Island. Average velocity at

strength of current is 1 to 2 knots, but with continued

strong winds from one direction it may increase to 3

knots.

(377) There are heavy rips around Northeast and Southwest Points, also between Reef Point and Otter Island,

where they are worse on the ebb. The tides and tidal

currents are greatly influenced by the winds.

Chart 16006

(378) Nunivak Island, in the Bering Sea near the Alaska

mainland, is about 330 miles N of Unimak Pass. Dangerous shoals and uneven bottom have been reported

and are shown on the chart; the island should be approached with extreme caution.

(379) From W, Nunivak Island shows gentle slopes terminating seaward in reddish cliffs 150 to 462 feet high.

The highest point of the W part of the island rises to 866

feet 10 miles ESE from Cape Mohican. Near the center

of the island is Roberts Mountain, 1,675 feet high, the

highest of a group; this mountain is built up of a series

of volcanic benches, the top being the steep side of a

breached crater. The E end of the island is low, for the

most part, except for some low hills and Twin Mountain, a breached crater 627 feet high.

(380) In clear weather the island generally can be made

out for 30 miles from any direction. The island is inhabited by herds of reindeer.

(381) In 1899 the U.S.S. CORWIN cruised completely

around Nunivak Island, following the shore and outlying islands at a distance of about 2 miles, and found

general depths of 7 to 10 fathoms. The coast is generally abrupt and rocky, with numerous bights in which

anchorage was found in 31⁄2 to 7 fathoms.

(382) Cape Mohican, the W point of Nunivak Island, is a

narrow promontory about 2 miles long. The point of

the cape is a cliff 266 feet high from which the terrain

descends E to 150 feet for 2 miles before ascending

gradually to the higher ground inland.

(383) Cape Mohican Light (60°12'41"N., 167°27'28"W.),

285 feet (86.9 m) above the water, is shown seasonally

from a skeleton tower with a red and white diamond-shaped daymark on the end of the cape.

(384) A shoal about 1 mile wide extends 5 miles 050°

from Cape Mohican and has depths of 2 to 4 fathoms

over it. The shoal area should be avoided until it has

been completely surveyed. The 10-fathom curve extends 7.5 miles 058° from the cape.

(385) In 1979, the U.S. Coast Guard Cutter IRONWOOD

reported possible shoreline charting inaccuracies on

the NW side of Nunivak Island between Cape Mohican

and Nash Harbor. Until surveys are made of this area,

mariners are advised to use caution when using shoreline features for navigation.

(386) Nash Harbor, on the N coast of Nunivak Island 16

miles E of Cape Mohican, is a good anchorage except

with winds from NW through N to NE. The coast to the

W of the harbor is fairly high and is backed by cliffs,

while to the NE it is low. The S side of the harbor has a

sand-and-gravel beach at the foot of a 30-foot bluff. The

bottom slopes gradually from 10 fathoms outside Nash

Harbor to the beach at the head.

(387) The harbor is 1.5 miles wide and about 1 mile in

depth. The bottom is sand except near the rocky parts

of the shore, and there are no indications of dangers

over a large 4- to 6-fathom area in midharbor. Boats

usually land off the village of Nash Harbor, on the W

side of a creek that empties into the SW part of the harbor; however, there are boulders close to shore at this

landing as well as in the cove on the W shore. The creek

drains a lake, but the water is brackish because the lake

level is affected by the tides. The lake freezes every winter and makes an excellent landing place for airplanes

fitted with skis; it is also large enough for seaplanes to

use in summer.

(388) In 1951, the survey ship PATHFINDER made the

approach to Nash Harbor (see chart 16006) on course

090° for 21 miles from a position 4.5 miles N of Cape

Mohican until abeam of the harbor, then steered 180°

for midharbor to anchorage in 6 fathoms.

(389) Cape Etolin, 40 miles ENE of Cape Mohican, is the

northernmost point of Nunivak Island. The cape is a

narrow strip of land with a ridge of low hills midway

along its outer part; it appears as two or more islands

from a distance W. A small island is about 2 miles off

the end of the cape; between are ledges. A dangerous

rocky area extends W from Cape Etolin for about 1.5

miles.

458 ■ Chapter 8 ■ Volume 9
(390) Cape Etolin Light (60°25'48"N., 166°09'38"W.), 40

feet (12.2 m) above the water, is shown seasonally from

a skeleton tower with a red and white diamond-shaped

daymark near the N tip of Cape Etolin.

(391) Mekoryuk, about 2 miles W of the inner end of Cape

Etolin, and Nash Harbor are the only villages on

Nunivak Island that are inhabited the year round. A

weather station is maintained at Mekoryuk, and the village has weekly mail service by air; radiotelegraph

communication is maintained.

Anchorage

(392) Anchorage can be found NW of Mekoryuk in 25 to

32 feet of water.

(393) In 1951, the PATHFINDER anchored on the W side

of Cape Etolin, 4.5 miles NW of Mekoryuk, in 5 fathoms, sand bottom, on bearings 080° to N tangent of

Cape Etolin, 089°30' to highest knoll on Cape Etolin,

122° to center of schoolhouse, the largest building in

Mekoryuk, and 246° to N tangent of point 5.5 miles to

the SW. From this anchorage the N tangent of Cape

Etolin was open 001°30' from the S tangent of Cape

Vancouver. The anchorage was approached from W on a

heading of 092° for the highest knoll on Cape Etolin.

The approach should be made with caution as the area

shoals rapidly and the reference points are apt to be obscured by fog except during N winds. From the anchorage, a launch ran on a general course of 120° toward

Mekoryuk for 3 miles and obtained a minimum depth

of 25 feet.

(394) Shoals covered 3 fathoms have been reported about

7.5 miles N and 15.5 miles NW from Cape Etolin, and a

shoal covered 41⁄2 fathoms has been reported 12.5 miles

NNE from the cape; all with deep water surrounding

them. Keeping Cape Vancouver bearing N of 086°,

Cape Etolin can be rounded when coming from W in 10

fathoms. With Cape Vancouver bearing 086° or E of

this bearing, considerable shoal water and irregular

depths are found.

(395) Cape Etolin Anchorage, the bight on the E side of

the cape, has fair holding ground in 2 to 5 fathoms, but

is open to the NE. Near the S side, and about 0.3 mile

from the head of the bight, is anchorage in 3 fathoms;

the holding ground is gravel and only moderately good.

Farther out, it is deeper but more exposed to the strong

tidal currents and rips of Etolin Strait, the wide passage between Nunivak Island and the mainland.

(396) Several shoals have been reported in Etolin Strait.

In 1968, the U.S. Coast Guard Cutter NORTHWIND, in

transiting the strait, reported that depths in some cases

were found to be greater or lesser than now charted.

Until surveys are made of this area, mariners are advised to use extreme caution.

(397) In 1971, the Coast Guard Cutter STORIS observed

the following conditions on the E side of Etolin Strait:

Depths of 21⁄2 fathoms were found in 59°59.0'N.,

164°56.0'W. Proceeding essentially W from that position, depths increased to 5 fathoms, then quickly

shoaled to 13⁄4 fathoms in 60°01.0'N., 165°05.0'W. The

bottom was sand and mud. The 3-fathom shoal centered in 59°49.0'N., 164°55.0'W. was found in charted

position. The STORIS further reported that the depths

were found to be generally as noted on chart 16006 in

the area SE of the charted shoals and changes in depth

were very gradual.

(398) In May 1977, the NOAA Ship MILLER FREEMAN

reported shoaling to 41⁄4 fathoms centered in about

59°49.9'N., 165°33.0'W. Caution is advised in this area.

(399) Cape Manning is 15 miles SE of Cape Etolin. Triangle Island is 5 miles NW of Cape Manning and 2 miles

from the nearest shore of the main island, with foul

ground reported between.

(400) Cape Corwin, 20 miles S of Cape Manning, is the

easternmost point of Nunivak Island. The cape is low

and has a rocky shore on its N side. The two peaks of

Twin Mountain are 7 miles NNW of the point of Cape

Corwin and can be seen for 25 miles in clear weather.

(401) Cape Mendenhall, 18 miles WSW of Cape Corwin, is

the southernmost point of Nunivak Island. The cape is

255 feet high and has a low rock bluff 10 to 20 feet high

on its E side. A 23⁄4-fathom shoal is 4 miles SW of Cape

Mendenhall.

(402) During a N blow in August 1951, the survey ship

EXPLORER found satisfactory anchorage in 81⁄2 fathoms about 10 miles NW of Cape Mendenhall. The anchorage is about 1.5 miles off the beach of the second

bight NW of the cape and is protected from NW through

N to E. As the ship approached on a NE course, the water shoaled uniformly from 14 to 81⁄2 fathoms. The fine

gray sand bottom is good holding ground. Currents

along the coast had velocities estimated to be as much

as 1 knot.

(403) From Cape Mendenhall the coast extends NW for

about 40 miles to what may be called the SW cape of

Nunivak Island. The few soundings obtained show deep

water fairly close to shore, and it is apparently safe to

follow the shore at a distance of 2 miles. Depths of 43⁄4

to 6 fathoms have been found on an extensive shoal

about 10 miles off this stretch of coast.

(404) The SW cape has cliffs 100 to 150 feet high; the

summit is gently sloping tundra. In the small cove E of

the cape, landings can be made on the sandy beach in

front of the few barabaras of Tachikuga, an abandoned

native village. Water can be obtained from the stream

just E of the abandoned village; at low water the stream

is fresh to its mouth. Temporary anchorage is possible

Bering Sea ■ Chapter 8 ■ 459
in 7 to 9 fathoms about 0.8 mile off the entrance to the

cove.

(405) From the SW cape, the coast of Nunivak Island extends N for about 8 miles to Cape Mohican. Along this

stretch are impassable cliffs 150 to 450 feet high, and

there are no landing places. The 6-fathom curve is

about 1.3 miles offshore.

Tides

(406) The diurnal range of tide at Tachikuga, on the SW

side of Nunivak Island, is 4.3 feet. At Nash Harbor, on

the N side, the diurnal range is 5.3 feet, and the tide occurs about 1 hour later than at Tachikuga.

Currents

(407) On the N and SW sides of Nunivak Island the current has a large diurnal inequality. NE of Cape Mohican

a 4-hour series of current observations in July 1951

showed a NE current which at strength had a velocity

of 1.8 knots. Observations made in June and August

1951 W of Cape Etolin showed tidal currents setting

along the shore in both directions with velocities of

about 1 knot at strength of current. On the E side of the

island in Etolin Strait, it is stated that tidal currents are

so strong that the middle portion does not freeze over

in winter. (See the Tidal Current Tables for predictions

off the W coast of Nunivak Island.)

Ice

(408) Navigation is difficult from mid-December to

mid-May and usually is suspended from early January

to late March.

(409) St. Matthew Island and adjoining islands are 145

miles W from Nunivak Island. They are rocky, uninhabited islands whose shores are poorly charted except for

a small area between Sugarloaf Mountain and Pinnacle

Island. St. Matthew Island is a succession of hills and

low valleys. During the season of navigation, fog is

prevalent in this vicinity. Anchorage can be made with

an offshore wind on the N or S sides of the island.

(410) Cape Upright, the E point of St. Matthew Island, is

high and vertical, and the land in its immediate vicinity

is mountainous. A mountain 1,505 feet high is 0.7 mile

back of the cape, and another mountain 1,280 feet high

is 0.9 mile SW of the cape. Off the cape is a detached

rock 25 feet high. W of the highland of the cape is a low

neck, apparently of sand, and the cape might be easily

mistaken for a detached island.

(411) Glory of Russia Cape, the N point of St. Matthew

Island, is also high and mountainous. A 1,475-foot peak

is about 1.3 miles S of the cape.

(412) Numerous detached rocks along the shores of St.

Matthew Island should not be approached too closely.

On the island is an abundance of freshwater in streams

and lakes.

(413) Sugarloaf Mountain, 1,380 feet high, is 11.5 miles

W from Cape Upright. From Sugarloaf Mountain the

coast trends about 0.8 mile SE to the westernmost

point of a wide bight that extends to Cape Upright. A

rock is about 350 yards S of this point.

(414) Good anchorage may be had in about 14 fathoms,

sheltered from winds between SE and SW, in a bight on

the E side of St. Matthew Island, about 10 miles NW of

Cape Upright, with Sugarloaf Mountain bearing 220°,

and W of some rocks which show well out of the water

and should not be approached closely. Landing is difficult with any swell, as the beach is stony and steep. In

1951, the PATHFINDER anchored frequently in 9 to 10

fathoms, about 3.5 miles WNW of Sugarloaf Mountain,

with broken bottom and satisfactory holding ground.

The PATHFINDER also anchored in about 14 fathoms,

with protection from N gales, 4 miles E by S of

Sugarloaf Mountain.

(415) Sarichef Strait is a 2.5-mile-wide passage between

St. Matthew Island and Hall Island. Tidal currents and

rips were not found to be strong in 1951. The

PATHFINDER obtained a least depth of 10 fathoms in

two passages of the strait near the middle, but the records indicated that shoaler depths could be expected.

(416) Hall Island, about 3 miles N of St. Matthew Island,

is 1,665 feet high and is rugged on its NE, N and W

sides; the SE point is low. Elephant Rock is a large detached rock off Cape Hall, the N point of the island, and

Arre Rocks are several smaller detached rocks off the

SW side of the island. Anchorage is available in 10 fathoms in the bight on the SE side of the island.

(417) In 1993, the Canadian Survey Ship John P. Tully reported discolored water, confused and mounting seas,

and being abruptly set to the E with currents of about 3

knots when passing on the E side of Hall Island about 2

miles off Elephant Rock.

(418) Pinnacle Island, with its spires and needle formations making a striking appearance, rises abruptly from

the sea with scarcely a place for a boat landing. The N

end of the island is 8 miles SSW of Sugarloaf Mountain.

Pinnacle Island is 1.4 miles long, 0.3 mile wide, and

rises to 1,250 feet midway of its length.

(419) An unusual submerged ridge extends from the N

end of Pinnacle Island in a 021° direction to the shore

of St. Matthew Island. The ridge is about 300 yards wide

between the 10-fathom curves. The least depth found

in 1951 was 4 fathoms, and there were several depths of

5 fathoms. The best water over the ridge was 9 fathoms

1.6 miles SW of the point below Sugarloaf Mountain.

Tide rips occur along the ridge with fresh winds.

460 ■ Chapter 8 ■ Volume 9
(420) Rocks and islets 55 to 95 feet high are off the S

shore of Pinnacle Island. Gull Rock, 93 feet high, is 0.5

mile WNW of the S end of Pinnacle Island.

Tides and currents

(421) The diurnal range of the tide at St. Matthew Island

is 2.1 feet. (See the Tidal Current Tables for predictions

at St. Matthew Island.)

(422) In 1971, a rock covered 23 feet was reported 127

miles SW of St. Matthew Island in 58°38.0'N.,

175°02.5'W.

(423) St. Lawrence Island is in the N part of the Bering

Sea about 120 miles S of Bering Strait.

(424) The E end of this island is usually made by vessels

bound into Norton Sound, and in clear weather can be

seen from a distance of 30 to 35 miles. From Southeast

Cape a ridge of mountains extends in a N direction

across the island, and another ridge extends in a N direction from Apavawook Cape to Northeast Cape. Between these two ridges a deep bight makes in from S,

and at its head very low land extends N across the island. The shore of the E end of the island is generally a

low sand beach with outlying rocks; the mountain

ridges begin 0.5 to 2 miles back from the beach.

(425) Northeast Cape, E end of St. Lawrence Island, is

low tundra land, with numerous freshwater lakes. The

cape is 2 miles wide to the foot of a mountain that rises

abruptly and has a peak 1,435 feet high. This peak can

be seen on a clear day for 35 miles or more. At 0.3 and

0.6 mile from the end of the cape are two hummocks 94

and 280 feet high, respectively; the lower hummock is

in 63°18'N., 168°42'W.

(426) Although the bottom is irregular off the point of

the cape, no breakers were noticed while passing it in

rough weather. The N shore of St. Lawrence Island, for

10 miles W of Northeast Cape, is a low sand beach and

grassy tundra with numerous freshwater lakes. Anchorage with shelter from S or SE winds can be had

along this shore about 2 miles from the beach in 8 to 9

fathoms; the holding ground is not good, the bottom

being gravel. At a point on the N shore 6 miles W of

Northeast Cape, breakers extend 1 mile offshore.

(427) From the Northeast Cape the E coast of St. Lawrence Island has a general S trend for 4 miles to a point

where a 450-foot-high spur from the higher hills

reaches to within 0.5 mile of the beach; along this

stretch the 6-fathom curve is 0.8 to 1 mile offshore.

(428) The coast then trends SSW for another 4 miles,

then curves W and N for 5 miles, forming Apavawook

Cape, which is so rounding that it has no definite point.

This entire stretch of coast is a low, narrow strip behind

which is a large lagoon. The mountains are about 2

miles inland and about 900 feet high.

(429) Punuk Islands, 4 to 5 miles SSE from Apavawook

Cape, are a group of three small islands 1.5 miles long;

the NE end of the group is about 13.2 miles 192° from

Northeast Cape. The northernmost and largest island

has two marked rocky hummocks, the higher being

230 feet high; on the SW end of the island are the remains of a native village. The southernmost island is an

irregular mass of rocks, the highest point about 75 feet

above water. Between these islands is a low, sandy islet,

which is separated from the other two by narrow channels completely obstructed by ledges, over which the

sea breaks. The shores of all the islands are foul, and a

ledge extends S from the southernmost island; a rocky

shoal covered 31⁄2 fathoms is 1.4 miles S of the southernmost island; over 7 fathoms can be carried 2 miles S

of the islands. A reef covered 2 to 3 fathoms extends

about 0.7 miles NNW of the southernmost island. Vessels should approach these islands with caution.

(430) A reconnaissance survey in 1951 indicated a clear

approach to good anchorage in N and W weather off

Maknik Lagoon, NW of Punuk Islands. The anchorage,

in 61⁄2 fathoms, is in 63°09'N., 169°15'W., about 1.5

miles off the beach. All soundings showed a uniform

slope to the 6-fathom curve, where there is a break and

a steeper slope to the beach. Maknik Lagoon is behind

the low sand barrier beach.

(431) Heavy breakers have been observed in the channel

between Punuk Islands and Apavawook Cape; vessels

should not attempt to pass through. A depth of 3 fathoms is 1.7 miles NW of the northernmost and larger island. Several areas with 31⁄2 fathoms are in this passage.

From E the islands can be approached as close as 1

mile. It is reported that 2.8 miles 220° from Punuk Islands the flood current was observed setting about 024°

with a maximum velocity of 1.1 knots.

(432) Southeast Cape is about 5 miles across on its S

face; the E point of the cape slopes gradually to the water for 0.3 mile from the highland, and a reef extends

about 0.5 mile SE from the point. The W point is lower

and slopes more gradually to the water for 3 miles from

the highland, and a reef makes off from the point in a S

direction for 2 to 3 miles. The bight between these

points is very foul and should be avoided.

(433) Kialegak Point, about 5 miles NNE of Southeast

Cape, is a long sandspit strewn with rocks that extends

in an E direction from the highland of the coast. There

are breakers about 0.8 mile 355° from the end of the

cape, and there may be others inside; a reef extends S

from the S side of the sandspit for about 1 mile. The remains of a native village are on the sandspit.

(434) The bight between Cape Kialegak and Apavawook

Cape has a uniform slope from 16 fathoms to the

10-fathom curve, where there is a steeper slope to the

beach. The 10-fathom curve is about 2 miles off and

Bering Sea ■ Chapter 8 ■ 461
parallels the shoreline. Good holding ground can be

found in most parts of the bight with good anchorage in

N and W weather. Within 3 miles of the Punuk Islands

the holding ground is very poor and is not recommended.

(435) Northwest Cape, the NW end of St. Lawrence Island, 660 feet high, is a steep, black bluff and flat on top.

A wide sand beach is W of the bluff. Gambell is a native

village with a school and a store, open the year round.

Small quantities of oil and gasoline are available. A visiting nurse calls at the village periodically. A small airstrip is available. Mail and supplies are flown in weekly

from Nome. Radiotelegraph communication is maintained.

(436) The water is deep close to Northwest Cape, and anchorage can be had in 9 fathoms, rocky bottom, 0.5

mile offshore on either side of the point of the sand

beach with Gambell village bearing 225°. In W winds,

breakers have been observed that extend 400 yards NW

from the NW tip of land about 1.7 miles W of Northwest

Cape. The bay, 6 miles SE of Northwest Cape, affords

anchorage with protection from S and W winds, in 9

fathoms, rocky bottom, off the house on the beach.

(437) The W end of the island, S of Northwest Cape, is

rolling land. From Tatik Point around to the bay E of

Southwest Cape, the land is mountainous and abrupt

close to the coast, being highest at Southwest Cape.

Only a few families live at Southwest Cape.

(438) Several rock pinnacles, the largest of which is 25

feet high, are off the SW tangent of Southwest Cape on

the E side of the entrance to Murphy Bay.

(439) Between the highland E of Southwest Cape and

Siknik Cape the land is low. A vessel reported striking a

submerged rock about 2 miles offshore at a point about

16 miles NE of Southwest Cape.

(440) A reef, bare at low water, makes off 1 mile in a 220°

direction from Siknik Cape. The submerged part of this

reef extends about 4 miles in a general 175° direction

from the bare part. This reef is dangerous, as the water

shoals abruptly when approaching the cape.

(441) The rest of the island is generally high and rolling.

There are some submerged rocks in the bight W of

Southeast Cape, and also some detached rocks showing

off the N shore near Kookoolik Point and Savoonga

Point. It is probable that with care an anchorage may

be found almost anywhere around the island, but the

shores must be approached with caution.

(442) Savoonga, at the extreme end of Savoonga Point,

has a school and a native store open the year round.

Small quantities of gasoline, diesel fuel, and motor oil

are available. Mail is delivered from Gambell weekly,

weather permitting, by boat in summer or dogsled in

winter. There is a village nurse. An aerolight is shown

at Savoonga. Radiotelegraph communication is maintained.

(443) A bar that extends NE from the village breaks at low

water. Anchor just W of the village in 6 fathoms. Good

anchorage can also be found about 1 mile W and 1 mile

N of the village in 14 fathoms.

Tides and currents

(444) The diurnal range of the tide at St. Lawrence Island

varies from 1.2 feet at Niyrakpak Lagoon entrance, 26

miles W of Savoonga, to 2.4 feet at Northeast Cape and

Powooiliak Point, 6 miles NE of Southwest Cape.

(445) The current velocity about 0.8 mile off Savoonga is

about 1 knot on the flood setting NW and 1.5 knots on

the ebb setting E. The current velocity at other places

around St. Lawrence Island is generally less than 1

knot. (See Tidal Current Tables for predictions.)

Weather, Savoonga Vicinity

(446) During the ice-free months of May to November,

the diurnal temperature range is only 5° to 10°F (3° to

6°C). From January through March, the range is 10° to

12°F (6° to 7°C). In the winter, passing cyclonic storms

exert the major control on air temperatures. Mean

monthly temperatures at Gambell range from 2.8°F

(-16.2°C) in January to 49.3°F (9.6°C) in August. Extremes of -28°F (-33.3°C) have been recorded in March

and 71°F (21.7°C) in July.

(447) Relative humidity at Gambell is high, usually 80 to

90 percent or more. At least a trace of precipitation occurs on 275 to 300 days a year, yet the annual total is

only about 15 inches (381 mm), about half of which

falls during July to October, the ice-free months. The

greatest rainfall comes with SE winds of cyclonic centers to the S of the island. Snow accumulation is at a

maximum of about 2 to 21⁄2 feet (0.6 to 0.8 m) in March,

and by the first week in June it remains only in drifts,

some of which persist through the summer.

(448) During the winter, from October through April, the

wind is prevailingly from the N or NE and averages over

17 knots. The peak recorded velocity was 69 knots in

October 1947 and was from the N. During the summer,

the wind is more variable, being from the N or NW

about 30 percent of the time and from the SE or SW

about 40 percent of the time. The mean summer velocity is 10 to 11 knots; the mean maximum is 33 to 35

knots.

(449) Throughout most of the year, and particularly in

the summer from May to September, broken to overcast sky conditions prevail. Clear skies are seldom seen

more than 2 or 3 days a month. The principal cloud

types consist of fog, stratiform, and rarely cumuliform

clouds at various levels. Most are generally below

10,000 feet (3050 m). Low ceilings are most common

462 ■ Chapter 8 ■ Volume 9
during the summer. The visibility is over 7 miles (13

km) for about 70 percent of the period June through

September. The best visibility is in September.

(450) Navigation is difficult from mid-December to late

May and is suspended during most of March and April.

(451) Warning.–The soil, surface waters, and vegetation

of St. Lawrence Island are potentially contaminated by

the microscopic eggs of a parasite that causes a

long-term and sometimes fatal infection of the liver

known as alveolar hydatid disease. Although this parasite occurs elsewhere on the W and N coasts of Alaska,

it is unusually common on this island, where it is carried by local dogs, cats, and wild foxes. Visitors are

warned to avoid contact with these animals and not to

transport them under any circumstances from the island to other localities.

Communications

(452) Air service is available to Savoonga and Gambell

from Nome. An aerolight is shown from the Gambell

airport 0.5 mile S of the town.

(453) Ships visit St. Lawrence Island infrequently. A

Northland Marine Lines barge calls at Savoonga and

Gambell once a year. An Alaska Native Service vessel

makes a trip or two each year, and one or two visits by

Coast Guard cutters can be expected. Local vessels

from Nome call occasionally.

(454) Transportation about the island in summer is

mostly by native walrus hide boats or whaleboats,

which usually are powered by outboard motors

mounted inboard in a specially constructed well.

Dogsleds are used in winter and summer on tundra,

but are not particularly efficient in summer. There are

no roads. Trails are unmarked, but are readily followed

in the areas around Gambell and Savoonga.

(455) Caterpillar tractors are available at Gambell and

Savoonga, but their use for ordinary transportation is

prohibitively expensive. Trains of tractors and go-devils

can be used in many parts of the island if heavy transportation is necessary. Weasels have proved their value

on snow, on the tundra, and in small lakes; such vehicles can move over most of the island, except on the

coarsest boulder fields and the steeper slopes.

(456) Landings can be made on almost any part of St.

Lawrence Island during the summer. The surf is not

heavy, except where brisk offshore winds pile up the

shallow offshore water into large breakers. Supplies for

Gambell are landed by whaleboat on both the N and W

sides of the spit, depending upon weather and sea conditions. At Savoonga, supplies can only be landed during periods when a N wind is not blowing because of the

heavy surf.

Chart 16006

(457) Cape Vancouver (60°32.0'N., 165°24.0'W.), about

16 miles NE from Nunivak Island, is a bold promontory,

1,132 feet high. The shoal from the mouth of the

Kuskokwim River is thought to extend along the coast

to Cape Vancouver, so that on the S side of the cape the

water is shoal; about 6 miles W of the cape a 1.5-mile

circular shoal covered 11⁄2 fathoms was reported in

1957. Immediately off the end of the cape is deep water

that extends about 5 miles along the N side of the bight

on which the native village of Tununak (Tanunak) is

situated. This bight is a series of mudflats mostly bare

at low water. The BEAR anchored in 41⁄2 fathoms about

1 mile off the S point of the bight and reported shoals

that extend NW off the mouth of that bight. Hazen Bay

is also reported to be shallow.

(458) Hooper Bay, 60 miles N of Cape Vancouver, and the

second bay S of Cape Romanzof, appears to offer the

best anchorage for moderate-draft vessels in the area

between Cape Vancouver and Cape Romanzof. The recommended anchorage is 0.2 mile SE of the E end of the

sandspit, about 2.5 miles SE of the village of Hooper

Bay. The least depth found in the approach to the anchorage was 31⁄2 fathoms on the series of sand ridges

that parallel the beach. The anchorage is in 8 fathoms

in the channel between the sandspit and a sandbar to

the E that bares at low water.

(459) Off the end of the sandspit, the channel is about 0.3

mile wide and its axis is in a NE-SW direction. Both

sides of the channel are very steep, and depths of as

much as 13 fathoms were found close to the spit.

Currents

(460) (See the Tidal Current Tables for predictions for

Kokechik Bay.) There are two floods and two ebbs each

day; the flood sets NE and the ebb SW.

(461) The village of Hooper Bay, 62 miles NNW of Cape

Vancouver and 17 miles S of Cape Romanzof, is the

most prominent feature in the area. It is on the highest

ground, and the school and tin-roofed buildings are

visible for about 10 miles. To reach the anchorage, steer

075° for the village until within 2.5 miles of shore,

then steer 130° until abeam of the E end of the sand

dunes and within 1.1 miles of shore, then head for the

anchorage off the sandspit.

(462) The village can be reached from the anchorage by

small boat across the W end of the bay and up the creek

along which the village is situated. The entrance to the

creek is marked by stakes which should be left to starboard when entering. The limiting depth depends on

the stage of tide but in 1994 depths of 2 to 4 feet were

reported at low water in the channel. The entrance to

Bering Sea ■ Chapter 8 ■ 463
the creek bares at low water, and the entire W end of the

bay is very shallow, but there is deeper water inside the

creek. There are no docks or piers for mooring; most

boats either make fast to the shore or beach themselves. Services include telephone, mail, stores, and a

health clinic. There are daily flights to Bethel from a

nearby airfield; radiotelephone communications is

maintained.

(463) Small boats drawing 1 to 4 feet, depending on the

season of the year, can travel inland from Hooper Bay to

the Yukon River. The route follows the Keoklivik River,

S and larger of the two emptying into Hooper Bay, to a

junction with the Kashunuk River at the old village of

Chevak; thence through a cutoff ending at the junction

of the Aphrewn River and the Kashunuk River; thence

up the Kashunuk River into Driftwood Slough about 5

miles S of the Yukon.

(464) Entering Keoklivik River can only be done by small

boat. In 1994, the USCGC IRONWOOD reported that

the river forms a delta at the mouth and a small channel leads through numerous sand bars, shoals, and

mud flats into the river. The transit should be made at

low water to find the channel through the flats. Chevak

village reportedly marks the channel with a buoy and

stakes, but local knowledge is still required. Once inside the river, depths of 5 to 25 feet were reported to

Chevak. The village can be contacted via VHF-FM channel 73 by using the voice call “Corporation”. There are

no piers or docks at Chevak, so small boats tie off to the

shore or beach themselves. Telephone, mail, store, and

a Village Public Safety Officer are available. There are

daily flights from Chevak to Bethel.

(465) Driftwood Slough has two entrances from the Yukon. The one most used is about 2 miles downriver

from Pilot Station, which is about 115 miles above the

mouth of Apoon Pass. The other entrance is about 12

miles above Mountain Village, which in turn is about

85 miles above Apoon Pass. The part of the slough leading from this latter entrance meanders considerably

and is little used. At the Yukon, Driftwood Slough is

about 250 feet wide and is 11⁄2 to 2 feet deep during the

dry season.

(466) Following the ice breakup in the spring, the least

depth along the inland route is about 3 feet; by early

July it is about 1 to 11⁄2 feet; and by early September, after the rainy season in August, it may be as much as 4

feet. The shallowest part of the passage is about 20

miles SSW of Pilot Station.

(467) This inland passage may also be entered from the

Bering Sea by way of the Kashunuk River, which empties into the sea between Hooper Bay and Hazen Bay, or

from Hazen Bay by way of the Aphrewn River.

(468) Kokechik Bay (also see chart 16240) is the funnel-shaped body of water on the S side of Cape

Romanzof. The neck of the funnel is at the E end of the

bay and is the mouth of the Kokechik River. On the seaward side of the bay a long narrow sandspit extends N

from Dall Point for about 6 miles. On the spit is a ridge

of low dunes that are visible about 5 miles to seaward

on a clear day.

(469) About 0.8 mile N of the spit, a long narrow sand and

mudflat, part of which bares at all stages of the tide, begins and extends to within 0.5 mile of Cape Romanzof.

The gap between the spit and the flat is the best entrance to Kokechik Bay. Except for the deep water that

extends 1 mile inside the entrance, the bay consists

mostly of extensive flats 4 to 5 feet deep with numerous

bars that bare at low water.

(470) About 1 mile off the entrance to Kokechik Bay is an

extensive breaking shoal that bars approach from the

NNW and W. The best approach to the bay is on an ENE

course for Dall Point, which shows very well and is easily identified by radar in thick weather. From off Dall

Point, steer a N course, paralleling the sandspit and

about 0.8 mile off, and round the end of the spit at a distance of about 0.5 mile. The controlling depth along

this course to the end of deep water 1 mile inside the

entrance is 12 feet.

(471) Large vessels must anchor at least 5 miles W of the

sandspit in 5 fathoms, sand bottom. Vessels up to

12-foot draft will find protected anchorage in the

10-fathom holes, one outside and the other inside the

entrance to the bay. The outer anchorage, 0.8 mile NW

of the end of the sandspit, is between the previously described shoal and the spit, and has mud bottom. The inner anchorage is 0.8 mile NE of the spit and has sand

and mud bottom.

Tide and currents

(472) The diurnal range of tide is 6.5 feet in Kokechik

Bay. Tidal currents are estimated to have a velocity at

strength of 1.5 to 2 knots in the entrance.

Charts 16006, 16240

(473) Cape Romanzof (61°48.0'N., 166°06.0'W.), 85

miles N of Nunivak Island, is a bold and prominent

headland with cliffs rising abruptly from the water over

1,200 feet along its W face; at the sharp extremity of the

cape are remarkable perpendicular shafts of rocks on

the side of the cliff. The cape is the W termination of the

Askinuk Mountains; the highest 2,363 feet is about 5

miles from the cape, and can be seen a considerable distance at sea. An aero radiobeacon is on the cape.

464 ■ Chapter 8 ■ Volume 9
Tide

(474) The diurnal range of tide at Cape Romanzof is 6.8

feet.

Current

(475) Past observations showed a diurnal tidal current

velocity of nearly 0.5 knot about 7 miles SW of Cape

Romanzof.

(476) Wind effects are important at this location. Continued strong S winds will cause the current to set N

continuously for days at a time, and a similar S current

results from N winds. The greatest velocities during

nearly a month of hourly surface observations were 2.2

knots N and 2 knots S; in each case the current was setting approximately with a wind of about 40 knots.

(477) The S end of Sand Islands is 4.5 miles NE of Cape

Romanzof. These two islands, Neragon Island and

Krekatok Island, extend in a general N and S direction

about 13 miles, including the interval between them.

The N island is mostly covered at high water.

(478) The coast trends in an E direction from Cape

Romanzof 15 miles to the mouth of Kun River, and

throughout most of this distance is bordered by abrupt

cliffs and hills gradually diminishing in elevation.

(479) Scammon Bay, entered between Cape Romanzof

and Neragon Island, is very shoal with numerous bars

bare at low water. There are two small coves along its S

side, Windy Cove and Edmonds Cove, respectively 1

and 9 miles from Cape Romanzof, but both are quite

shoal. Kongishluk Bay is the native name for Edmonds

Cove. A limited area with depths of 5 fathoms is just S

and E of the S end of Neragon Island, and a channel of

the same depth leads into it and passes about 2.2. miles

N of Cape Romanzof. A narrow channel with a minimum depth of about 11⁄2 fathoms continues through

Scammon Bay and into the Kun River. The depths are

from 2 to 4 fathoms off Cape Romanzof, but the water

shoals quickly NE, so there is little protection except

for very light draft boats. A large shoal area with breakers is about halfway between the cape and Neragon Island, and another shoal with less than 2 fathoms is 2.5

miles 338° from the cape. Along the highland forming

the S shore of Scammon Bay the water is 1 fathom or

less in depth throughout its length, except just inside

Cape Romanzof.

(480) The village of Scammon Bay is on the S shore at

the entrance of Kun River. Radiotelegraph communication is maintained.

(481) The coast is low and marshy from Kun River N to

the Yukon Delta. The waters along this stretch are extremely shallow and are navigated only by river boats.

(482) Black River, 39 miles NE of Cape Romanzof, is

marked by Black River Entrance Light (62°21'20"N.,

165°20'50"W.), 20 feet (6.1 m) above the water and

shown seasonally from a skeleton tower with a red and

white diamond-shaped daymark on the E side of the entrance.

Chart 16006

(483) Norton Sound is one of the important arms of the

Bering Sea. Some supplies for Yukon River by way of St.

Michael pass through it. The N shore is important because of the mining operations there. The S side of the

entrance to the sound is occupied by the extensive Yukon Flats and should be avoided by deep-draft vessels.

The rest of the sound generally has soundings of 8 to 12

fathoms; the greater depths are near the N side. Off

Cape Nome and Cape Darby are spots with depths of 15

to 19 fathoms. The bottom of the sound is very even,

and the depths decrease to the shore with marked regularity. There is driftwood on all the shores of the sound.

Weather, Norton Sound Vicinity

(484) During the season of navigation the prevailing

winds are S with variable force. Severe storms are usually from the SW. June, with less severe winds, appears

to be the best month for navigation. July is about the

same, but the rainy season and SW winds pick up in the

latter part of the month and continue through August

and part of September. September is usually somewhat

drier, with more frequent winds from the N. Prevailing

winds during October are N to NW; the general weather

is clearer and colder.

Fog

(485) The remarks on fog in the Bering Sea apply to the

region W of Cape Nome, but not to Norton Sound E of

it. On entering the sound with thick weather in the Bering Sea, a vessel will find that the fog almost always

thins out and gradually clears as the vessel proceeds up

the sound. At St. Michael fogs are rare except in the

spring when ice floes are close in to Norton Sound and

the winds are W. With E winds the area is clear of fog.

Mirage

(486) In the vicinity of St. Michael and Stuart Islands and

the coast S, mirage often distorts the appearance of the

land and sometimes greatly magnifies small objects.

(487) Because of this abnormal refraction, positions obtained by astronomic sights (especially on the flats)

cannot be depended on and may be several miles in error although the sight seemed good.

Bering Sea ■ Chapter 8 ■ 465
Charts 16006, 16240

(488) The Yukon Delta extends about 90 miles from

Black River, 40 miles NE by N from Cape Romanzof, to

Apoon Pass. The land along the coast is only a foot or

two above high water, is covered with low marsh grass,

and is entirely lost to view when but a few miles offshore. The only landmarks visible in clear weather are

the sharp peaks of Kusilvak Mountains and the

Askinuk Mountains back of Cape Romanzof, all very

distant and often obscured by clouds or mist. The extreme flatness of the land and the remarkable mirage

effect, often seen over the shoals when bare, make the

whole region deceptive at times.

(489) The river discharges by many mouths through the

delta. The bars at the entrances have little depth, and

the channels through the flats are narrow, crooked,

and bordered by shoals bare at low water. They are also

subject to constant change. Apoon Pass is the entrance

used by the river boats.

(490) When well inside the confined bank the country on

each side is covered with an almost continuous growth

of willow and alder bushes. The water has a brownish

white appearance, something like glacial water, without its fine, sharp grit. It has no unpleasant taste and is

always fresh in the inner channels.

(491) The main channels are free from snags, though

trees sometimes become temporarily lodged on the

bars and quantities of driftwood are piled along the

shores in places. Undoubtedly the ice carries off the

snags when it goes out each season. The channels and

banks show indications of changing rapidly both from

erosion and deposits. Very probably much of this is effected each year during the breaking up of the ice, its

consequent jams, and the great floods following.

(492) The 3-fathom curve is about 6 miles off Cape

Romanzof and about 18 miles off the Yukon Delta and

the shore of Pastol Bay, then comes close in to the

shore of Stuart Island. From the cape to the delta, detached shoals with depths of 23⁄4 to 6 fathoms are as

much as 30 miles from shore. Deep-draft vessels should

avoid depths less than 8 fathoms.

(493) There are several settlements along the passes of

the Yukon Delta. Strangers are advised to seek local

knowledge before entering the Yukon Delta passes. Local independent pilots from Alakanuk and other settlements upriver monitor VHF-FM channel 16; telephone

(907) 238-3629.

(494) Yukon Delta National Wildlife Refuge extends from

Kuskokwim Bay N to St. Michael Island and includes

Nunivak Island. The refuge is a Marine Protected Area.

(See Appendix C for additional information.)

Currents

(495) Currents varying from 0.5 to 1.5 knots have been

observed in the delta channels. Greater velocities occur

in the bar channels and up the river; none observed exceeded 3 knots.

(496) The prevailing winds in summer are NE, E, and SE.

The strong blows are from the same directions, the

most severe being the strong E winds that funnel from

the Yukon Valley down low Unalakleet River Valley. In

winter, 50-knot winds are common. The area has considerable mist and rain.

(497) Kwemeluk Pass, 54 miles NE of Cape Romanzof, is

the most S of the Yukon Delta passes. A seasonal light

marks the entrance to Kwemeluk Pass on the N. Sheldon Point Light (62°32'23"N., 165°01'12"W.), 18 feet

(5.5 m) above the water, is shown seasonally from a

skeleton tower with a red and white diamond-shaped

daymark and marks the entrance to the pass on the S

side. The village of Sheldon Point is on the S side 5

miles above the mouth; river barges call here at irregular intervals during the summer.

(498) Kwikluak Pass, which empties into the Bering Sea

along the N side of the islands that separate it from

Kwemeluk Pass, is the main S mouth of the Yukon

River. Yukon River South Entrance Light (62°35'22"N.,

164°57'42"W.), 20 feet (6.1 m) above the water, is shown

seasonally from a skeleton tower with a red and white

diamond-shaped daymark and marks the entrance to

the pass. Approaches to Kwikluak Pass are generally

very shallow. Accurate soundings are not available due

to the shifting shoals near the entrance. The approach

recommended by the river pilot is Acharon Channel,

however, local knowledge is required to make the transit safely. Once through the river mouth, passage

upriver should only be made with a pilot or with local

knowledge. According to the local pilot, the limiting

draft of the S entrance at high water is 15 feet. Pilotage

for the S entrance can be obtained by radiotelephone

on VHF-FM channel 68; call sign, WTH-5951 or arrangements can be made by calling “City of Emmonak”

on channel 68. A seafood company which owns a processing plant upriver sets a series of seasonal orange

buoys marking the channel, however these buoys are

subject to change and are not reliable as navigational

aids.

Tide

(499) The diurnal range of tide is 2.3 feet at the mouth of

the pass.

(500) The villages of Alakanuk and Kwiguk on the NW

bank 12 and 18 miles, respectively, above the mouth of

Kwikluak Pass, have telephone communications and

466 ■ Chapter 8 ■ Volume 9
daily air transportation to Anchorage. Diesel fuel is

available at the village of Kwiguk. Alakanuk has radio

service. The village of Akulurak is on the SE bank 17

miles above the mouth.

(501) Kwiguk Pass, about 12.5 miles N of Kwikluak Pass,

connects Bering Sea with Kwikluak Pass at the village

of Kwiguk. A seasonal light marks the seaward entrance to the pass. Emmonak, is a native village about

10 miles inside the entrance. There are no piers or

docks at the village, skiffs or boats are either anchored,

beached, or moored to shore. Using local knowledge,

Emmonak can also be accessed from Kwikluak Pass. Pilotage can be obtained by radiotelephone, by calling

Emmonak on VHF-FM channel 68; call sign,

WTH-5951. Emmonak has fuel, water, mail, telephone,

and airline services.

(502) Kawanak Pass and Kwikpak Pass have a common

outlet to the sea about 30 miles N of Kwikluak Pass. A

seasonal light marks the entrance to Kawanak and

Kwikpak Passes. The diurnal range of tide is 2.7 feet inside the mouth of Kawanak Pass.

(503) Head of Passes on Yukon River is the junction of

Kwikluak and Kwikpak Passes at 62°30'N., 163°51'W.;

the junction is 42 miles from the mouth of Kwikluak

Pass and 53 miles from the mouth of Kwikpak Pass.

Kawanak Pass and Apoon Pass join Kwikpak Pass 26

and 22 miles, respectively, above its mouth. By way of

Kwikpak Pass, Head of Passes is 49 miles from the

mouth of Kawanak Pass and 55 miles from the mouth

of Apoon Pass. A seasonal light marks the junction of

Kwikluak and Kwikpak Passes.

(504) Pastol Bay, at the NE extremity of the Yukon Delta

is about 25 miles wide between the delta on the W and

Point Romanof on the E and has general depths of 1 to 6

feet.

(505) Apoon Pass, at the head of Pastol Bay, is the principal approach to Yukon River from St. Michael. In common with the rest of this region, the surrounding

country is only 1 to 2 feet above high water. The banks

of Apoon Pass, to within about 2 miles of its mouth, are

mostly covered with willow and alder bushes 8 to 10

feet high. At the mouth the land is more marshy, and a

large area to the W appears to be entirely an open

marsh. The channels and banks of the pass are subject

to rapid changes from erosion and deposit.

(506) The open country E of Apoon Pass is mostly marsh,

ponds, and tundra. The only high ground is Hogback

Hill, a rounded ridge about 300 feet high, 7 miles E of

the pass and 2 miles back of the coast. A range of hills

and mountains 10 to 20 miles back of the coast extends

SW to the first great bend in the Yukon.

(507) The approach to Apoon Pass is across unmarked

shallow flats. The entrance to the pass is marked by a

seasonal light. Because the depths are only 1 to 2 feet,

all but the shallowest draft vessels must cross the flats

at or near high water.

Tide and current

(508) The tide in Apoon Pass is more or less diurnal; the

diurnal range is 4 feet at the mouth of the pass and

about 1 foot at the Head of Passes. The tides at the entrance are greatly affected by winds, that may be strong

enough to entirely obliterate the natural tides; N and E

winds lower the water level, and S and SW winds raise

it. The ordinary outflowing current in Apoon Pass is

much less rapid than that in other passes, but there is a

tidal inflow and outflow with velocities that depend

upon the particular range of the tide.

(509) Chaniliut, on the S side 1 mile above the mouth of

Apoon Pass, has a school and radiotelephone service.

Kotlik is at the mouth of Kotlik River, which empties

into the S side of the pass 5 miles above the mouth.

(510) A seasonal light marks the junction of Apoon Pass

and Okwega Pass 8 miles above the mouth.

(511) Old Fort Hamilton is on the SE side about 22 miles

above the mouth of Apoon Pass. The abandoned village

of Hamilton is near Old Fort Hamilton.

(512) Nunachik Pass and Little Apoon Pass make off to

the W from Apoon Pass just above Old Fort Hamilton.

Apoon Pass joins Kwikpak Pass 25 miles above the

Apoon mouth. New Fort Hamilton, on the E bank of

Kwikpak Pass, is 40 miles from the Apoon mouth.

(513) Yukon River, one of the largest of the world, is the

largest and most important river in Alaska. It is navigable for flat-bottom boats along its entire course from

the mouth to near the head of Lake Bennett. No one

company operates vessels along the entire river. Transfer points are at Marshall, 153 miles above Apoon Pass;

Tanana, 628 miles above Apoon Pass; Nenana, 50 miles

SW of Fairbanks on the Tanana River; and Dawson,

Canada, 1,197 miles above Apoon Pass. The Porcupine

River, Chandalar River, Tanana River, Koyukuk River,

and Innoko River are the principal tributaries of the

Yukon in Alaska.

(514) Between Tanana and the delta, Ruby, 526 miles

above Apoon Pass, is the only town on the S side of the

river.

(515) River steamers may ascend to Whitehorse, Yukon

Territory, Canada. The White Pass and Yukon Railway

connects Skagway, Alaska, and Whitehorse, Canada,

the head of riverboat navigation. The Alaska Railroad

connects Seward and Fairbanks; the latter is on Chena

River. Chena River flows into the Tanana River.

(516) Although the Yukon River is navigable all the way

from the Bering Sea to Whitehorse, it can neither be

entered by oceangoing ships nor navigated by them.

The river itself is shallow in many places and, like the

Bering Sea ■ Chapter 8 ■ 467
Mississippi, is a maze of bars, bayous, and side channels

for much of the length. At the river mouth is a vast

delta with sand flats reaching far out to sea. Such channels as the currents have made are too shallow for the

passage of oceangoing ships and are perpetually shifting. The riverboats are built especially for this shallow-water work, as are those used on the Mississippi.

(517) The mouth of Pastolik River, about 2 miles from

the outer end of Apoon Pass, affords anchorage for

small vessels. The Apoon flats extend in front of the entrance, and it can only be entered at high tide.

(518) With the exception of the promontory of Point

Romanof, the immediate coast is low and flat all the

way from Apoon entrance to St. Michael Island. Point

Romanof, 360 feet high, stands well out about 12 miles

W from the high hills of the coast range. It appears in

clear weather like an island in the sea. Point Romanof

Light (63°12'00"N., 162°50'00"W.), 25 feet (7.6 m)

above the water, is shown seasonally from a skeleton

tower with a red and white diamond-shaped daymark.

(519) After passing Point Romanof, Crater Mountain, on

the mainland back of St. Michael Island, and St. Michael, Stephens, and Stuart Mountains, on St. Michael

and Stuart Islands, appear above the horizon and are

excellent landmarks.

Anchorage

(520) An anchorage for medium-sized vessels is in the

mouth of the right-hand stream of Pikmiktalik River, 8

miles NE of Point Romanof. The depth over the bar is

about 21⁄2 feet. A shoal extends out from the S point at

the entrance.

(521) In moderate weather the ocean swell is not felt between the Apoon entrance and Stephens Pass; but in

heavy weather and W weather, which is more likely to

occur during the latter part of the season, a choppy sea

develops and is heavier off Point Romanof than elsewhere. In general, this passage is safe for river steamers

in the summer season. During the latter part of the season, however, high winds become more frequent, and

the boats are obliged to watch their opportunities.

Anchorages

(522) Riverboats anchor on the flats or in the channel,

wherever exigency demands. In the S end of St. Michael

Canal in the S branch just above the junction, is a good

and safe anchorage in all kinds of weather. The depth is

only about 3 feet on the outside bar, and it has to be

crossed at high water.

(523) Good protection is available from all but SW

weather in 6 to 9 feet in the cove on the S side of Cape

Stephens. Stebbins, on the shore of the cove, has a

school and a nurse. Radiotelegraph service is

maintained. Mail is delivered from St. Michael and

Unalakleet.

(524) Stuart Island, NW of St. Michael Island, is separated from the latter by Stephens Pass, which has a

minimum width of about 0.6 mile. The island is divided

into two approximately equal parts by a narrow N-S waterway which is used considerably by small launches

and native craft. Stuart Mountain, 480 feet high, E of

the center, is the highest point. The rest of the island is

low and rolling, with some small, scattered peaks. The

shore of the island is very irregular. From North Point

to Observation Point and around through Stephens

Pass is a line of conspicuous bluffs about 170 feet high;

the rest of the coast is much lower. From Observation

Point to the W point of the island the N shore is free

from outlying dangers; 5 fathoms can be carried 1 mile

from the beach. Off the W point, some detached rocks

extend about 300 yards. On the E face of the island, well

toward the SE point, a shoal makes out about 3 miles.

Cape Stephens Light (63°32'27"N., 162°18'49"W.), 200

feet (61.0 m) above the water, is shown seasonally from

a skeleton tower with a red and white diamond-shaped

daymark on the SE side of Stephens Pass.

(525) Egg Island, 16 miles E of Stuart Island, is small

and affords little protection in heavy weather, but it is

the only lee to be had in N gales. The water off the W

shore is deep, 6 fathoms being found close inshore. Egg

Island Light (63°36'40"N., 161°44'35"W.), 90 feet (27.4

m) above the water, is shown seasonally from a skeleton

tower with a red and white diamond-shaped daymark

on the highest part of the island.

(526) St. Michael Island, separated from the mainland by

St. Michael Canal, is mostly low, but has two conspicuous rises: St. Michael Mountain, 450 feet high, near the

center of the island, and sharp conical Stephens Hill,

331 feet high, overlooking Cape Stephens and Stephens

Pass.

(527) St. Michael Canal is a narrow, crooked tidal slough

that forks and comes together again. Distances

through the canal are 18 miles by way of the N fork and

20 miles by way of the S fork. The S fork is generally

used because it is wider. Depths in the canal are probably less than the 6 feet of the old improvement project,

but are sufficient for the traffic of the area; the depth

over the bar at the SW entrance is about 3 feet. Canal

Point is on the N side of the SW entrance.

Chart 16240

(528) St. Michael Bay is the harbor on the E side of St.

Michael Island. Orizaba Reef extends 1.5 miles off Rock

Point, and is 051° from St. Michael Mountain.

468 ■ Chapter 8 ■ Volume 9
(529) Whale Island, close off the E end of St. Michael Island, is 95 feet high and small; on approaching the harbor its E end is seen as a vertical bluff. Whale Island

Light (63°29'27"N., 161°59'50"W.), 53 feet (16.2 m)

above the water, is shown seasonally from a skeleton

tower with a red and white diamond-shaped daymark

on the E end of the island. Four tanks are about 0.75

mile NE of the village of St. Michael. The passage between Whale and St. Michael Islands is blocked by

rocks, bare at low water. E and N of the island the water

deepens rapidly.

(530) A boulder covered 18 feet is 0.5 mile 064° from

Whale Island Light.

(531) Beulah Island, about 0.3 mile NNW from Whale Island, is 50 feet high, small, and rounded. It has bold water off its NE side. Between this and Whale Island the

water is shoal.

(532) Saint Michael, near the E end of St. Michael Island,

is about 55 miles from Apoon Pass via Stephens Pass.

The village shows little evidence of the days when it was

of major importance in the Yukon River traffic. Gone

are most of the buildings of the Army post and the

warehouses of the trading companies, and the tall

masts of the telegraph company; the waterfront is littered with the rotting hulks of the once great river

fleet.

(533) The Northern Commercial Co. operates the only

remaining trading post at Saint Michael and maintains

facilities for transfer of freight from ocean to river vessels. The village has a church, school, and health clinic.

(534) Limited amounts of diesel fuel and supplies can be

obtained at the trading post. Yutana Barge Lines reportedly has a fuel terminal at Saint Michael and uses

two sunken barges as makeshift docks. Gasoline and

lodging are also available in Saint Michael. A marine

railway operated by Yutana Barge Lines can handle vessels to 100 tons and 9 feet in draft with limited machine

shop facilities.

(535) Telephone and radiotelephone services are maintained. The village and Yutana Barge Lines can be contacted on VHF-FM channel 10 by calling “79 Yutana”.

Mail and daily flights to Nome and Unalakleet are available. Yutana Barge Lines runs boats in the summer on

an irregular schedule from Saint Michael to Nenana,

on the Yukon River.

Anchorage

(536) The harbor and anchorage for seagoing vessels is

an open roadstead exposed to winds from NW through

N to E. Larger vessels anchor in the offing between St.

Michael Bay and Egg Island, and in heavy N gales shift

their anchorage to get a lee under Egg Island or go to

sea. Anchorage is found about 0.5 mile SE of Whale Island in 31⁄2 to 4 fathoms, bottom dark-blue mud, and

good holding ground. Care should be taken to avoid the

18-foot boulder.

(537) Good anchorage in 5 fathoms is 3 miles off Whale

Island Light on the following bearings: Egg Island

038°, Crater Mountain 205°, Whale Island Light 227°,

North Point of Stuart Island 294°. Use 45 fathoms of

chain.

(538) Light-draft vessels and river steamers can find

shelter from N and W winds by anchoring near the E

side of the island, in 3 to 8 feet. The shores of St. Michael Bay are strewn with loose rocks that are often

frozen in the ice in winter and dropped as it goes out in

the spring. Light-draft vessels, when anchoring in

shoal water, should be careful not to anchor over any of

these loose, scattered rocks.

Tides

(539) The tides of Saint Michael are chiefly diurnal, the

range being 3.9 feet. (See the Tide Tables for daily predictions.)

Currents

(540) About 0.8 mile offshore in St. Michael Bay, the current velocity is about 0.8 knot. Like the tide itself, the

tidal current is chiefly diurnal and sets SE on the flood

and N on the ebb.

(541) Saint Michael being the end of deepwater navigation, all the Yukon traffic beyond this point has to be

conducted with vessels drawing 5 feet or less. The

larger launches leaving St. Michael Bay go around the

N side of St. Michael Island and through Stephens Pass,

between St. Michael and Stuart Islands. They give a

wide berth to the reef off Rock Point, on the N side of St.

Michael Island, and, after passing between the islands,

make a straight course slightly W of Point Romanof.

When the summit of Point Romanof is abeam, about

1.5 miles, the direction is changed and a course is

steered for Apoon Pass. The most dangerous part of the

passage is the 14 miles around the N end of St. Michael

Island, which is exposed to the deepwater swell from

the N. This can be avoided by small craft by going

through St. Michael Canal

Routes

(542) Routes for small craft between Isanotski Strait

(False Pass) (55°05'N., 163°30'W.) and Saint Michael

(see charts 16006 and 16240).–After passing out of

Isanotski Strait, clear of the outlying breakers, the

course is shaped for the E side of Amak Island. Shelter

can be found on the S, SE, and E sides of the island.

(543) Leaving Amak Island, the next course is set for

Cape Newenham. Shelter can be obtained on either

side, according to the wind. From Cape Newenham the

course is set for Nunivak Island. If heavy N or NE winds

Bering Sea ■ Chapter 8 ■ 469
are encountered before the island is reached, shelter is

sought in the depth of the bight on the S side. Weather

conditions being good, it is only necessary to touch at

this island if needing water. The anchorage on the N

side, about 12 miles E of Cape Etolin, is considered the

best. (See Nunivak Island earlier in this chapter.)

(544) From the N end of Nunivak Island the customary

course is to cross over diagonally to a little N of Hazen

Bay, and then coast along just outside the shoals in 3 to

5 fathoms of water until Cape Romanzof is reached. If

the weather is unfavorable or water is required, an anchorage in Scammon Bay is made close inshore on the

S side, in a bight where a stream empties.

(545) After leaving Scammon Bay, by giving the spit on

the N side of the entrance a good berth, the remaining

distance to Saint Michael is made by skirting along on

the outer part of the Yukon Flats, in 2 to 5 fathoms,

where the courses are exclusively guided by sounding.

On this crooked stretch, after the mountains of Cape

Romanzof and the Kusilvak Mountains disappear, no

land will be visible until the high peaks on the mainland S from Stuart Island are sighted; a little later the

summits of Stuart and St. Michael Islands become visible. After Stuart and St. Michael Islands become defined, the course is shaped to go through the pass

between them, and then skirt around the N side of St.

Michael Island to Saint Michael.

(546) In the summer, N and E winds prevail a large part of

the time between Cape Newenham and Cape Romanzof. The tidal currents in Etolin Strait are strong and at

times cause heavy tide rips.

Chart 16200

(547) The coast from St. Michael Bay to Cape Darby is

generally low and rock strewn, and the depths when approaching it shoal gradually from 6 fathoms toward the

beach; a depth of 3 fathoms can be taken as close as 0.8

mile except in a few places. There are no outlying dangers, but a reef makes off about 0.5 mile from the shore

2 miles S of Black Point, about 26 miles E from Saint

Michael. Tolstoi Point and its vicinity are high and

rocky, and from there to Unalakleet River the shore is

low.

Anchorage

(548) Anchorage with good protection from S winds can

be found in Klikitarik Bay, 15 miles E of Saint Michael.

There are several native campsites along this coast, but

the only permanent settlement is Unalakleet.

(549) Unalakleet (63°53'N., 160°47'W.), at the E end of

Norton Sound, is the largest village on the sound E of

Nome. Approach to Unalakleet is generally from the

NW because of shoaling that occurs E and SE of

Unalakleet River entrance. In 1994, the USCGC

IRONWOOD found good water by approaching from

NW on a ESE heading until intercepting longitude

160°50.0'W., then turning E, keeping the river entrance off the bow. The river entrance is marked by seasonal buoys, however, local knowledge is required to

transit safely. An aerolight is about 0.5 mile N of the entrance. The North River aero radiobeacon has been

found valuable as an aid to surface navigation.

(550) Unalakleet River South Spit Light (63°52'04"N.,

160°47'17"W.), 15 feet (4.6 m) above the water, is shown

seasonally from a skeleton tower with a red and white

diamond-shaped daymark on a sandspit S of the river

entrance.

(551) Good anchorage for vessels with moderate draft, in

32 feet, sticky mud bottom, was found in 63°53.0'N.,

160°56.0'W. Ranges were 3.5 miles from Unalakleet,

15.8 miles from Tolstoi Point, and 16.3 miles from

Besboro Island. This position provided good holding

ground but was highly exposed. There were not any

sheltered anchorages in this area. Vessels have anchored in 5 fathoms with 60 fathoms of chain about 2

miles offshore. An alternate anchorage is about 6 miles

N of Unalakleet.

(552) Services available in Unalakleet include telephone,

radiotelephone, mail, a school, a church, fuel, Native

store, Native Corporation store, haul out and garbage

services. The village also has a health clinic with a Physicians Assistant. Daily jet air service to Nome and Anchorage is available.

Weather, Unalakleet Vicinity

(553) Unalakleet does not fall into any single climatic regime. The proximity of Norton Sound places it principally under a marine influence during those months

(late spring, summer, and early fall) that the sound is

free of ice. The summer temperatures are cool with a

relatively small number of days annually with readings

above 70°F (>21°C). The summer extreme of 86°F

(30°C) in June reflects the fact that occasionally in

summer warm dry continental conditions prevail for

brief periods. In winter the extreme temperatures are

those of a cold continental climate, but the average

minimums for the season are in between the normal

values for marine and continental climates at this latitude.

(554) Precipitation also appears to be variable between

marine and continental influences. The increased

amount of precipitation in summer has an abrupt beginning and ending that closely coincides with the marine predominated period. The relatively low average

annual snowfall relates to the dry continental winter.

470 ■ Chapter 8 ■ Volume 9
Because of the variable influences the coastal section of

this W central part of Alaska is frequently described as

being part of a transitional climatic zone between marine and continental climates.

(555) Even though the Unalakleet River Valley is broad

with no extreme elevations on either side, surface

winds are channeled by the valley such that prevailing

directions are either E or W. Fall storms moving

through the Bering Sea occasionally produce winds of

several hours duration blowing from the W with velocities in excess of 43 knots, and because of the low elevation, the village and airport may be flooded by the

wind-caused high tides. During winter, flooding does

not occur because Norton Sound is frozen from November until about May. In the spring storms with sufficient intensity to produce wind caused floods are rare.

Occurrences in summer are also quite rare, but more

likely than in spring, especially during the latter part of

the season.

(556) Besboro Island is 1,040 feet high and very prominent; on a clear day it can be seen from Saint Michael. It

affords a poor lee, as the wind draws all around the island. A shoal covered 4 to 43⁄4 fathoms makes off 2 miles

in a NE direction from the N end of the island. The W

side of the island is bold-to, and the E side can be approached as close as 0.5 mile, with a depth of over 5

fathoms.

(557) Shaktoolik River Entrance Light (64°22'43"N.,

161°14'10"W.), 14 feet (4.3 m) above the water, is shown

seasonally from a skeleton tower with a red and white

diamond-shaped daymark on the spit at the entrance to

Shaktoolik River, 7.5 miles E of Cape Denbigh.

(558) Shaktoolik is 4 miles S of Shaktoolik River entrance. Vessels can anchor 4 miles off the village in 7

fathoms, mud bottom. Tugs and barges and small boats

beach themselves, or tie off, to the gradually shoaling

shale beach near the village, but the approach is extremely shallow and should be made with caution.

Some small boats pass over the bar at the mouth of the

river and follow the shallow slough on the backside of

the spit SE to the village. In 1994, the USCGC

IRONWOOD reported very shallow depths in the river

entrance and slough. Local knowledge is required. W

winds cause considerable surf in the area. A Public

Safety Officer, telephone, mail, fuel, and a native store

can be found in Shaktoolik. Two local rescue teams can

be contacted on VHF-FM channel 5. Daily flights to

Nome and Unalakleet are available. Radiotelegraph service is maintained.

(559) Cape Denbigh is a moderately high rounded hill,

joined to the mainland by a low narrow neck. The head

of the bight, E of the cape, is shoal, but in the approach

the water shoals gradually. A good anchorage in NE

winds can be had E of the cape in depths suitable to the

draft of the vessel. The S end of the cape is bold-to, and

its W side, 2.5 miles N of the point, can be approached

close-to in 4 fathoms. The water shoals rapidly inside to

a depth of 4 fathoms when approaching the shore.

(560) Protection from E weather is found in the lee of

Reindeer Hills, just NNE of Cape Denbigh.

(561) Norton Bayis generally shoal. About midway between Point Dexter and Bald Head is a depth of about 6

fathoms, and from this depth the water shoals gradually as the shores are approached in any direction inside of Bald Head. In some places the 6-foot curve is 5

miles or more from the beach. The N shore of the bay

for 15 miles W of Bald Head is comparatively low, and

the water is shoal for some distance from the shore.

From a point 15 miles W of Bald Head to Cape Darby

the land is high and wooded along the coast; a few native villages are found in this stretch. For 20 miles NE

from Cape Darby, a depth of 4 fathoms can be taken 0.3

mile from the shore, and in some places much closer.

The water shoals gradually on approaching the coast,

but the S and E sides of Cape Darby have deep water

close-to. During strong N winds the water is lowered

considerably in Norton Bay.

(562) The entrance to Koyuk River, flowing into the NE

end of Norton Bay, is marked by seasonal buoys; local

knowledge is required to enter the river. The village of

Koyuk, on the N side of the mouth of the river, offers

telephone, mail, fuel, stores, a Public Safety Officer,

and a volunteer search and rescue group. Daily flights

to Nome are available. The village can be contacted on

VHF-FM channel 10 by calling “Public Safety Koyuk.”

(563) Small boats land or moor in a narrow channel that

separates the spit at Moses Point, 13.1 miles WSW

from Bald Head. An aero radiobeacon is just W of the

channel. Small boats from the native village of Elim,

about 7.5 miles to the SW, beach themselves at Moses

Point, or anchor in the small bay just off the village.

Vessels can anchor to a hard bottom with good holding

ground about 1 mile off the village in 41⁄2 fathoms of water. Services available in Elim include telephone, mail,

fuel, store, small medical clinic, Public Safety Officer,

and daily flights to Nome. The village can be contacted

on VHF-FM channel 11 by calling “City Office Elim,” or

“Public Safety Elim.”

(564) Cape Darby is the S extremity of Kwiktalik Mountain. The cape is high and rounded terminating at the

water in steep rocky bluffs.

(565) Rocky Point is a high bold promontory with irregular rocky cliffs. Rocky Point Light (64°23'53'N.,

163°09'00"W.), 175 feet (53.3 m) above the water, is

shown seasonally from a skeleton tower with a red and

white diamond-shaped daymark at the W entrance to

Golovnin Bay.

Bering Sea ■ Chapter 8 ■ 471
(566) Golovnin Bay, on the N side of Norton Sound, has

its entrance between Cape Darby and Rocky Point, with

a width of 10 miles. It extends in a general N direction

for 12 miles to the entrance to Golovnin Lagoon. The E

shore is high and bold, with occasional sand and gravel

beaches.

(567) Carolyn Island, low and rocky, is 0.2 mile off the E

shore, about 8 miles N of Cape Darby.

(568) The W shore of Golovnin Bay for about 3 miles N of

Rocky Point is high and bold, but beyond this is a low

sand beach with a prominent point about 5 miles N of

Rocky Point. The head of the bay on the W side of the

entrance to Golovnin Lagoon is between a sandspit projecting from the E shore and a low sand island extending N from the W shore and connected with it at low

water.

Tides and currents

(569) The tidal current in Golovnin Bay is chiefly diurnal. The current velocity is about 0.5 knot off Carolyn

Island; floods N and ebbs S.

(570) Deep water can be carried close under Cape Darby

and Rocky Point. E of Rocky Point is an extensive middle ground on which the least depth found was 23 feet;

on its E edge it rises abruptly from 36 to 42 feet. Except

for this middle ground, the bay is free from dangers S of

the low point on the W shore, the deepest water being

on the E side, and ranging from 66 feet close under

Cape Darby to 24 feet 0.5 mile NW of Carolyn Island. In

the S part of the bay the highland may be approached

closely, but off the low land the 18-foot curve is in

places nearly 1 mile offshore.

(571) In 1952 the Bureau of Indian Affairs ship NORTH

STAR reported striking a submerged object in 64°20'N.,

163°06'W., about 4 miles SSE of Rocky Point; the vessel

was drawing about 21 feet.

(572) In the N part of the bay an extensive shoal, with 4 to

9 feet, makes out in a NE direction from the W shore to

within 0.8 mile of the E shore; its extremity is about 2

miles 093° from the N point of South Spit on the S side

of the entrance to Golovnin Lagoon. The channel leading to the entrance to Golovnin Lagoon is on the E side

of the bay, passing around the E end of the shoal and

following the E shore at a distance of 0.4 to 0.7 mile,

with an average width of 800 yards. The least depth in

the channel is 13 feet, but 15 feet has been taken in at

high water. The diurnal range of the tide is 1.8 feet, but

this is influenced by the prevailing winds, which have a

tendency to bank up the water in heavy S weather and

to lower it with N and NE winds.

Anchorage

(573) NW of the N end of South Spit, in the entrance to

Golovnin Lagoon, anchorage may be had in 36 to 42

feet, with protection from all winds. For vessels whose

size prevents the use of this anchorage, the best is off

the point on the W side of the bay in about 24 feet. This

is unsafe in S weather, but is the most convenient for

communicating with the head of the bay. By shifting

anchorage from one side to the other in Golovnin Bay,

good shelter is found from E or SW or W winds.

(574) An anchorage with good holding ground in 42 feet

is about 7.5 miles NNE of Rocky Point Light. Keep at

least 1 mile S of Carolyn Island.

(575) Golovin, on the N spit at the entrance to Golovnin

Lagoon, is a distributing point for the mining district of

the Fish River country. Small boats are beached or

made fast to the shore on the N side of the spit. The village has telephone, mail, a school, roadhouse, cold

storage plant, two salteries, several stores, and an airport.

(576) Golovnin Lagoon is very shallow and is navigable

for small vessels of 31⁄2-foot draft to the mouth of the

Fish River, which empties into the head of the lagoon.

The channel through the lagoon is narrow and tortuous,

and local knowledge is required. In 1994, the USCGC

IRONWOOD reported significantly greater depths once

inside the river. The village of White Mountain is just

above where the river forks, about 7 miles above the

mouth. Above the village, the river reportedly becomes

very shallow with several gravel beds. The village provides telephone, mail, fuel, stores, a Public Safety Officer, and daily flights to Nome. The village may be

contacted on VHF-FM channel 5 by calling “City Office

White Mountain.”

(577) For about 22 miles, from Rocky Point to Topkok

Head, the land is high and bold, in many places rising

abruptly. Beyond this to Cape Nome the coast is low,

with high land farther back. Immediately behind this

lowland is a large shoal lagoon with two small entrances, the W one called Port Safety. Between Rocky

Point and Cape Nome the water is deep and the bottom

regular; by giving the shore a berth of 1 mile a depth of

6 fathoms or more will be found.

(578) Topkok Head is 22 miles W of Rocky Point, and is

the first highland close to the coast E of Cape Nome. Its

seaward face rises abruptly from the water 586 feet and

is a well-known and conspicuous landmark.

(579) A yellow bluff, 572 feet high, on the E side of Bluff,

about 6 miles E of Topkok Head, is conspicuous, but

not as much so as Topkok Head.

(580) In 1968, it was reported that small craft could find

some protection from W winds in indifferent weather

in a small cove W of Bluff. The cove can be recognized

472 ■ Chapter 8 ■ Volume 9
by a small low house somewhat back from a point. Caution should be exercised in this area to avoid being

swept into the cove as a result of sudden wind changes.

(581) Solomon is an abandoned mining village at the

mouth of the Solomon River, 11 miles W of Topkok

Head and 17 miles E of Cape Nome. A road runs N to

Council and W to Nome via a ferry at Port Safety. The

depth on the bar at the entrance and inside Solomon

River is about 3 feet, but local knowledge is necessary

to keep in the best water. In 1968, it was reported that

no lights were visible from offshore, and that there

were no good marks for entering the river. A large steel

warehouse and a few old steel oil tanks were reported to

stand on the N side of the river W of the entrance.

(582) It was further reported in 1968, that small craft

should make a straight-in approach to the river entrance from well outside. When once inside, however,

the river to the W was particularly good, and that small

craft could tie up to the shore on either the N or S sides;

the N side appeared to be a little deeper.

(583) An anchorage approximately 2 miles offshore in 81⁄2

fathoms, hard gravel and sand bottom, is on the following bearings: Cape Nome 254°, largest house in village

358°, Topkok Head 079°. Use 45 fathoms of chain. The

only protection against heavy winds is to stand out to

seaward.

(584) Port Safety, about 8 miles E of Cape Nome, is a

small anchorage for vessels of less than 7-foot draft.

The channel is narrow and has a depth of 7 feet. Small

vessels can anchor in the narrow sloughs that lead between the flats inside the entrance.

(585) A cable ferry travels across the entrance to Port

Safety; minimum vertical clearance of the cables is 3

feet. Sheltered anchorage for several small boats can be

had in the entrance outside of the ferry cables.

(586) Cape Nome is a bluff about 650 feet high, 1 mile

broad, and rounded down to the water on either side,

where the land at the shore is low, with higher land farther back. The water off this cape is quite deep. The diurnal range of tide at Cape Nome is about 2 feet.

(587) From Cape Nome to Cape Rodney, the coast, except

abreast of Sledge Island, is a comparatively straight

stretch of low sand beach, with no projecting points,

and higher land some distance back. Abreast of Sledge

Island for a distance of several miles the hills slope

down to the beach, giving this part of the coast the appearance of a point. The stretch of beach is broken by a

number of small rivers. The entrances to Nome River,

Penny River, and Sinuk River have shifting bars, but

there is generally enough water in the channel over

these bars to permit boats of 3-foot draft to enter. When

approaching the coast between Cape Nome and Sledge

Island, the water shoals regularly and gradually until a

depth of 5 fathoms is reached; inside this depth the

bottom is irregular, especially near the mouths of the

rivers.

(588) A shoal area with a least depth of 7.6 fathoms in

64°20'15"N., 167°09'46"W., is about 27 miles SW of

Cape Rodney and another shoal area with a least depth

of 6.8 fathoms in 64°18'03"N., 166°44'09"W., is about

22 miles SSW of the cape.

Chart 16206

(589) Nome, the metropolis of NW Alaska, is on the beach

at the mouth of the Snake River, 11 miles W of Cape

Nome. A large dish-shaped communications antenna is

on the beach at Nome. An aero radiobeacon is 2.5 miles

E of Nome (shown on charts 16200 and 16206), and an

aerolight is at the Nome Airport.

(590) The general anchorage for deep-draft vessels is in 7

to 8 fathoms about 1 mile from the beach abreast of

Nome. Vessels of less draft anchor in about 6 fathoms a

little closer to the beach. In strong S winds vessels

should anchor farther offshore.

(591) The entrance to Nome Harbor has a 2,982-foot (909

m) causeway and a 3,025-foot (922 m) breakwater, both

marked by seasonal lights. The City Dock (south) and

Westgold Dock (north) are on the causeway with 22 feet

(6.7 m) alongside. The City Dock, 200 feet (61 m) in

length, handles bulk cargo and fuel deliveries. The

Westgold Dock, 190 feet (58 m) in length, exports

gravel and handles the loading and unloading of heavy

equipment.

(592) Buoys mark the channel from the outer harbor entrance to the inner harbor. In July 2007, 21 feet (6.4 m)

was available in the outer harbor entrance. In July

2008, the entrance to the inner harbor had 9.0 feet (2.7

m) available (10.0 feet (3.0 m) at midchannel), thence

9.8 feet (2.4 m) in the inner harbor and 6.7 feet (2.0 m)

in the E side of the inner harbor with lesser depths

along the SE edges of the channel. A barge ramp is in

the inner harbor on the W side of the Snake River. The

Small Boat Harbor, South Dock, East Dock and Fish

Dock are on the E side of the harbor. The Small Boat

Harbor has a 120-foot (36 m) floating dock with moorage for vessels with up to an 8-foot (2.4 m) draft.

Tides

(593) The diurnal range of the tide is 1.6 feet. The water

levels are influenced more by the wind than tide. An offshore wind sometimes causes a level of from 2 to 3 feet

below mean lower low water for days at a time; a level of

14 feet above mean lower low water has been noted as a

result of storms.

Bering Sea ■ Chapter 8 ■ 473
Currents

(594) About 2 miles offshore in Nome roadstead the tidal

current averages about 1 knot at times of strength. It is

chiefly diurnal. The flood sets E, and the ebb NW.

Weather, Nome and Norton Sound Vicinity

(595) The moderating influence of the open water of

Norton Sound is effective only from early June to about

the middle of November. Storms moving through this

area during these months result in extended periods of

cloudiness and rain. The nearly continuous cloud cover

during July and August results in an average of 45

cloudy, 12 partly cloudy, and only 5 clear days for the

2-month period. During the summer the daily temperature range is very slight. The freezing of Norton

Sound in November causes a rather abrupt change

from a maritime to a continental climate. Most

low-pressure systems during this period take a path S

of Nome, resulting in strong E winds, accompanied by

frequent blizzards, with the winds later becoming N

and reaching Nome across the colder frozen areas of N

Alaska.

(596) Temperatures generally remain well below freezing from the middle of November to the latter part of

April; February is usually the coldest month of the year.

Temperatures usually begin to rise near the end of February and continue to rise until they reach a maximum

in July. Occurrences of below zero (-18°C) temperatures have been noted in every month from October

through May. An unusual aspect of the yearly temperature trend is the short period of thawing weather in

January. Despite the generally low temperatures, the

maximum during the month is often above freezing

and the “January thaw”; generally expected by old time

residents is a usual occurrence. The extreme maximum

for the station is 86°F (30°C) recorded in July 1968 and

1977 while the extreme minimum is -54° F (-47.7°C)

recorded in January 1989.

(597) Precipitation reaches its maximum during the late

summer months and drops to a minimum in April and

May. For a locality with better than 200 days a year with

precipitation, average annual precipitation at Nome is

light at only 15.8 inches (401.3 mm). Precipitation extremes have ranged from 24.25 inches (616 mm) in

1950 to 7.42 inches (188.5 mm) in 1962. Snow has

fallen as early as August, but usually does not accumulate on the ground until the first part of November. Every month has recorded snowfall except July. The

accumulated depth increases during November, December, and January, reaching a maximum depth

474 ■ Chapter 8 ■ Volume 9
usually in late February or early March. The snow cover

decreases rapidly in April and May, and normally disappears by the middle of June. The average annual snowfall is nearly 59 inches (1499 m) with extremes of 102

inches (2591 mm) and 18.6 inches (472.4 mm).

(598) Average wind speeds for each month are not excessive, ranging from around 9 to 10 knots. Severe windstorms do occur with winds over 61 knots recorded

several times. Velocities exceeding 61 knots have been

recorded during all months from October through

March. The strongest gust recorded at Nome was 62

knots in December 1977. These strong winds during

the winter when there is snow cover produce blowing

snow conditions that severely hinder transportation in

the area.

(599) (See Appendix B for Nome Climatological table.)

(600) Navigation is difficult because of the ice from early

December to early June and is usually suspended from

late December to mid-May.

(601) The National Weather Service maintains a weather

station at the Nome Airport and monitors VHF-FM

channel 16 (156.80 MHz) and 2182 kHz.

Quarantine

(602) Quarantine is enforced in accordance with regulations of the U.S. Public Health Service. (See Public

Health Service, chapter 1.) A hospital is in Nome.

Supplies

(603) Water and some provisions can be obtained. Diesel

oil is not available in large quantities.

Communications

(604) Nome maintains radiotelephone and radiotelegraph communications with other parts of Alaska and

the world. Air service for passengers, mail, and freight

is available the year round. Steamship service is available during the summer. From Nome, roads extend to

Council, Teller, and to the Kobuk River S of Taylor.

Chart 16200

(605) Sledge Island, 31 miles W of Cape Nome and 4.5

miles offshore, is a rocky flat-topped island except near

the S extremity where the highest point, a 760-foot jagged mountain, exists. Ruins of abandoned habitations

are on the sandspit on the N end of the island and along

the beach about midway of the E side. These are probably ruins of the former village of Aziak. Except for the

sandspit, the shores of the island are rocky and steep.

(606) Sledge Island Light (64°29'47"N., 166°11'56"W.),

32 feet (9.8 m) above the water, is seasonally shown from

a skeleton tower with a red and white diamond-shaped

daymark on the N point of the island. The island may be

safely approached from any direction except the E

where a depth of 3 fathoms is 0.9 mile E of the light.

Small vessels seeking shelter close in on the N side are

cautioned to stay clear of the submerged bar making off

NW from the spit. It was reported that the cove just W

of the spit provides a good anchorage. A depth of 61⁄2

fathoms is about 3.7 miles offshore and about 7.5 miles

E of Sledge Island. The passage between Sledge Island

and the mainland has irregular bottom but has depths

of 5 fathoms or more. Tide rips have been observed in

the passage and on the E side of the island during heavy

weather.

(607) With heavy S winds, vessels at anchor in the Nome

roadstead usually seek shelter behind Sledge Island. Ice

is reported to hang on longer in this area than to the E

toward Nome.

Current

(608) Current observations were made in the passage between Sledge Island and the mainland for a period of 6

days in July 1950. The tidal current is diurnal with average velocity at strength of NW current of 1 knot and

average velocity at strength of SE current of 0.5 knot.

Maximum velocity observed during the period of the

observations was about 1.5 knots setting NW. (See Tidal

Current Tables for predictions.) Vessels when in this vicinity should give special attention to the currents.

Above Cape Rodney there is no perceptible current S or

E; the general set is N and W.

(609) From Cape Rodney to Cape Douglas, the shore is a

low sand beach, and the high land is farther inland

from the beach than E of Cape Rodney. This coast is seldom approached close-to; the water is comparatively

shallow and dangerous, shoals and ledges are found between Cape Douglas and Point Spencer.

(610) Vessels are cautioned to exercise care when approaching the shore S of Cape Rodney and to give the

shore off Cape Douglas a berth of at least 15 miles; an

irregular bottom with depths of 6 fathoms has been

found by reconnaissance lines off this cape with indications of lesser depths inshore. From a point about 8

miles NE of Cape Douglas the area to the N, covering

the approaches to Port Clarence, has been surveyed.

(611) Cape Rodney Light (64°38'35"N., 166°23'47"W.),

24 feet (7.3 m) above the water, is shown seasonally

from a skeleton tower with a red and white diamond-shaped daymark on the point.

(612) King Island, 1,196 feet high, is about 34 miles W of

Cape Douglas. It is triangular in shape, about 1.5 miles

long and about 1.2 miles wide, rugged and rocky, and

has nearly perpendicular cliffs, deep water, and generally rocky bottom on all sides. Ukivok is a native village

Bering Sea ■ Chapter 8 ■ 475
on the S side, the houses being built in the sides of the

cliffs some distance above the water. Off the village, but

close inshore, vessels may anchor in about 15 fathoms,

muddy bottom, with good protection from NW winds.

In clear weather the island is an excellent landfall for

vessels coming from S and bound to Port Clarence.

(613) Cape York (65°25.0'N., 167°30.0'W.), is a high,

rocky, nearly vertical cliff, with numerous ravines and a

range of high rugged mountains immediately back of

it. The cliff is about 10 to 12 miles in extent. There is no

distinct promontory, and no exact point along the cliff

that can be defined as the cape.

(614) The area from Cape York to Port Clarence has been

surveyed with no depth less than 6 fathoms being

found 1.5 miles from the shore. The general depths fall

off to a submarine valley about 2 miles offshore, extending E, with depths of not less than 10 fathoms, to

within 6 miles of the entrance to Port Clarence. A rock

is reported about 0.8 mile from the shore SE of York village.

(615) Between Cape York and the high land of Cape

Prince of Wales is a bight, with comparatively low rolling land back of it, that extends across the peninsula to

the N shore. The beach is low, and the water shoals

gradually when approaching the shore. The E part of

the bight is slightly shoaler than the W part; about 6

fathoms will be found 1 mile offshore; in the W part of

the bight 8 fathoms will be found at the same distance

from the beach. When standing W alongshore, and

when abreast of Cape Mountain, the water deepens suddenly to 20 fathoms.

Chart 16204

(616) Port Clarence, a large bay indenting the Seward

Peninsula about 35 miles SE of Cape Prince of Wales,

provides the only good harbor close to the Bering

Strait. The bay is formed by a low sandspit which extends from the mainland in a N direction for about 10

miles to Point Spencer. The highest elevation on the

spit is a round knoll near the S end, 24 feet above sea

level. This knoll is inconspicuous except at close range.

Near Point Spencer, at the broad part of the spit, are

several buildings and structures of a loran station, the

most prominent of which is a 1,365-foot loran tower.

NOAA Ship DISCOVERER reported that the loran

tower had a maximum useful radar range of 16 miles.

The Coast Guard maintains a lighted airstrip

year-round at the station and monitors 2182 kHz and

VHF-FM channels 16 and 22. Four green fuel tanks on

the spit are visible from the E.

(617) Point Spencer Light (65°16'38"N., 166°50'56"W.),

22 feet (6.7 m) above the water, is shown seasonally

from a skeleton tower with a red and white diamond-shaped daymark on the N end of the point at the

entrance to Port Clarence. Except for the light and loran tower, there are no conspicuous landmarks to aid

the navigator in making the entrance into Port Clarence.

(618) The channel between Point Spencer and Point

Jackson on the N shore is 4 miles wide, free of dangers,

and with depths of 7 to 8 fathoms. The N half of the bay

has a general depth of 7 fathoms as close a 1 mile from

shore and depths shoal gradually to the beach. The only

danger is a visible wreck about 125 feet (38 m) south of

the coastline in 65°20'04"N., 166°44'37"W. The S half of

the bay shoals gradually to the bars and flats along the

low shoreline at the S end. Along the W side of the bay

the sandspit may be approached fairly close except for

the shoal 2 miles S of Point Spencer which makes into

the bay from the spit with depths of 21⁄2 fathoms 1 mile

off. To the E the water shoals to the entrance to

Grantley Harbor, which is connected with Port Clarence by a narrow channel marked by Grantley Harbor

Light (65°16'36"N., 166°20'52"W.), 15 feet (4.6 m) above

the water, which is seasonally shown from a tower with a

green and white diamond-shaped daymark on the N side

of the entrance to the harbor. The controlling depth in

the channel is not more than 11⁄2 fathoms. The channel

is subject to continual change; local knowledge is advised. The current is strong with many eddies and tide

rips.

Anchorage

(619) Anchorage with good holding ground is available

anywhere in Port Clarence. Being very careful in the

entrance, shallow-draft vessels will find greater protection in Grantley Harbor.

Routes

(620) In approaching Port Clarence from the S in fog or

misty weather, the low sand and shingle spit forming

the W side of Port Clarence is not visible until close-to.

The best procedure is to make a landfall on King Island

from the E keeping in depths greater than 10 fathoms

to avoid the foul ground N from Cape Rodney. From

King Island a course may be set a little E of Cape York to

within 3 miles of the coast, thence on course 096°

through the entrance into Port Clarence, where good

anchorage may be obtained.

Tides

(621) The diurnal range of the tide at Port Clarence is 1.4

feet. This condition, however, is subject to radical

changes due to meteorological conditions. Moderate to

strong S or SW winds of several days’ duration will raise

the height of the tide in the area without appreciably

476 ■ Chapter 8 ■ Volume 9
increasing the range. This is actually a datum change

and is appreciable along the entire S coast of the

Seward Peninsula. It is reported that continued strong

N winds produce a lowered datum, but to a lesser extent.

Currents

(622) Along the outside coast W of Point Spencer and S of

Cape York there is a general W set of 1 to 2 knots. This

velocity is appreciably affected by direction, force, and

duration of the wind.

(623) Current observations in the entrance to Port Clarence indicate that the velocity seldom exceeds 0.5 knot

2 to 3 miles N of Point Spencer. One mile E of the point,

velocities up to 1 knot were observed, the larger velocities generally setting W or N.

Weather, Port Clarence Vicinity

(624) The weather, in general, is better than in the Aleutian Island area, with less fog and fewer bad storms during the short summer navigation season. Fog and high

winds are generally of short duration so that it is seldom that planes cannot land at Teller at least once a

week. The winter weather is generally better than the

summer for plane service, as there is little or no fog

during cold weather.

(625) The first surface fog appears after the spring

break-up and is of an intermittent character, generally

local, and forming and disappearing at intervals as

short as one-half hour. As the season advances, the fog

is more prevalent, of greater density and longer duration, but in general it offers no serious obstacle to surface navigation.

(626) Brevig Mission is a small village on the N shore of

Port Clarence about 9.5 miles NE of Point Spencer. Approaches to the village are easily made from any general direction, but approach from the SW is best. There

is deep water all the way to the shore at the village, and

the gravel beach makes a good landing spot to beach a

skiff. The beach at Brevig Mission is steep. The water

depths hold fairly consistent until within close

proximity to shore. The beach is exposed to winds and

weather coming from the S. In these conditions, a

beach landing is difficult due to storm surge. Services

available in Brevig Mission include telephone, mail,

and a store. The village has a Public Safety Officer and

volunteer Search and Rescue teams. Several airlines

provide daily flights to Nome.

(627) Teller, a village about 12 miles E of Point Spencer,

is on the base of the S spit at the entrance to Grantley

Harbor. The village can be seen from Port Clarence,

however, most small vessels and skiffs beach or tie-off

to shore on the Grantley Harbor side. Enter Grantley

Harbor by heading to the NE corner of Port Clarence

until the N and S spits are visible. A seasonal light is

near the end of N spit, and a daybeacon is at the end of S

spit. In 1994, the USCGC IRONWOOD reported the best

water was in the N part of the entrance maintaining a

distance of about 100 yards from the N shore. When inside Grantley Harbor, good approach to the village was

made by continuing E for another 500 yards then turning S.

(628) There are no piers, wharves, or docks along the

shore at Teller. The village has a Public Safety Officer

and volunteer Search and Rescue teams. Services available at Teller include telephone, fuel, mail, and a store.

The village has airline service which offer daily flights

to Nome. In addition, the village has a road that connects with Nome, but is only passable during the summer months.

(629) Imuruk Basin (see chart 16200) is a shallow body

of water SE of Grantley Harbor; the two are connected

by narrow, difficult Tuksuk Channel.

(630) Kuzitrin River rises in the Seward Peninsula and

flows in a W direction about 75 miles to Imuruk Basin.

The anchorage for oceangoing vessels is in Port Clarence, the head of navigation for powerboats and other

vessels up to 12 feet in draft in the mouth of Kuzitrin

River. Shallow-draft lighters can navigate the Kuzitrin

for about 15 miles to Shelton. The river is open from

June to October.

Bering Sea ■ Chapter 8 ■ 477
478 ■ Chapter 9 ■ Volume 9
Arctic Ocean

(1) This chapter describes the Arctic Ocean coastline

of Alaska from the Bering Strait to Demarcation Point,

at the boundary between the United States and Canada,

and the waters of Kotzebue Sound and Prudhoe Bay.

Also discussed are the Diomede Islands, Barter Island,

and many of the off-lying coastal islands, and the more

important towns and communities in this area including Wales, Kotzebue, Wainwright, and Barrow.

Chart 16003

(2) Bering Strait, 44 miles wide between Cape Prince

of Wales, Alaska, and Cape Dezhneva, Siberia, is the

gateway from the Bering Sea in the Pacific Ocean to

Chukchi Sea in the Arctic Ocean. The N limit of

Chukchi Sea is a line from Point Barrow, Alaska, to the

northernmost point of Wrangel Island, Siberia.

(3) The Arctic coast of Alaska has a general length of

921 nautical miles and is mostly low; tidal shoreline totals 2,191 miles. The lowlands have their greatest depth

in the wide triangular plain with its apex near Barrow

and its base against the Brooks Range, 150 miles to the

S. The W end of Brooks Range is near Cape Lisburne

and the E end is near Demarcation Point; actually it is

not one but a series of ranges, some reaching elevations

of more than 8,000 feet.

(4) Most of the coastal plain is low, rolling tundra cut

by numerous streams and lakes. The tundra is a cover

of grasses, lichens, and shrubs which, for a short time

during the summer, is brightened by flowers; during

the rest of the year it presents a dreary aspect. Tundra is

poorly drained and most of it is permanently frozen below the surface; this permanently frozen ground is

known as permafrost. During the summer, the tundra

thaws to a depth of a foot or more but is kept moist because water cannot penetrate the permafrost.

(5) The frost mounds seen occasionally along the

coast are produced by frost action on the tundra and

vary widely in size and duration. A large frost mound is

known as a pingo and may reach a height of 300 feet;

the summit is usually fissured and may emit drinkable

water. Frost blisters usually form along sloping

ground and may shift in position from year to year; they

seldom exceed 25 feet in height.

(6) Arctic coastal villages generally consist of small

wooden homes build on stilts, unpaved roads, tank

farms and a few larger public buildings; such as native

village community centers, and schools. Fuel and supplies are brought in on barges that are beached or lightered from offshore. Whaling occurs in the arctic region

year round. Landmarks are often not consistent from

year to year, and occasionally entire communities are

relocated a few miles due to coastal erosion.

(7) There are few harbors, port facilities, or aids to navigation along the Arctic coast. Depths near shore may

change as much as 6 feet because of ice gouging;

storms also shift the sands in shallow water but there is

little evidence of such shifts in the deeper water. Abnormal refraction is a common occurrence; a pingo may

loom like a mountain, and landmarks may be sighted

much farther from shore than the normal limit of visibility.

Loran

(8) In September 1980, U.S. Coast Guard Cutter

POLAR SEA reported that loran signals were unreliable

above 68°00'N., and that the signals were completely

lost above Cape Lisburne. In 2008, adequate satellite

coverage was reported in the area to obtain GPS position fixes. DGPS correctors are not broadcast in the

area.

Currents

(9) Observations totaling about 6 days were made in

the Bering Strait off Cape Prince of Wales during the

summer of 1950. When not opposed by N winds, the

current flowed N with velocities that sometimes exceeded 2.5 knots.

(10) From Bering Strait to Point Barrow the current

sets N along the shore and has a velocity of not less than

1 knot when not opposed by winds or stopped by ice. A

current from Kotzebue Sound joins the current from

Bering Strait N of Cape Krusenstern and the resultant

velocity in July and August is 1.5 to 2 knots as far as

Point Hope. After rounding Point Hope the velocity decreases to about 1 knot.

(11) N of Point Lay the current is stopped if the ice has

not opened up from the shore; if the ice is open to Point

Barrow, the current continues along the shore but, because of the constricted space between shore and ice,

Arctic Ocean ■ Chapter 9 ■ 479
increases in velocity to 2 or 3 knots at Point Barrow.

The general current is affected by the winds and may be

decreased or even stopped by N winds, but when such

winds abate the current resumes; when the wind is

with the current the velocity is increased. Well offshore, the currents are variable and not so strong; they

are influenced considerably by the winds but there is a

definite general set N. E of Point Barrow the currents

are irregular and unpredictable but seem to be caused

mostly by winds and moving ice.

Weather, Arctic Ocean

(12) During July, August, and September, winds in the

Bering Strait are most often out of the N or S at 13 to 15

knots. Gales blow less than one percent of the time, although winds reach 28 knots or more up to five percent

of the time. This same flow is present over the open waters of the Chukchi Sea, where average wind speeds

range from 14 to 18 knots, and gales occur about two

percent of the time. In September, N winds become

more frequent in the Bering Strait and Chukchi Sea,

signaling a return to winter. At Kotzebue winds out of

the SW through W are prevalent during the summer. In

September, they return to the prevailing E winter flow;

NE winds are also common in winter. Gales blow two

percent of the time in November, December, January,

and February, while winds at Kotzebue and Cape

Lisburne reach 28 knots or more about three to seven

percent of the time in winter.

(13) Off the North Slope in July, August, and September,

winds blow mainly out of the NE through E, at average

speeds of 11 to 14 knots. Gales occur less than one percent of the time in July and August, but one to two percent of the time in September. SW through W winds are

also common in summer. N through NE winds prevail

during the winter. At Barrow, northeasterlies and

easterlies blow the year-round at average speeds of 10

to 14 knots. Gales are infrequent and unlikely in March

through August. At Barter Island, winds from the NE

through E and SW through W make up about 75 to 85

percent of the observations. Westerlies are slightly

more frequent in midwinter, while easterlies, which

are frequent at all times, reach a peak in early summer.

Winds from the W are strongest, averaging 17 to 18

knots during the winter, when gales blow two to four

percent of the time. Winds have reached 75 knots at

Barter Island. Strong winter winds often blow parallel

to the coast from Barrow to Barter Island.

(14) In these N seas, advection or sea fog is the primary

restriction to visibility during the warmer months of

the year. It is most prevalent from June through September, affecting the exposed coasts as well as open

seas. It is most dense during the morning hours. In

July and August, visibilities drop below two miles 10 to

25 percent of the time in the Bering Strait, Chukchi

Sea, and off the N coast of Alaska. They fall to 0.5 mile

or less five to 20 percent of the time and are worse off

the North Slope. At Barter Island, visibilities of 0.5 mile

or less occur on 11 to 16 days per month from June

through September, and visibilities of 0.25 mile or less

occur both here and at Barrow on about 3 to 5 mornings per month during this period. Cape Lisburne is

subjected to 3 to 7 days per month when visibilities fall

to 0.5 mile or below. At Kotzebue, midsummer

visibilities are good, while from November through

June, poor visibilities occur on 3 to 7 days per month

on the average. In winter, snow and blowing snow can

reduce visibilities to less than 0.5 mile. The snow that

accumulates is often so dry and powdery that a 10-knot

wind can pick up enough to reduce visibilities to less

than 5 miles. Ice fog and steam fog or arctic smoke also

reduce visibilities in winter. Radiation fog can occur on

calm, clear nights.

(15) Winters are cold and summers are cool along this

coast. In November, average daily maximums drop to

the low teens (°F, -11 to -9°C) or below, while average

minimums are around 0°F (-17.8°C). February is generally the coldest month. Average maximums range

from just above 0°F (>-18°C) at Kotzebue to -14°F

(-25.6°C), at Barter Island. Low temperatures in the

-20°F (-28.9°C) range are common. Extremes of -59°F

(-50.5°C) or below have been recorded. The big increase in temperature starts in March. By April, daytime highs in the 10 to 20°F (-12 to -7°C) range, and

nighttime lows in the -5 to 5°F (-21 to -15°C) range are

common. By June, temperatures are often in the forties

(5 to 10°C) during the day and thirties (-1 to 4°C) at

night. Warmest weather usually occurs in July. At

Kotzebue, the average maximum is 59°F (15°C), while

the average minimum is 48°F (8.9°C). Along the North

Slope, these readings are 8 to 10°F (4 to 6°C) cooler. Extremes can reach the mid-seventies to mid-eighties (23

to 30°C).

(16) Since the air in this region holds relatively little

moisture, particularly in winter, annual precipitation

amounts are light, ranging from 5 to 15 inches (127 to

381 mm). The greatest amounts occur along the shores

of the Chukchi Sea and Kotzebue Sound. While

amounts are light, there are many snowy or rainy days.

Some form of measurable precipitation falls on about

200 to 300 days each year. Snow falls in every month,

but is the most frequent precipitation form from October through May. About 30 to 50 inches (762 to 1270

mm) fall each year. Heaviest amounts of precipitation

are most likely in July, August, and September, when 2

to 4 inches (51 to 102 mm) per month are common.

480 ■ Chapter 9 ■ Volume 9
Ice

(17) Unless there is an unusually late spring, the ice begins to break in Bering Strait and Kotzebue Sound by

early June. Heavy drift ice from Kotzebue Sound is often found between Cape Blossom and Point Hope in

late June.

(18) At Point Hope and Cape Lisburne, the pack ice

breaks off from the shore ice in May and moves off and

closes in again with changing winds, gradually working

off to the N and W. Young ice forms in the spaces thus

left but gradually gets thinner until it disappears in

June.

(19) From Cape Beaufort to Point Barrow the pack

moves gradually N, clearing from point to point. A shift

of the wind to W brings the pack in on shore when a few

hours before it was out of sight from the land.

(20) At Point Barrow, the pack breaks off from the flaw

or shore ice in the spring and moves off and on until

June. When the pack moves off in June, it begins to take

a NW movement and continues to do so until it is out of

sight. The movement of the pack, on and off, continues

well into July, after which time heavily massed floe ice,

much broken and heavily jammed together, may be expected. Mariners are cautioned that the prevailing N

currents near Point Barrow will tend to carry vessels,

which are beset, farther into the ice mass. The shore ice

leaves the beach late in July but remains in sight until

the middle of August, or perhaps all summer. In exceptional seasons the pack remains on the point the

year-round. E of Point Barrow, ice conditions are very

uncertain. When the pack ice moves offshore it does

not go very far, and the shore and drift ice extend well

inshore from its edge. The current along the W shore of

Alaska sets NE from Point Barrow; the movements of

the ice to the E of Point Barrow are due entirely to the

winds.

(21) In the fall, young ice forms earlier to the E than to

the W and can be seen as early as mid-August. The prevailing winds are NE and soon bring the pack down to

the E of Point Barrow. When this ice movement commences vessels proceed to the W of the point.

(22) At Point Barrow young ice begins to form around

heavy ice about mid-September and by the end of the

month it forms in open water and makes rapidly along

the beach. By this time the pack has moved close to

shore. The young ice makes out to the pack during the

first week of October, and then the ice is in for the winter. The pack shuts down on Icy Cape the first week in

November, and after that time there is no open water

between Point Barrow and Icy Cape except when the

flaw opens.

(23) Freezeup normally begins at Kotzebue in late October, and a southbound vessel should try to clear Bering Strait by early November.

Small-boat operation in ice

(24) Launches usually can proceed through the

looser-packed floe ice during calm weather, but slow

speed and maneuverability are essential. Passage frequently can be made close to shore when large floes

have been driven in to the beach. Large bergs may also

make leads through the more solid floes. Small ice

cakes can be pushed aside in the looser areas. Caution

must be observed to avoid the underwater projections

of the larger bergs and the growler type of berg which is

low in the water and difficult to see. The bergs have a

tendency to roll or break with disturbances of any sort.

Native launches prefer to operate close-to and in the lee

of ice floes to take advantage of the smoother seas and

will sometimes leave the mainland to proceed in the lee

of offshore ice.

(25) Aids to navigation are maintained only during the

navigation season. (See Light List.)

Chart 16200

(26) Cape Prince of Wales, on the Alaska side of Bering

Strait, is the W extremity of Seward Peninsula. Cape

Mountain, 2,289 feet high, is a mile back of the steep

rocky shores on the SW side of the cape; a parabolic antenna is 1.7 miles ENE of the mountain.

(27) Tin City, an abandoned village, is on the beach

about 2 miles SE of Cape Mountain. The bight off Tin

City affords N weather anchorage in depths of 10 fathoms a mile from a sand beach which is steep enough for

good landing. There is a Government airstrip near Tin

City.

(28) Wales, 2.5 miles NW of Cape Mountain, is at the S

end of a low sandy beach which extends 4 miles N, then

turns NE toward Shismaref Inlet. The village has a mission, a school, a store, and radiotelephone communication. Small planes carrying mail and a few passengers

land on the beach in front of the village.

(29) Cape Prince of Wales Light (65°38'01"N.,

168°07'09"W.), 20 feet (6.1 m) above the water, is shown

seasonally from a skeleton tower with a red and white

diamond-shaped daymark on the beach 2 miles N of

Wales.

(30) Anchorage off Wales is in depths of 10 fathoms 0.8

mile from the beach. A narrow naval restricted area extends nearly 4 miles due W from the beach midway between Wales and the light. (See 334.1330, chapter 2,

for limits and regulations). Caution is advised to avoid

being dragged N over the restricted area and on to

Prince of Wales Shoal by the nontidal current which

usually has a velocity of more than 1 knot.

Arctic Ocean ■ Chapter 9 ■ 481
Ice

(31) Average breakup in Bering Strait at Wales is in

early June and average freezeup is about the first of December. Navigation is difficult from early December to

early June and is usually suspended from late December through April.

(32) Prince of Wales Shoal is a narrow ridge of sand,

covered 31⁄2 to 5 fathoms, that extends about 35 miles

NNE from the W extremity of the cape. Vessels bound S

through Bering Strait should be careful not to fall too

far E and be caught between the shoal and the N shore

of Seward Peninsula. The shoal is unmarked because of

ice conditions and the remoteness of the locality.

(33) Fairway Rock (65°38'N., 168°44'W.), 15 miles W of

Cape Prince of Wales, is 534 feet high, square headed,

and steep sided. The rock has deep water on all sides,

and there are no outlying dangers.

(34) The Diomede Islands, midway between Cape

Prince of Wales and the Siberian mainland, have nearly

perpendicular sides and are without beaches; the tops

of the islands are broken tablelands. The waters around

the islands are deep, the bottom is mostly rocky, and

anchorage is poor. The U.S.–Russia boundary passes

between the two islands.

(35) Little Diomede Island (Alaska), with an elevation

of 1,308 feet, is 20 miles WNW of Cape Prince of Wales

and 8 miles NNW of Fairway Rock. Diomede, the only

village on the island, is just N of the sandspit midway

along the W shore. A reef extends W from the sandspit

toward the S end of Big Diomede Island. Vessels approaching Little Diomede Island from the S and E may

run close along the S shore, keeping in depths greater

than 14 fathoms until the village is sighted, and anchor

S of the sandspit. Approach from E also has been made

along N shore at distances decreasing from 1 mile to

0.4 mile and anchorage in depths of 17 fathoms 0.7

mile N of the spit.

(36) Big Diomede Island (Russia), 2.1 miles NW of Little Diomede Island, rises to a height of 1,667 feet; close

to the W shore are some bare rocks, and a light is shown

from the N end. Deep water is reported between the two

islands but passage should not be attempted by large

vessels.

Chart 16005

(37) Cape Dezhneva, 19 miles NW of Big Diomede Island, is the E extremity of the mountainous peninsula

at the NE end of the Russian mainland. This peninsula,

which rises to a height of 2,638 feet, resembles an island when seen from the offing because of the low,

marshy land back of it. The coasts of the peninsula

consist mainly of dark-colored cliffs rising in jagged

terraces steeply from the sea. A light is shown from the

SE side of the cape. A radiobeacon is at the light. A submerged rock is a mile off the NE face of the cape. Anchorage, with good protection from offshore winds, can

be found in depths of 8 fathoms both N and S of the

meeting place of lowlands and mountains. Anchorage

is also possible in depths of 10 fathoms, muddy bottom,

E of the cape.

(38) From Cape Prince of Wales to Shishmaref Inlet, 60

miles NE, the coast is a low sand beach backed by lagoons and marshes. The mountains in the interior can

be seen on a clear day; Potato Mountain (65°40'N.,

167°35'W.), 1,406 feet, and Ear Mountain (65°55'N.,

166°19'W.), 2,329 feet, are distinguishable.

(39) Shishmaref Inlet is large and extends about 15

miles into the land. Across its mouth is Sarichef Island, narrow and about 5 miles long. Shishmaref Light

(66°15'32"N., 166°02'25"W.), 20 feet (6.1 m) above the

water, is shown seasonally from a skeleton tower with a

red and white diamond-shaped daymark about 1.0 mile

from the NE end of the island.

(40) Shishmaref, at the light on Sarichef Island, is the

most important settlement along this section of the

coast. The village has a school, mission, store, radio

station, and an airstrip; limited supplies of gasoline,

diesel fuel, food, and water are available. The school

building is reported to be conspicuous. Shishmaref

uses Bering standard time.

(41) Anchorage can be had in depths of 5 fathoms 1.3

miles WNW of Shishmaref Light. Beach landings can

be made only in calm weather on the seaward side of

Sarichef Island because of the shallow water that extends 250 yards from shore.

(42) The navigable channel into Shishmaref Inlet

rounds the NE end of Sarichef Island; a dangerous bar

makes out 0.5 mile from the point on the N side of the

channel. Vessels drawing as much as 7 feet may be

beached on the channel side of the sandy NE end of

Sarichef Island; drafts of 3 feet may be taken to within

100 yards of the inner beach SW of Shishmaref, and native skiffs have followed unmarked channels completely around the island. Native pilots are available at

Shishmaref.

Ice

(43) Average breakup at Shishmaref is in the latter part

of June and average freezeup is about the second week

of November. Navigation is difficult from the first of

December until late June and usually is suspended

from late December until early June.

(44) For 60 miles NE and E from Shishmaref Inlet the

coast is a line of low bluffs and small sand dunes that

482 ■ Chapter 9 ■ Volume 9
end in a very low spit at Cape Espenberg, which is difficult to make out. Native settlements are scattered

along the coast from Cape Espenberg to Cape Prince of

Wales.

(45) Northwest Corner Light (66°34'50"N.,

164°24'24"W.), 75 feet (22.9 m) above the water, is seasonally shown from a skeleton tower with a red and

white diamond-shaped daymark 19 miles W of the cape.

Cape Espenberg Light (66°33'27"N., 163°36'29"W.), 28

feet (8.5 m) above the water, is shown seasonally from a

skeleton tower with a red and white diamond-shaped

daymark on the cape.

(46) Kotzebue Sound, at the NE end of Seward Peninsula, is entered between Cape Espenberg and Cape

Krusenstern, 33 miles to the N; depths are 6 to 9 fathoms throughout most of the sound.

(47) The 30-mile W side of Kotzebue Sound from Cape

Espenberg S is relatively shallow, with depths of 3 fathoms as far as 5 miles from shore; the land on this side is

mostly low but a small hill is conspicuous about halfway between the cape and the S shore.

(48) The 45-mile S shore of Kotzebue Sound proper is

higher, rockier, and bolder than the W shore; inshore

depths too are greater, with 4 and 5 fathoms quite close

to the promontories. Cape Deceit Light (66°05'57"N.,

162°45'02"W.), 200 feet (61.0 m) above the water, is

shown seasonally from a skeleton tower with a red and

white diamond-shaped daymark on the extremity of

Cape Deceit, which is halfway along the S shore.

(49) Deering, on the E side of Cape Deceit, has a school,

stores, and radio communication; anchorage is available in depths of 5 fathoms 1 mile E of Cape Deceit

Light.

(50) Kiwalik Lagoon, in the SE corner of Kotzebue

Sound, is shallow and has a mud bottom. A narrow

channel winds through the lagoon to Kiwalik River

which can be navigated only with local knowledge.

Shallow-draft boats can operate in the lagoon during

periods of high water, but the lagoon is almost dry

when the water is lowered by adverse winds.

(51) Kiwalik, on the gravel spit on the W side of the lagoon entrance, has a rough landing strip that will accommodate small planes; the diurnal range of tide is

2.7 feet at Kiwalik. (See Tide Tables for predictions.)

Candle, about 6 miles upriver from Kiwalik, has stores,

a school, and a gravel airstrip.

(52) Spafarief Bay, also in the SE corner of Kotzebue

Sound but N of Kiwalik Lagoon, has depths of 3 to 5

fathoms.

(53) Tundra-covered Chamisso Island, 231 feet high

and about 1 mile long, is 11 miles N across Spafarief

Bay from Kiwalik Lagoon and 2.5 miles S of Choris

Peninsula. The earth and rock bluffs that rim the island

range in height from 15 feet at the S end to 80 feet at

the NW end. The shores are mostly broken boulders

separated by short stretches of sand beach. Shallow water extends 0.3 to 0.5 mile from the N and E sides of the

island. Early in the open season freshwater can be obtained on Chamisso Island.

(54) Tiny Puffin Island, 0.3 mile NW of Chamisso Island, has steep rocky shores; there are two conspicuous

rocks S of the island. The waters are deep on the N and

W sides of Puffin Island but the passage between the islands is foul.

(55) Choris Peninsula, 300 feet in elevation, is a 6-mile

S projection from much larger and longer Baldwin

Peninsula. The N of two hills on the small peninsula is

joined to Baldwin Peninsula by a narrow neck of land

about 20 feet in elevation. The outer end of Choris Peninsula is the widest part, 2 miles, of the entire feature;

the bluffs are 50 to 95 feet high and there are projecting

rock ledges. The passage between Choris Peninsula and

Chamisso Island has depths of 31⁄2 to 6 fathoms.

(56) Eschscholtz Bay, behind Choris Peninsula,

Chamisso Island, and Spafarief Bay, extends 20 miles E

along the S side of Baldwin Peninsula and is mostly

shallow. The shore at the head of the bay is rimmed

with long muddy flats which bare at low water in some

places as far as 0.3 mile from the beach. Buckland

River, which empties into the head of Eschscholtz Bay,

is large but shallow and has little traffic; Buckland, 10

miles upriver, has a radio station.

(57) N of Choris Peninsula, Baldwin Peninsula is low

for some distance, then rises to low bluffs which continue to the mouth of Hotham Inlet, 40 miles to the

NW. The faces of the bluffs are deeply furrowed by the

gradual melting and sliding of the surface ice and

frozen mud.

(58) Cape Blossom is a distinctive point in the Baldwin

Peninsula bluffs, which are highest at the point and

slope to either side.

(59) Hotham Inlet entrance, 15 miles N of Cape Blossom and 30 miles ESE of Cape Krusenstern, is obstructed by vast mud flats and sandbars, some of which

are bare at low water; the 3-fathom curve extends as

much as 9 miles from shore and nearly as far S as Cape

Blossom. The inner waters of Hotham Inlet are 4 to 15

miles wide and extend 45 miles SE behind Baldwin

Peninsula; charted depths are 1 to 2 fathoms in what

passes for a channel through this inner expanse, which

has been known locally as Kobuk Lake. Landings cannot be made at many places in Hotham Inlet because of

the extensive mud flats. The waters are little influenced

by tides and are mostly fresh because of the near absence of any E current; prolonged SE winds lower the

level.

(60) Selawik National Wildlife Refuge includes areas of

Hotham Inlet and Selawik Lake and is a Marine

Arctic Ocean ■ Chapter 9 ■ 483
Protected Area. (See Appendix C for additional information.)

(61) Kotzebue is located on Baldwin Peninsula near the

mouths of the Kobuk and Noatak Rivers, about 11

miles N of Cape Blossom and on the outer S side of Hotham Inlet entrance. It is the second largest city in Arctic Alaska and is the shipping and transportation hub

for the Northwest Arctic Borough. Kotzebue has a

school, a hospital, hotels, stores, gas stations,

churches, banking facilities, and an airport. The airport

has radiotelephone communication and is marked by

an aero-light and an aero-radiobeacon. There is a

heavily trafficked harbor E of town with a pier in good

condition. Vessels of less than 6-foot draft can reach the

town with local knowledge. The channel shifts and is

difficult to follow. Seasonal buoys mark the entrance

channel. Local pilots are available. Kotzebue is served

by Northland Towing and Crowley Marine. Crowley

maintains a fuel farm at Kotzebue from which its tugs,

and barges conduct re-supply runs to other Arctic

villages.

(62) Deep-draft vessels approach Kotzebue as closely as

possible and lighter their freight ashore. The usual anchorage for deep-draft vessels is in depths of 5 to 6 fathoms 3 to 6 miles SW of Cape Blossom; protection is

afforded from N and E winds. The trip by small boat

from the anchorage to Kotzebue is about 15 miles and

over many sandbars that are constantly shifting; local

pilotage is advised.

(63) On July 14, 1967, a merchantman reported anchoring about 10 miles W of Kotzebue on the following

bearings: Kotzebue aero radiobeacon tower, marked

with a fixed red light and an alternating flashing green

and white light, 078°; microwave “horns” or antennae,

in about 66°50'N., 162°32'W., 094°; Cape Blossom

Light, 121°; Igichuk Hills, 000°; and the left tangent of

Cape Krusenstern (false cape), 325°. Caution is advised

as vessels in this anchorage may be subject to ice damage during W winds.

(64) The report further stated that the vessel after passing through Bering Strait found Ear Mountain

(65°55'N., 166°19'W.) and Midnight Mountain (65°47'N.,

164°35'W.) to be good marks. Upon rounding Cape

Lowenstern, the vessel attempted to enter Kotzebue

Sound, but after encountering solid ice in the approach, had to turn about and head in a generally N direction keeping about 60 miles offshore to avoid

broken ice and growlers to a point about 4 miles SW of

Kivalina. From this point the vessel headed in a generally S direction keeping about 10 miles offshore to the

anchorage.

(65) In addition to the aids used in anchoring, the following were reported good marks in the S approach to

the anchorage; the 2,070-foot peak NW of Igichuk Hills;

a tripod or post on Cape Krusenstern; and the old

unlighted radio towers in about 67°18.5'N.,

163°40.0'W.

(66) Cape Mountain, 2,289 feet high, at the W end of

Seward Peninsula, and the bluffs behind Cape

Krusenstern were reported to be good radar targets,

but the actual cape and shoreline proved deceptive.

Currents

(67) The average velocity of the tidal current is about

0.5 knot at the anchorage SW of Cape Blossom; the

flood sets SE and the ebb NW. Observations at this location show a NW nontidal flow which sometimes has

sufficient velocity to overcome the flood of the tidal

current and produce a continuous NW current of varying velocity for days at a time. This NW flow attains

maximum velocities of 1 to 2 knots at times of the tidal

current’s ebb strength.

Weather, Kotzebue Vicinity

(68) Kotzebue is 26 miles (48 km) inside the Arctic Circle and very near the N end of a long narrow peninsula

bounded on the N and W by Kotzebue Sound and on the

E by Hotham Inlet (known locally as Kobuk Lake).

These water bodies produce a maritime type of climate

when the water is ice-free, which is roughly from late

May to late October, although the W portion of the

sound is not completely frozen until about December

and not completely free of ice again until the middle of

July. Local topography is nearly uniform with a general

low relief, so that there are no significant terrain barriers in the immediate area to impede surface air-flow or

produce pronounced local variations in temperature

and precipitation. The mountainous Seward Peninsula

to the S, however, does deflect some low pressure systems which originate in or beyond the Bering Sea area

and move toward this region.

(69) During the ice-free period cloudy skies prevail, fog

occurs, daily temperatures are relatively uniform, relative humidity is high, and W winds predominate. These

normal conditions are altered only by cyclonic storms

or by pressure systems strong enough to overcome local circulation tendencies.

(70) When the water surrounding the peninsula becomes frozen, the climatic characteristics approach

the continental type. The change from maritime to approximately continental conditions becomes progressively more pronounced as the ice cover advances

across the sound toward the Arctic Ocean. A similar,

but inverse, change occurs as the ice diminishes.

(71) Average winter temperatures are not as severe as

might be expected at this latitude. Cyclonic storms and

the influence of the Arctic Ocean, which is often relatively free of ice, moderate the winter temperatures.

484 ■ Chapter 9 ■ Volume 9
Average winter maximums at Kotzebue are in the positive single digits 1°F to 10°F (-17°C to -12°C) while

overnight lows average around -10°F (-23.3°C). During

the summer months daily maximums average in the

Farenheit middle fifties (12°C to 14°C) with overnight

lows in the low to middle Farenheit forties (6°C to 8°C).

Extremes for Kotzebue include a maximum of 85°F

(29.4°C) in July 1958 and a minimum of -52°F

(-46.77°C) in February of 1964 and 1968.

(72) Annual precipitation is very light. The total for a

normal year is about nine inches (229 mm), and over

half of that usually occurs in three months; July, August, and September. The wettest year on record, 1990,

had only 14.76 inches (374.9 mm) of precipitation.

Snow falls on an average of 124 days during a given year

and has fallen during every month. The snowiest

month is November. The annual average snowfall is 49

inches (1245 mm) with extremes of 88 inches (2235

mm) and 21 inches (533 mm).

(73) (See Appendix B for Kotzebue Climatological

table.)

Ice

(74) Average breakup in Kotzebue Sound at Kotzebue is

about the last of May and average freezeup is in the latter part of October. Navigation is difficult from late October to the latter part of June and usually is suspended

from the second week in November to mid-June.

(75) Noatak River, which empties into the N side of Hotham Inlet entrance, has numerous rapids and is not

navigated for any great distance by anything larger

than a canoe. The natives portage from the headwaters

of Noatak River to Chipp River and follow the latter to

Beaufort Sea. Noatak, about 35 miles upriver from Hotham Inlet, has an airstrip and a radio station.

(76) Kobuk River empties into the E side of Hotham Inlet through a many-mouthed delta which extends inland for about 30 miles; depths off the delta are 2 to 4

feet for as much as 3 miles. The delta channels are difficult to navigate but the river proper is comparatively

wide and deep. The natives portage their canoes from

the headwaters of Kobuk River to Koyukuk River, a

tributary of the Yukon.

(77) Noorvik, 25 miles up Kobuk River from Hotham

Inlet, has a hospital, airstrip, and radio station. Kiana,

at the junction with Squirrel River 45 miles up the

Kobuk from the inlet, has stores, a school, an airstrip,

and a radio station. Much farther up Kobuk River from

the inlet are Shungnak, 150 miles, and Kobuk, 155

miles; both have airstrips and Shungnak has a school, a

mission, and a radio station.

(78) A narrow passage 4 miles long and 1 mile wide connects the SE end of Hotham Inlet with Selawik Lake,

which extends 35 miles farther E and averages 15 miles

in width. A depth of 2 fathoms can be taken around the

lake by giving the shores a wide berth. Selawik River,

which empties into the E end of the lake through a

maze of islands, has several entrances that are obstructed by mud flats; navigable entrance depth is uncertain but presumably is shallow. Selawik, near one of

the entrances, has a school, a mission, a radio station,

and an airstrip.

(79) The coast is low from Hotham Inlet to Cape

Krusenstern, and shallow water extends nearly half the

distance from the mouth of the inlet toward the cape;

the edge of the shoal is steep and should be approached

carefully. For the rest of the distance there are depths

of 4 to 6 fathoms close to the beach.

(80) Behind Cape Krusenstern is a high, prominent

range of mountains which can be seen from great distances. On closer approach, the mountains are seen to

fall away toward the cape in a series of steps and must

not be mistaken for the low cape when shaping a course

into Kotzebue Sound. A shoal extends 3 miles NW from

the N side of the cape.

(81) N of Cape Krusenstern the coast is a low, shingle

beach backed by numerous lagoons that discharge

through small shallow openings. The high ground behind the cape continues at some distance inland to

Mulgrave Hills, about 30 miles N of the cape. Beyond

the hills is a wide plain that extends another 30 miles

before the mountains again approach the coast and

slope down to the water.

(82) About 38 miles NNW of Cape Krusenstern is the

Cominco-Red Dog Mine port site and loading facility. A

large red, white, and blue building with a dark blue roof

depicting an Alaska State flag is predominant and visible well off-shore. Large bulk carriers anchor approximately 4 miles S of the facility and have their loads

barged out to them. The pier (67°34'24"N.,

164°03'59"W.) is public but space is limited. The mining camp maintains telephone and radiotelephone

communications year round; telephone 907-645-2184.

Air service is available. A racon (67°34.7'N.,

164°03.2'W.), loading facility lights, and mooring

buoys mark the site. Local knowledge is advised in approaching the area; pilots can be reached on VHF-FM

channel 7A.

(83) About 42 miles NNW of Cape Krusenstern is the inlet to a lagoon that extends another 8 miles NW behind

the barrier beach that separates it from the ocean.

Kivalina, on the barrier beach N of the inlet, has a

prominent landmark of a brown building with large

erosion mitigation sandbags. The village has a school, a

volunteer search and rescue organization (VHF-FM

channel 16), a store, and a telecommunications center

on VHF-FM channel 68. Small-craft anchorage is

Arctic Ocean ■ Chapter 9 ■ 485
available along the inner side of the village where the

channel bears in close to shore. Shifting shoals extend

as much as 0.3 mile from either side of the inlet, and

entrance should not be attempted without local pilotage. Mariners transiting the area are requested to contact the Kivalina telecom center on VHF-FM channel

68 for information on whaling activities. Severe fall

storms have caused storm surges large enough to warrant the evacuation of the town, anchorage off Kivalina

offers no protection from these storms.

Ice

(84) Average breakup at Kivalina is in the latter part of

May and average freezeup is in the latter part of October.

Pilotage, Kivalina/Cape Krusenstern

(85) Pilotage, except for certain exempted vessels, is

compulsory for all vessels navigating the waters of the

State of Alaska.

(86) The Chukchi Sea area is served by the Alaska Marine Pilots. (See Pilotage, General (indexed), chapter 3,

for the pilot pickup stations and other details.)

(87) At Cape Thompson (68°07.0'N., 165°57.0'W.), 80

miles NW of Cape Krusenstern, the mountains drop directly to the water in a series of steep bluffs and cliffs

about 500 feet high and 6 miles long. Thousands of sea

birds nest along the bluffs and their eggs are an Eskimo

source of fresh food supply in early summer.

(88) The coast is without distinct promontories. About

midway along the Cape Thompson cliffs is a rugged

mountain face that has at its S end a distinct series of

strata in an irregular semicircle. In the ravine S of this

point is a small stream from which freshwater can be

easily obtained. Directly off the stream, anchorage can

be had in depths of 5 fathoms, sandy bottom. At other

places along the cliffs the bottom is mostly rocky.

(89) In the bight 1 mile N of Cape Thompson, the water

is fairly deep close to shore and remains calm in the severest N and E storms. Good anchorage, with sand bottom, is available for small craft. A 69-ton vessel has

been brought to within 75 yards of the shore without

grounding. Good water can be obtained from any of

several streams.

Charts 16124, 16005

(90) From Cape Thompson the mountains continue N

to Cape Lisburne, while the coast curves NW and W to

Point Hope.

(91) Point Hope, 22 miles NW of Cape Thompson and

102 miles from Cape Krusenstern, is the seaward

extremity of a low tongue of land that projects 16 miles

W from the general line of the coastal mountains. The

point has a steep shingle beach which is backed by numerous lagoons. Point Hope is the most important and

oldest settlement along this part of the coast and has a

telecommunications center and volunteer search and

rescue center which can be contacted on VHF-FM

channels 16 and 68. Point Hope has a police station, a

fire station, a school, a radio and cable TV station, DSL

internet service, and an airstrip. Limited quantities of

marine gasoline and diesel fuel are also available at

Point Hope. Subsistence whaling at Point Hope occurs

in the spring (April-May) and fall (September-October)

as far as 30 miles offshore. Vessels transiting in the vicinity of Point Hope during these times are requested

to contact the Alaska Eskimo Whaling Commission and

the Point Hope communications center on VHF-FM

channel 68. An aero radiobeacon (68°21.0'N.,

166°47.2'W.) is about 1.4 miles NE of the tip of Point

Hope.

(92) Depths of 4 fathoms are found as far as 5 miles

WNW of Point Hope, and a 21⁄4-fathom shoal extends

about 2 miles from shore 6 miles ESE of the point. Vessels have anchored in depths of 6 fathoms about 0.8

mile S of Point Hope and in 5 fathoms 0.5 mile NE of

the tip of the point. The bottom is hard mud and only

fair holding ground throughout the Point Hope area.

Ice

(93) Average breakup at Point Hope is in the latter part

of June and average freezeup is about the second week

of November. Navigation is difficult from the latter part

of November until mid-July and usually is suspended

from early December until the latter part of June.

Charts 16123, 16005

(94) Marryat Inlet. 10 miles ENE of Point Hope, is the

entrance to a large inlet; a draft of 5 feet can be taken

through the inlet but those not familiar with the channel should be cautious about entering. When the ice

breaks in the inlet, there is a strong outflowing current

and the moving ice is more or less dangerous. Depths

off the inlet range from 11⁄2 fathoms near shore to 31⁄2

fathoms at a distance of 4 miles.

(95) N of Marryat Inlet the mountains slope down to

rugged shore cliffs. The few ravines in the cliffs have

running streams with shore outlets where freshwater

can be obtained.

486 ■ Chapter 9 ■ Volume 9
Charts 16122, 16005

(96) Cape Lisburne (68°52.9'N., 166°12.5'W.), 35 miles

NNE of Point Hope, is a bare brown mountain 849 feet

high. This rugged headland is distinctively marked by a

parabolic antenna (68°52.2'N., 166°09.1'W.), an aero

radiobeacon (68°52.0'N., 166°04.0'W.), pinnacles, and

rocks near its summit, and its shore faces are very

steep. The cliffs are rookeries, and during the summer

months the sky is sometimes darkened by flights of

birds. The wind rushes down from the mountains in

gusts of great violence and varying directions, and at

such times passing vessels should stay well off the cape.

Charts 16121, 16104, 16005

(97) The coast turns abruptly E from Cape Lisburne.

The land is lower; the hills are rounded and slope to the

sea. Toward Cape Sabine (68°55.0'N., 164°36.0'W.), 35

miles E of Cape Lisburne, is a series of ridges that terminate at the coast in bluffs. Cape Sabine is the outer

end of one of the ridges and projects but slightly from

the general line of the coast. Veins of coal 1 to 4 feet

thick show plainly along the tops of the bluffs at Cape

Sabine; some of the veins have been worked but use of

the coal is limited because of its poor quality and the

difficulty of mining it.

Charts 16103, 16005

(98) From Cape Sabine, the land continues of a rolling

character until near Cape Beaufort (69°02.0'N.,

163°50.0'W.), a dark mountain that comes down to the

coast 52 miles E by N of Cape Lisburne. There is no appreciable break in the coast at Cape Beaufort, and it

probably was named a cape because it is the most N extension of high ground along the coast of Alaska. At this

point the mountains recede inland and the coast continues low.

Charts 16102, 16101, 16088, 16087, 16005

(99) About 18 miles N of Cape Beaufort is the S extremity of Kasegaluk Lagoon, which extends to within a few

miles of Wainwright Inlet. S and E of Icy Cape the lagoon is blocked by an extensive area of marsh; there is

no passage behind the cape even for native skin-boats.

Separating the lagoon from the ocean is a narrow sand

barrier, only a few feet above the water; S of Icy Cape are

several small, shallow passages through the barrier and

there are two larger openings N of the cape. The land on

the inner side of the lagoon is mostly low but there are

some small bluffs with rolling terrain behind them. S

of Icy Cape, Kasegaluk Lagoon has Kukpowruk River

Kokolik River, Utukok River, and several smaller

streams emptying into it but its whole expanse is filled

with flats and bars that make it scarcely navigable even

for native canoes.

Charts 16102, 16005

(100) Kukpowruk Pass, 41 miles NNE of Cape Beaufort,

has a controlling depth of about 6 feet into Kasegaluk

Lagoon and S for about 2 miles through a narrow channel along the inner side of the barrier beach; the channel leads to fair anchorage, protected from all

directions. NE winds will lower the water level about 3

feet, and the pass changes from year to year because of

ice scouring. There is no channel N through the lagoon

to Point Lay.

Charts 16101, 16005

(101) Point Lay is a slight bend in the barrier beach 49

miles NNE of Cape Beaufort. The original village of

Point Lay, destroyed by a fire, is on the beach 3 miles S

of the point. Ruins of the original village are visible on

the barrier island. Approximately 700 yards south of

the ruins is an uncharted entrance to the lagoon. The

lagoon is extremely shallow and is navigable only by

small craft. Depths in the lagoon can be dramatically

reduced by east winds and passes through the barrier

islands to the lagoon are often blocked by shallow or exposed sand bars. The village of Point Lay has a telecommunications center and volunteer search and rescue

center which can be contacted on VHF-FM channels 16

and 68. Subsistence harvesting of Beluga whales occurs at Point Lay during the months of June and July

and vessels should contact the Point Lay telecommunications center on VHF-FM channel 68 if transiting in

the area during this time. Anchorage is in depths of 6

fathoms 1.5 miles off the village. There is a prominent

aero radiobeacon (69°44.1'N., 163°00.6'W.) at the airport on the mainland 2 miles SSE of the village.

Ice

(102) Average breakup at Point Lay is in late June and average freezeup is in early November. Navigation is difficult from early November to late June and usually is

suspended from mid-December to late June.

Charts 16088, 16087, 16005

(103) Icy Cape Pass, 2 miles SW of the cape, has a controlling depth of about 5 feet but entrance requires

Arctic Ocean ■ Chapter 9 ■ 487
knowledge of bar and channel conditions. Fair anchorage is available in depths of 5 to 7 feet in Kasegaluk Lagoon SW of the pass. A radar tower and an airstrip are

on the mainland opposite the pass. Water can be obtained from a stream SW of the tower.

(104) Icy Cape (70°19.9'N., 161°53.0'W.), 40 miles NE of

Point Lay and 125 miles from Cape Lisburne, is a sharp

turning point in the low flat barrier beach that separates Kasegaluk Lagoon from the ocean. A house and a

tank are near the point of the cape.

(105) Blossom Shoals, which extend 6 to 8 miles off Icy

Cape, are a number of ridges that parallel the coast. In

the approach to the shoals, the bottom is lumpy and

depths are irregular. The shoals are usually given a

wide berth, and it is recommended that vessels rounding the cape stay in depths greater than 12 fathoms.

(106) The shoals are the approximate S limit of the inshore ice during the July-September season for navigation in this area. The ice moves inshore and offshore

with the winds and, as the shoals form a salient at this

part of the coast, open water may extend N or S of them,

but access from one open-water area to another may be

blocked by ice on the other side of the shoals.

(107) Blossom Shoals show evidence of ice scour and

probably change from year to year. Surveys made in

1948-1950 found depths of 10 feet 0.9 mile off Icy Cape,

16 feet 2 miles off, 20 feet 3.3 miles off, 19 feet 4.4 miles

off, 26 feet 6.4 miles off, and 37 feet 7 miles off.

(108) There are deep channels between the outer shoals.

One that has been recommended by the survey party,

rounds the cape at a distance of 3.8 miles with no

depths less than 35 feet. About 6 miles off the cape, and

just inside the outermost shoal, is a passage with minimum depths of 10 fathoms.

(109) Behind the barrier beach that extends E from Icy

Cape, Kasegaluk Lagoon has midchannel depths of 9 to

11 feet; numerous shoals project from both sides of the

lagoon. The ice in the lagoon breaks up about 10 to 15

days after the sea ice has moved out. New ice forms

about the middle of September and soon becomes

about 6 inches thick. Launches not more than 41⁄2 feet

in draft may pass around Nokotlek Point, on the mainland 18 miles E of Icy Cape, through a very narrow

channel.

(110) Akoliakatat Pass, 12 miles E of Icy Cape, has a narrow channel close to shore on the W side; a controlling

depth of about 7 feet can be carried into Kasegaluk Lagoon at normal tide levels. Anchorage can be found

back of the pass in depths of 7 to 10 feet, good holding

ground. The current in the pass may reach a velocity of

2 knots with strong SW or NE winds. A continuous period of NE winds will lower the water as much as 3 feet

below normal levels.

Charts 16086, 16005

(111) Pingorarok Pass, 22 miles E of Icy Cape, has a controlling depth of 5 feet into Kasegaluk Lagoon through

a very narrow channel on the E side. Breakers usually

mark the shoals on both sides of the entrance.

Charts 16085, 16005

(112) Wainwright Inlet (70°36.5'N., 160°06.5'W.), 39 miles

ENE of Icy Cape, is the entrance to Wainwright Lagoon.

The narrow winding channel between Point Collie on

the E and Point Marsh on the W has a controlling depth

of 6 feet at normal water level, but passage should not

be attempted without the aid of local guides. Shoals extend 0.7 mile off the inlet and are well defined by breakers during moderate weather; during W storms the

breakers stretch across the channel. Ice, that may enter

the inlet during SW storms, follows the channel, where

the current reaches a maximum velocity of about 2

knots. The mean range of tide is only about 0.5 foot.

(113) Wainwright, on the beach 2.5 miles NE of the inlet,

has stores, a hotel and restaurant, a school, a church,

and an airstrip. Wainwright bans the possession, sale

and importation of alcohol. Limited quantities of fuel

are also available in town and include marine gasoline

and diesel. Subsistence hunting of marine mammals

occurs around Wainwright year round but is heaviest

during the spring Bowhead whale season. Vessels

should contact the Alaskan Eskimo Whaling Committee when transiting near Wainwright during the spring

and summer months. Wainwright operates a volunteer

search and rescue service which can be contacted on

VHF-FM channel 16. Vessels are requested to check in

with Wainwright SAR with their vessel name and position when transiting near Wainwright on VHF-FM

channel 16.

(114) A rotating green and white aerolight (70°38'17"N.,

160°01'05"W.) is located near the Wainwright airstrip

(70°36'36"N., 159°51'54"W.)

Ice

(115) Average breakup at Wainwright is about the last of

June and average freezeup is about the first of October.

Navigation is difficult from early November to mid-July

and usually is suspended from early December to early

July.

(116) Kuk River, that empties into the head of Wainwright Lagoon, has an even bottom and no definite

channel. Depths decrease gradually from 10 feet at the

lagoon to a reported 4 feet some 30 miles upriver. Three

outcroppings of usable coal are 8 to 18 miles from the

mouth.

488 ■ Chapter 9 ■ Volume 9
Charts 16084, 16005

(117) Point Franklin (70°54.4'N., 158°47.2'W.), 70 miles

ENE of Icy Cape, is the E end of the barrier sand beach

that extends 8 miles along the NW side of Peard Bay. A

prominent 120-foot steel tower is about 2 miles W of

the point.

(118) A mile E of Point Franklin is the N extremity of the

narrow barrier Seahorse Islands, that extend SSE for 3

miles. The largest island has an elevation of about 20

feet, and is the greatest along this series of barriers. Between Point Franklin and the Seahorse Islands is a narrow, winding channel with a least depth of about 4 feet;

this channel may vary from year to year.

(119) A shoal makes out to N from Point Franklin.

Depths less than 1 fathom extend out 1.2 miles; the

5-fathom curve is about 2 miles offshore, and the

10-fathom curve is 2.6 miles offshore.

(120) Protection from S to W weather is available NE of

Point Franklin and the Seahorse Islands. This shelter

does not afford protection from ice.

(121) A current sets NE along the shore except during

strong NE winds. It is estimated that the velocity is 1 to

2 knots under ordinary conditions. This NE current

forms a big eddy which circulates in a clockwise direction in the bight E of Point Franklin. The eddy extends

about 20 miles to the NE of the point and 5 to 6 miles

from shore.

(122) When there is ice in this vicinity abnormal refraction can be expected at any time. A large amount of refraction can be expected at all times, whether or not ice

is present.

(123) Peard Bay, behind the barrier beaches of Point

Franklin and the Seahorse Islands, has uniform depths

of about 20 feet over the greater part of its area. The

bottom, which is mud and clay, is excellent holding

ground. A depth of 12 feet can be carried into Peard Bay

through a narrow channel just off the S end of the Seahorse Islands. A depth of about 8 feet can be carried into

the bay on either side of the 4-foot shoal that is about 1

mile SE of the S end of the islands. The bay affords good

protection from heavy S and SW winds. A small spit in

the SE part of the bay affords protection for small boats

from winds from any direction.

(124) At the SW end of Peard Bay is Kugrua Bay, into

which Kugrua River empties. A draft of about 4 feet can

be carried into Kugrua Bay; depths in the middle of the

bay are 10 to 12 feet. In the NE corner of the bay is a

sandspit that affords good protection from all weather

for small boats.

Charts 16083, 16082, 16005

(125) From Peard Bay E and NE to Barrow the coast is

rimmed with mud bluffs 25 to 90 feet high and furrowed by numerous small streams; the highest is Skull

Cliff (70°56'N., 157°30'W.), 20 miles E of the bay. The

coast has no projecting points or shoals and the

5-fathom curve is 0.5 to 1 mile from shore, but depths

may vary as much as a fathom from year to year because of ice gouging. There is no protection from heavy

weather.

(126) The Will Rogers Memorial(71°09.3'N., 157°03.5'W.) is

a 12-foot concrete monument on the NE side of a wide

stream 10 miles SW of Barrow.

(127) Barrow, 8.5 miles SW of point Barrow, is the government seat of the North Slope Borough and the largest community north of the Brooks Range. Barrow has

a hospital, several churches, schools, a telecommunications center operating on VHF-FM channel 68, and

several stores; limited quantities of supplies include

gasoline, diesel fuel, food, and clothing. Air-freight and

commercial flight service are available throughout the

year. Subsistence hunting of marine mammals occurs

at Barrow year round as far as 30 miles offshore and is

heaviest during the spring and fall Bowhead whale seasons. Vessels transiting the area during the whaling

seasons are requested to contact Barrow on VHF-FM

channel 68. Vessel traffic is at its heaviest during the

summer months after the whaling season and consists

of tugs carrying fuel and supply barges. Barrow is a destination for small cruise ships carrying as many as 400

passengers. A seasonal U.S. Coast Guard forward operating station is active out of Barrow from July to August. The North Slope Borough also operates a

volunteer search and rescue operation and can be

hailed on VHF-FM channel 16. An aerolight

(71°17'17"N., 156°46'18"W.) is at the airport. Three

miles NE of Barrow is the Barrow Arctic Science Consortium (BASC), the University of Ilisagvik, and an

aerolight (71°19'40"N., 156°40'38"W.) About 0.8 mile

NE of the Barrow Arctic Science Consortium is an airstrip and an aerolight (71°20'08"N., 156°38'20"W.) The

dome (71°19'40"N., 156°37'57"W.) NE of the laboratory

is also very prominent.

(128) Barrow is not a port of entry.

(129) Barrow has no pier facilities. Marine cargo bound

for Barrow is lightered from barges to landing craft.

Anchorage can be had 1200 yards off of Barrow in 30

feet (9.1 m) of water to receive supplies and to transfer

personnel by small boat. The anchorage is exposed to

weather from all directions.

Arctic Ocean ■ Chapter 9 ■ 489
Charts 16082, 16004

(130) Point Barrow (71°23'N., 156°28'W.), the northernmost point of land in the United States, is the seaward

end of a gravelly sandspit that extends 3 miles NE from

the rest of the mainland. The point is also the NE corner of Chukchi Sea and the SW corner of Beaufort Sea.

The N limit of Beaufort Sea is a line from Point Barrow

to Lands End, Prince Patrick Island, Canada.

Tides and currents

(131) The diurnal range of tide is about 0.4 foot at Point

Barrow. During the survey of May-August 1945, the

current NW of the point was observed to flow constantly in a NE direction at an estimated strength of 3

to 4 knots; along the NE side of the point the current

flowed in a NW direction at an estimated strength of 1

knot. Judging from the movement of the icebergs,

there seemed to be an eddy centered several miles NE

of the point.

Caution

(132) Mariners are advised that in the shallow waters of

the Beaufort Sea, water levels are strongly influenced

by meteorological conditions. Strong offshore winds

can produce water depths up to 21⁄2 feet less than those

shown on the charts.

(133) A number of oil drilling platforms are in the Beaufort Sea between 151°W and 147°W. These platforms

are generally manmade gravel islands about 500 feet in

diameter. In 1992, a majority of the platforms were reported abandoned and the lights marking the structures were removed. A few are reported completely

awash. The status of all known platforms is periodically

published in the 17th Coast Guard District Local Notice to Mariners.

Weather, Barrow Vicinity

(134) Barrow is the location of the most northern

Weather Service Office (WSO) operated by the National

Weather Service. Although this station generally records one of the lowest mean temperatures for the winter months, the surrounding topography prevents the

establishment of the lowest minimum for the state.

With the Arctic Ocean to the N, E, and W, and level tundra stretching 200 miles (370 km) to the S, there are no

natural wind barriers to assist in stilling the wind, permitting the lowering of temperatures by radiation, and

no downslope drainage areas to aid the flow of cold air

to lower levels. Consequently, temperature inversions

in the lower levels of the atmosphere are not as marked

as those observed at stations in the central interior.

(135) Temperatures at the Barrow WSO remain below

the freezing point through most of the year, with the

daily maximum reaching higher than 32°F (0°C) on an

average of only 109 days a year. The mean daily maximum for the station is only 15°F (-9.4°C) while the

mean daily minimum is 4°F (-15.6°C). The mean annual temperature is 10°F (-12.2°C). Daily minimums

drop below the freezing point (0°C) 324 days of the

year, and freezing temperatures have been observed in

every month of the year. February is generally the coldest month, with a normal mean of -17°F (-27.2°C), and

the lowest temperature at the station on record -56°F

(-48.8°C) reached in February 1924. March temperatures are but little higher than those observed in the

winter months. In April, temperatures begin a general

upward trend, with May becoming the definite transitional period from winter to the summer season. During the latter month an average of five daily maximum

temperatures climb above the freezing point. July is

the warmest month of the year, with a normal mean of

40°F (4.4°C). The record high for the station is 79°F

(26.1°C) recorded in July 1993. During late July or

early August, the Arctic Ocean is generally ice-free for

the first time in summer. The end of the short summer

is reached in September. By November about half of the

daily mean temperatures are zero (-17.8°C) or below.

(136) Precipitation at Barrow is extremely light with a

mean annual value of 4.57 inches (116 mm). The wettest months are July and August when nearly a half of

the annual precipitation total may fall. Despite such

limited amounts of precipitation, precipitation is recorded an average 252 days per year. Snowfall averages

about 29 inches (737 mm) each year, occurs an average

of 211 days each year and has been recorded during every month.

Ice

(137) Average breakup at Barrow is in late July and average freezeup is in early October. Navigation is difficult

from mid-October to late July and usually is suspended

from early December to early July.

(138) The ice barrier that extends from 0.5 mile off Barrow to 1.5 miles NW of Point Barrow can be dangerous

to navigation. Formed when onshore winds drive icebergs aground, the barrier may break and drift seaward

during heavy offshore winds. While aground the barrier it keeps the main ice pack from drifting onto the

beach and often gives protection along its inner side to

shallow-draft vessels. During periods of offshore winds,

leads may open in the barrier through which, when

winds reverse to onshore, small bergs sometimes drift

to block the inshore waters and stop all navigation.

Caution: A vessel beset in the ice near Point Barrow

will tend to drift N and farther into the ice mass.

490 ■ Chapter 9 ■ Volume 9
(139) During the 1945 survey the main ice pack was

never out of sight from Point Barrow. When the pack

opened to the W it closed to the E and vice versa. Icebergs 30 to 50 feet high floated around continuously;

some grounded at about the 5-fathom curve and remained stationary for a week or more until the wind

changed with sufficient force to dislodge them.

(140) In general, the main ice pack drifts with the winds

and currents during July through September and permits intermittent navigation outside the ice barrier.

Outside navigation is impossible when the pack drifts

shoreward; inside passage possibly can be made behind

the barrier but charted depths may not be too reliable

because of berg gouging.

(141) Medium-draft vessels should be able to round Point

Barrow at a distance of 1 mile; 30-foot drafts should

stay at least 3 miles off. Caution: A 1957 report places a

25-foot shoal 7 miles NE of Point Barrow; this may indicate a possible NE extension of Point Barrow spit. If

passage must be made E of Point Barrow, August is the

best month for the attempt.

(142) Mariners should be aware that Alaskan Natives engage in subsistence whaling in the Beaufort Sea near

Point Barrow in the spring from March through June

and in the fall from September through November. Vessel operators are requested to contact the Alaska Eskimo Whaling Commission at 907-852-2392 or

800-478-2392 or aewcdir@barrow.com prior to entering this area for information about the location and

avoidance of traditional Native hunting parties.

Charts 16082, 16081, 16004

(143) Elson Lagoon extends from Point Barrow to Christie Point, on the mainland 21 miles to the SE. The lagoon is 2 to 5 miles wide and has depths of 8 to 11 feet.

Between the lagoon and Beaufort Sea are the barrier

Plover Islands which are low and difficult to distinguish except in periods of good visibility. The islands

and the mainland are barren stretches as viewed from

offshore and are covered by snow and ice most of the

year; there is nothing distinctive in the area.

(144) Eluitkak Pass, the most W entrance to Elson Lagoon, is between tiny Doctor Island and the spit that

extends 2.5 miles SE from Point Barrow; depths in the

pass equal or exceed those in the lagoon. Deadmans Island and Tapkaluk Islands are SE of Doctor Island.

(145) Ekilukruak Entrance, 15 miles SE of Point Barrow,

is between Tapkaluk Island and Cooper Island, 4 miles

to the SE; the passage into Elson Lagoon has depths of

5 to 7 feet. Cooper Island is one of the largest of the Plovers and is midway along the chain.

(146) Sanigaruak Pass (71°11.5'N., 155°23.5'W.), 24

miles SE of Point Barrow, is a narrow and poorly defined channel through the Plover Islands at the W end

of Sanigaruak Island; the controlling depth is about 6

feet into Elson Lagoon. Igalik Island, last major island

of the Plover group, is between Sanigaruak Island and

Tangent Point to the SE.

(147) Dease Inlet, behind the SE Plover Islands, is 10

miles wide between Christie Point and Tangent Point

and extends inland about 20 miles. The inlet has depths

of 8 to 10 feet except for the shallows near the beaches.

The principal entrances are from Elson Lagoon and

Sanigaruak Pass. Tiny Island and Oarlock Island,

known as the Kikiktak Islands, are 10 to 15 miles up

Dease Inlet from Christie Point; on Tiny Island is a

small freshwater lake. Admiralty Bay, at the head of

Dease Inlet, has depths and bottom similar to the outer

part of the inlet; several rivers empty into the bay.

(148) During the 1945 survey of this area, the winter ice

did not breakup in Elson Lagoon until July 28 and

started forming again on September 13. The survey

launches had a difficult time getting out of Dease Inlet

on September 15 as the entire inlet and lagoon were

frozen over to a thickness of 1 inch. In the winter, the

ice freezes to a thickness of 6 to 10 feet.

Charts 16081, 16067, 16004

(149) Tangent Point (71°08.8'N., 155°05.8'W.), 30 miles

SE of Point Barrow, is the low, flat, tundra promontory

on the E side of the entrance to Dease Inlet. There is a

shallow entrance channel between the point and the islands to the NW.

(150) The islands along the coast from Tangent Point to

the SE end of Fatigue Bay are low sand barriers separated from the mainland by mud flats and shallow lagoons. These rapidly changing islands have steep

beaches on their seaward sides, with depths of 8 feet or

more only 100 yards off. Deep channels open and close

through the islands during summer storms.

(151) Fatigue Bay (McKay Inlet) extends SE for about

6.5 miles from Tangent Point. The SE part of the bay, S

of Tulimanik Island, is the only shelter for small boats

between Tangent Point and Cape Simpson. This shelter, however, is extremely limited because of the shallowness of the lagoons behind the islands. Remarks

concerning frequent changes in channels are particularly applicable to the SE part of Fatigue Bay.

(152) The bluffs along the coast from near the SE end of

Fatigue Bay to Cape Simpson vary in height from 4 to

15 feet; the land behind is marshy and has numerous

lakes. Launches may proceed safely along this stretch

of coast at a distance of about 100 yards.

Arctic Ocean ■ Chapter 9 ■ 491
(153) Cape Simpson (70°59.4'N., 154°34.0'W.), is a low

promontory 14 miles SE of Tangent Point. There are

shoals and sandbars near the cape but no shelter for

small boats.

(154) Smith Bay, between Cape Simpson and Drew

Point, 14 miles to the SE, extends 8 miles back of the

entrance points and has general depths of 3 to 10 feet.

Along the W shore of the bay, rapid erosion of the 10- to

20-foot bluffs has caused shoaling, and launches drawing 3 to 4 feet must stay 0.2 to 0.5 mile off, but there is

still some protection from W weather.

(155) The delta ofIkpikpuk River, which empties into the

head of Smith Bay, is building out steadily. Extensive

shoals are forming as much as 3 miles out, and the

3-foot curve is 1 to 2 miles off the delta. The SE side of

the bay is very shallow; the 3-foot curve is 2 to 3 miles

offshore.

(156) Along the E side of Smith Bay are intermittent

bluffs. The only possible landing place for small craft is

on Drew Point, at the entrance. Boats drawing less

than 21⁄2 feet can anchor S of the sandspit at the point.

Charts 16066, 16004

(157) Pitt Point (70°55.5'N., 153°08.2'W.), 69 miles ESE

of Point Barrow, is about halfway between Smith Bay

and Harrison Bay. On the SE side is a large, shallow lagoon that is separated from Beaufort Sea by a narrow

sand barrier. Heavy seas open and close passages that

have been used by native launches. There are depths of

8 to 10 feet 200 yards off Pitt Point.

Charts 16065, 16004

(158) Cape Halkett (70°48.0'N., 152°11.0'W.), is a low

promontory 20 miles ESE of Pitt Point. A 1-foot shoal is

0.7 mile E of the cape; between the shoal and the cape

are depths of 5 feet. In January 1984, a submerged obstruction covered about 18 feet was reported about 6.1

miles E of the cape in about 70°47'57"N., 151°53'18"W.

Charts 16064, 16063, 16004

(159) Harrison Bay is between Cape Halkett and Oliktok

Point, 50 miles to the ESE; the inland extent is about

15 miles from the general line of the coast. The inner

part of the bay is very shallow, and the Colville River

delta projects several miles from the SE side. Pacific

Shoal, 3 to 5 feet deep and 5 miles in N-S length, is centered about 8 miles SE of Cape Halkett. In 1969, a vessel

with a draft of 26 feet reported touching bottom in

70°57.5'N., 150°33.5'W. (See chart 16004.) In 1992, a

shoal with a depth of 7 feet was reported in about

70°40'56.8"N., 150°55'28.6"W. (See chart 16003.)

(160) Saktuina Point (70°34.9'N., 152°02.3'W.), 14 miles

S from Cape Halkett, is the easternmost tip of the narrow peninsula that forms the N side of Kogru River. The

Eskimo Islands, 1 mile E of Saktuina Point, have bluffs

up to 20 feet in height.

(161) Kogru Riveris a series of connected lakes that form

a 10-mile-long lagoon that empties into Harrison Bay

between Saktuina Point and the Eskimo Islands. Entrance depth is about 4 feet and greater depths are reported inside.

(162) Atigaru Point, 7 miles E of Saktuina Point, is a low

headland with extensive bars and shoals to the E and

SE. Natives report fair anchorage for small craft 3 miles

S of the point.

(163) Colville River, the largest along the Arctic coast of

Alaska, has a delta that extends 20 miles along the SE

side of Harrison Bay. There are three major channels

and numerous minor channels through the delta. It is

probable that a draft of 3 feet can be taken over the entrance bars and upriver to the rapids a few miles below

the mouth of Anaktuvuk River, which empties into the

Colville River 75 miles from Harrison Bay.

Charts 16062, 16004

(164) Oliktok Point, the first prominent mainland point

E of Colville River, is a triangular sandflat with elevations of as much as 5 feet. Excellent small-boat anchorage is found in depths of 5 feet behind the small bar that

extends NW from the point; this anchorage is exposed

to SW weather, but protection from such can be found

E of the island. A lighted artificial island is about 3.1

miles SW of the S tip of the island in about 70o29'45"N.,

150o14'48"W.

(165) Thetis Island is 6 miles NW of Oliktok Point and 5

miles off the Colville River Delta. Good anchorage, with

protection from SW winds, is found in depths of 12 feet

E of the island.

(166) Spy Island, 3 miles N of Oliktok Point and 4 miles E

of Thetis Island, is the westernmost of the Jones Islands; the island is very low and floods during storm

high waters. Pingok Island, largest and highest of the

Jones group, is 6 miles long in an E-W direction and

has several dunes or mounds. Bertoncini Island and

Bodfish Island are about 2 miles E of Pingok Island;

both are tundra covered and have bluffs along their

shores. Cottle Island, 1.5 miles N of Beechey Point, is 3

miles long and is the easternmost of the Jones group.

Bars and shoals obstruct the passages between Pingok

and Cottle Islands. An artificial island is about 4.5 miles

492 ■ Chapter 9 ■ Volume 9
NNE of Cottle Island in about 70°35'05"N.,

149°05'45"W.

(167) On the mainland back of the Jones Islands is Milne

Point, which is 8 miles E of Oliktok Point and is

rimmed with bluffs about 5 feet high. Beechey Point is

14 miles E of Oliktok Point; launches can find fair shelter in depths of 4 feet behind the small sandbar that extends NW from Beechey Point.

(168) Simpson Lagoon, between the Jones Islands and

the mainland, has depths of 6 feet and affords protected

passage from Oliktok Point to Beechey Point. In October 2007, the remnants of a man-made island, covered

2 feet, were about 4.0 miles NE of Oliktok Point and in

about 70o32'13.7"N., 149o41'05.5"W. In 2000, a 2-foot

shoal was reported about 460 yards W of the man-made

island in about 70o32'12.8"N., 149o41'46.4"W.

Charts 16062, 16061, 16004

(169) The Return Islands begin 0.5 mile SE of Cottle Island and continue SE another 11 miles. Long Island is

the westernmost and longest, about 5 miles, of the Return group; the passage between Cottle Island and

Long Island has depths of 2 feet. Off the SE end of Long

Island are bars and shoals that extend back into Gwydyr

Bay, but depths of 5 feet can be carried into the bay between the bars and low, crescent-shaped Egg Island,

next island to the SE. Southeasternmost of the Return

group is Stump Island, which is about 2 miles long and

extends to within 0.5 mile of mainland Point McIntyre.

The passage between Egg Island and Stump Island has

depths of 3 feet, but there is little water between Stump

Island and Point McIntyre.

(170) Gwydyr Bay, the lagoon area between the Return

Islands and the mainland, has depths of 3 to 5 feet as far

E as low Storkersen Point, which is 10 miles from

Beechey Point; the best entrance to the bay is W of Egg

Island. Kuparuk River empties into the S side of

Gwydyr Bay W of Storkersen Point. There is little water

between Storkersen Point and Point McIntyre, 3 miles

to the SE.

(171) From the Return Islands to Brownlow Point, barrier islands parallel the coast and are separated from it

by Stefansson Sound, an extensive lagoon. The mainland is low tundra with very little relief except for three

prominent mounds W and SW of Tigvariak Island. The

mainland shore consists of low bluffs, up to 35 feet in

height, cut by river flood plains and deltas. The barrier

islands are low sand and gravel reefs less than 8 feet in

elevation; the larger islands have some sparse vegetation. Between the islands are many shoals and bars that

are awash. The lagoon between the island and the

mainland has depths of as much as 30 feet but also has

many areas too shallow for navigation by small boats.

The lagoon is 2 to 10 miles wide and extends in a continuous line from the Return Islands to Brownlow

Point. Vessels following the coast may avoid the heavy

ice that is nearly always present off the barrier islands

by passing inside the islands by way of one of the deeper

entrances. Ice frequently blocks these entrances, but

passage usually can be made through leads.

(172) The Midway Islands, 7.5 miles NE of Point

McIntyre, are very low and have little driftwood on

them; good anchorage for vessels drawing up to 6 feet

can be found behind Reindeer Island, the W island of

the group.

(173) Cross Island is 6 miles E of the Midway Islands.

Somewhat protected anchorage for vessels drawing up

to 10 feet can be found behind the crescent-shaped island and the several small islets that extend to the S.

Large ice floes remain hinged to the N and E sides of

the island during the entire open season. Two miles SE

of Cross Island is a shoal that extends 4 miles in a SE direction. Dinkum Sands, a gravel reef that bares, is halfway along the shoal.

(174) Prudhoe Bay (70°20'N., 148°20'W.), SE of Point

McIntyre, has shoals across most of its entrance. Gull

Island, a small island midway along the shoals, is a conspicuous radar target. The bay proper has depths of 6 to

9 feet and affords good holding anchorage with protection from all but NW weather. The best access route has

depths of 4 feet and parallels the W shore at a distance

of 0.4 mile. In 1967, a large oil strike was made in the

Prudhoe Bay area. This oil strike has made necessary

the movement of large amounts of cargo by barge to

this area during the short summer shipping season.

(175) On the NW side of Prudhoe Bay, about 1.5 miles SE

of Point McIntyre, a causeway extends about 2.2 miles

offshore. A barge dock is on the E side of the causeway

and a seawater treatment plant is near the outer end.

Private daybeacons mark the intakes and outfalls of the

seawater treatment plant. In 1969, a 360-foot wharf

connected to the shore by a 1,200-foot causeway was

constructed in the SE corner of the bay, about 3.3 miles

from Heald Point. Depths of 41⁄2 feet are reported along

the wharf.

(176) Cargo is hauled from Seattle by oceangoing tugs

and barges which anchor about 6 miles offshore; the

cargo is transferred to shallow-draft barges and moved

to the wharf for transfer to shore.

(177) Heald Point, on the E side of Prudhoe Bay entrance

and 8 miles from Point McIntyre, is a 15-foot-high tundra bluff with a narrow sand beach at its base. Three

small sand islets extend NW from the point. The submerged remains of an artificial island with a reported

depth of 1 foot is about 2.9 miles N of the point. Put

Arctic Ocean ■ Chapter 9 ■ 493
River aero radiobeacon (70°13'25"N., 148°24'50"W.) is

about 8 miles SSW of Heald Point.

(178) The delta of Sagavanirktok River extends the 9

miles from Heald Point to Foggy Island. The waters off

the delta are extremely shallow and small boats find

landing very difficult. Howe Island, 5 miles E of Heald

Point, is near the middle of the delta area and is prominent from seaward; the island is 1 mile long, 0.2 mile

wide, and has an elevation of 35 feet near its E end. A

mile E of Howe Island is Duck Island, a small silt

mound, and 4 miles E of Howe Island is Point Brower,

the N extremity of tundra-covered Foggy Island, which

is part of the delta and separated from the mainland by

two branches of the river.

Charts 16046, 16004

(179) Foggy Island Bay, which extends 12 miles along

the mainland between Foggy Island and Tigvariak Island, has depths of as much as 20 feet but has wide shallow areas along its E and W sides.

(180) Tigvariak Island, close to the mainland, is 2 miles

long, 1 mile wide, and has elevations up to 30 feet. The

tundra of Tigvariak Island is dotted with lakes and

ponds from which freshwater is obtainable; the shores

of the island are mostly sand beaches backed by bluffs

ranging in height from 5 to 30 feet. At the E end of the

island is Reliance Point, a sandspit that extends 0.8

mile to the S, and on the NE side is a large sea-level lake

which is separated from the ocean by a sand barrier.

Lion Point is the outer end of a long sandbar that begins 0.3 mile from the N end of Tigvariak Island and

continues 0.8 mile to the NW.

(181) Mikkelsen Bay, between Tigvariak Island and

Bullen (Savakvik) Point, 7 miles to the ESE, has

depths of as much as 18 feet which decrease gradually

as the beach is approached.

(182) Returning to the island chain off the mainland,

Narwhal Island, northwesternmost of the McClure Islands, is 10 miles SE of Cross Island and 8 miles NE of

mainland Foggy Island. Narwhal Island has some vegetation and there is some driftwood on it; near the center of the island are several small ponds. Protected

anchorage is available in depths of 15 feet behind the

NW end of Narwhal Island; depths of 7 feet extend 0.5

mile SW from the middle. Little ice is encountered during the open season, and the anchorage can be approached from the SW. The SE end of Narwhal Island, a

low, narrow, sand strip, has been cut through in numerous places by storms and ice. The passage between

Narwhal Island and Jeanette Island, 1 mile to the SE

has irregular depths but can be navigated without difficulty by vessels drawing less than 7 feet.

(183) Jeanette Island and Karluk Island, 2.5 miles apart,

are at opposite ends of the crescent-shaped series of

small sand islets, some as much as 5 feet high, that

forms the SE part of the McClure group. These islets

are exposed to vigorous ice and wind action, and there

is continuous change in the shorelines and in the shallower depths. Protected anchorage is available in

depths of 9 to 15 feet S of the islets.

(184) Newport Entrance is between Karluk Island of the

McClure group and Pole Island, W of the two major

Stockton Islands, 5 miles ESE of the McClures. A sandbar is 1 mile SSE of Karluk Island, and a second sandbar is 2.3 miles SE of the island; the two bars are only a

few yards in width and are awash during storm high

waters. Shoals extend 1.5 miles W from Pole Island.

Vessels drawing less than 7 feet can pass between

Karluk Island and the two sandbars, but caution is advised because of the current action and berg gouging.

The principal passage through Newport Entrance is between the sandbars and the Pole Island shoal; least

depth is 16 feet over a width of 1 mile.

(185) Pole Island, 5 miles NE of mainland Tigvariak Island, is a narrow sand barrier 2 miles long and has elevations up to 5 feet; the island has some vegetation, a

few small ponds, and a considerable amount of driftwood. Belvedere Island. E of the Stockton Islands, also

is a narrow sand barrier about 2 miles long. The passage between the two islands is 0.2 mile wide and has a

controlling depth of 5 feet.

Charts 16045, 16004

(186) Challenge Entrance is between Belvedere Island

and Challenge Island, 6 miles to the SE. The W side of

the opening and the area immediately S of Belvedere

Island are shallow and dotted with tiny islets and bare

shoals. The best water is 0.8 mile W of Challenge Island

where vessels drawing 10 feet or less can enter with

safety.

(187) Challenge Island, the westernmost of the Maguire

Islands, is a strip of sand about 0.5 mile long and 3 feet

high. Alaska Island, that begins 0.2 mile E of Challenge

Island and continues 3 miles farther E, is a very narrow

sand and gravel formation; the easternmost third has

been cut through in several places and is a series of

sandbars, shoals, and islets. There is no channel between Challenge and Alaska Islands.

(188) Duchess Island, 1 mile E of Alaska Island, is 1 mile

long and 5 feet high. There is a narrow channel between Duchess and Alaska Islands but it is not recommended.

(189) North Star Island, 0.2 mile SE of Duchess Island

and easternmost of the four principal Maguires, is

494 ■ Chapter 9 ■ Volume 9
another narrow sand barrier about 1 mile long and has

extensive shoals on the S and SE sides. There are narrow channels at both ends of the island but they are

shallow and subject to constant change.

(190) Mary Sachs Entrance, between North Star Island

and Flaxman Island, has extensive shoals on both E and

W sides. There is a 0.7-mile-wide passage with depths of

10 feet about midway between the two islands.

(191) Flaxman Island, which begins 2 miles ESE of

North Star Island and continues 6 miles to within 2

miles of mainland Brownlow Point, is the largest barrier island between the Return Islands and the point.

The W part of the island is mostly sand and gravel; the E

part has tundra bluffs up to 20 feet in height and numerous small ponds, but freshwater is not available in

any substantial quantity.

(192) Passage has been made between Flaxman Island

and Brownlow Point by staying close to the E end of the

island until well into the lagoon; the channel has

depths of 8 feet which shoal to 4 feet in the lagoon. The

shoals that stretch from Brownlow Point to the E side

of the narrow channel usually are marked by breakers

or ice.

(193) The mainland between Bullen Point and Brownlow

Point has numerous other points, sandspits, and bluffs.

The W branch of Canning River empties into the lagoon

SW of Brownlow Point; the river delta forms extensive

shoals in the E part of the lagoon.

(194) Brownlow Point (70°09.8'N., 145°51.0'W.), 20

miles E of Bullen Point, is the most N feature of Canning River delta; the tundra point has elevations up to

25 feet. A sand and gravel bar, partly bare at high water,

extends from Brownlow Point SE past Canning River E

branch to within 2 miles of Konganevik Point. (See

chart 16044.)

(195) From Brownlow Point to Canning River E branch,

the lagoon between the delta and the barrier bar is

about 0.5 mile wide and has depths of 2 to 3 feet. The

discharge from the river discolors the sea water for

many miles. SE of the river’s E branch is a lagoon that

provides excellent small-craft anchorage in depths of 8

to 10 feet; the best approach from seaward is around

the SE end of the barrier bar at a distance of 0.3 mile. A

covered ridge that extends halfway from Konganevik

Point to the bar protects the lagoon from NE

wind-driven ice. The lagoon was ice free in mid-August

1976.

Charts 16044, 16004

(196) Konganevik (Kangigivik) Point (70°01.5'N.,

145°10.5'W.), 16 miles SE of Brownlow Point, projects

2 miles NE from the mainland and is the W limit of

Camden Bay. About 1 mile N of the point are extensive

shoals that are partly awash; between the shoals and

the point is a channel with depths of 7 to 17 feet. The

lee provided by the shoals might be helpful in some

conditions.

(197) Launch anchorage has been reported E of

Konganevik Point, but there are large boulders in the

area and boulders are seen along the entire shore of the

point; natives use this anchorage in preference to

Simpson Cove, to the ESE, to avoid the ice that moves

back and forth across Camden Bay with the winds. A

better small-craft anchorage is in the lagoon 2 miles S

of the point; the lagoon affords ample protection from

all winds in depths of 4 feet. Entrance to the lagoon can

be made through the break in the barrier bar across the

mouth by staying close to the S shore.

(198) Katakuruk (Katakturak) River empties into the S

side of Camden Bay on the W side of Simpson Cove, and

is 6 miles ESE of Konganevik Point. The cove has excellent holding ground and affords protection from ice

and wind for vessels drawing up to 6 feet; approach

should be made from NE of Collinson Point, the W end

of the long narrow sandspit that extends from the

mainland on the E side of the entrance. The best water

is about 0.3 mile from the point; once past the point,

there are depths of 9 to 11 feet in the greater part of the

cove. Vessels should anchor as close to the weather

shore as their drafts will permit. Simpson Cove was ice

free in mid-August 1976.

(199) Anderson Point (70°01.5'N., 144°27.8'W.), 15

miles E of Konganevik Point, is the E limit of Camden

Bay. The point is low and flat but behind it is a bluff that

ranges in height from 4 to 30 feet and is prominent

from W; from E the bluff blends with the hills and is

hard to see. W of Anderson Point the bottom slopes to

depths of 10 to 12 feet very close to shore; N of the point

the slope is gradual to depths of 2 or 3 feet, then sharp

to depths of 12 to 30 feet.

Charts 16043, 16004

(200) Low, narrow, gravelly Arey Island (70°07.3'N.,

143°54.0'W.) begins about 10 miles NE of Anderson

Point and extends 3 miles NE, then 2.5 miles ESE. The

water is deep close to the outer shore of the island except at the SW end. Incoming ice hits the northernmost part of Arey Island before any other place in the

vicinity. A vessel can navigate very close to this part of

the island if a lead can be found through the ice.

(201) Barter Island, close E of Arey Island and about 45

miles E of Brownlow Point, is roughly triangular in

shape, each side being 3 to 4 miles in length. The island

rises to an elevation of 58 feet, is the highest ground in

Arctic Ocean ■ Chapter 9 ■ 495
this general area, and has bluffs along its seaward side.

Kaktovik is on the north shore of Barter Island between

the Okpilak and Jago Rivers. Kaktovik can be easily

identified from sea by a large white radar dome and

tower. The approach to Kaktovik is characterized by

shifting shoals and approaches to the beach are not recommended without local knowledge. In 2008, an uncharted shoal was reported about 400 yards N of the

beach running E to W for approximately 0.5 mile with

depths of about 3 to 4 feet. The village consists of several homes, a telecommunications center operating on

VHF-FM channel 68, a post office, a fire and rescue service, a health clinic, and a store with limited supplies of

food, clothing, first-aid, and hardware. The sale and

possession of alcoholic beverages is prohibited within

Kaktovik. Kaktovik has an airstrip with service to Barrow and Fairbanks. An aero radiobeacon (70°07.9'N.,

143°38.5'W.) and an aerolight (70°08.2'N.,

143°35.2'W.) are on the island. Subsistence hunting of

marine mammals occurs at Kaktovik year round as far

as thirty miles offshore. There are no piers or small

boat facilities; however, limited amounts of gasoline

and diesel fuel are available. Kaktovik lies within Arctic

National Wildlife Refuge.

(202) Kaktovik is not a port of entry.

(203) Off the NE end of Barter Island is Bernard Spit, a

sand barrier that extends nearly 4 miles in an ESE direction. Between the over-lapping ends of Barter Island

and Bernard Spit is Bernard Harbor, that has depths of

5 to 7 feet over good holding bottom but can only be entered by drafts of 4 feet or less. The N part of the harbor

is out of the way of drifting bergs; ice does not get to

this part of the harbor during W winds. Vessels entering Bernard Harbor from W should favor the Barter Island shore; this passage may become blocked soon after

the ice starts in.

(204) Protection from ice and wind is available just E of

the sandspit at the NW end of Barter Island. The anchorage is not recommended for vessels drawing more

than 5 feet.

Weather, Barter Island Vicinity

(205) The climate is determined by the surrounding

open Arctic water surface. The island terrain and the

terrain of the mainland south of Barter Island is low,

flat, and generally marshy tundra with numerous

lakes, and with no elevations of consequence until the

Brooks Range 65 miles (120 km) to the south. Consequently, there are no topographic features to affect

temperature and precipitation.

(206) During the long Arctic night, temperatures along

this Arctic coastal region do not drop to the extreme

low readings reached in Alaska’s interior. The modifying effect of the surrounding ocean area, although

frozen during the winter months, is one of the factors

preventing extremely low temperatures. During the

warmest months of the summer the more open water

surface is still more effective in modifying the warming

effects of a continuous period of possible sunshine

which continues almost from the middle of May to the

end of July. Extreme maximums have exceeded 70°F

(21.1°C) only in July and August with the all-time maximum of 78°F (25.6°C) recorded in July 1974. The annual mean daily maximum temperature is just under

16°F (-8.9°C) and the mean daily minimum is slightly

above 4°F (-15.6°C). Freezing temperatures are

reached, as a general rule, during all months of the

year. Diurnal temperature ranges are confined within

relatively narrow limits, reaching monthly maximums

of around 17°F (8.3°C) in April and diminishing to

their minimums of slightly less than 8 F (13.3°C) in

June during the period of continuous daylight. February is the coldest month with a mean temperature of

-19°F (-28.3°C). The all-time minimum for the station

is -59°F (-50.5°C) in February 1950. Only the months

of June through September have not seen below 0°F

(-17.8°C) temperatures.

(207) Snow covers the ground about eight months of the

year, and snow usually falls every month of the year.

Barter Island has seen a three inch (76 mm) snowfall in

July. Overall precipitation is very light averaging only

six inches (152 mm) in a year. The wettest month is August when about an inch of precipitation can be expected. Snowfall averages about 42 inches (1067 mm)

each year and the snowiest month is October. The relatively strong winds experienced from October through

February make accurate measurement of snowfall and

precipitation difficult because of drifting and blowing

snow. The winds, combined with relatively high

humidities, are prime factors in producing uncomfortable weather conditions during the winter months. The

sun remains below the horizon from late November

until mid-January.

(208) Ice formation and movement is an important factor in the Barter Island area. The dates of the appearance of ice in the fall varies greatly from year to year,

but the breakup dates in the late spring, or early summer, appears to be better confined. Ice on the Beaufort

Sea and in the lagoons adjacent to Barter Island have

become safe for man as early as September 24, but has

remained unsafe as late as mid-November. The ice appears to remain safe for vehicles until the first of June

and, sometimes, almost to the end of June. It has become unsafe for man as early as June 10, but remained

safe as late as mid-July. Tidal action often makes travel

over ice or through the broken ice quite hazardous for

considerable periods during the freeze up in the early

496 ■ Chapter 9 ■ Volume 9
Arctic Ocean ■ Chapter 9 ■ 497

winter and, particularly, during the breakup of late

spring or early summer.

(209) Ice records of the National Weather Service for

Barter Island are meager but indicate a similarity to

conditions at Barrow. Observations of National Ocean

Survey field parties from 1948 through 1953 show that

the ice usually breaks off from shore in late July or

early August. After the breakup, ice is present in varying amounts and moves on and off the shore with the

winds until mid-September or early October when it

freezes up for the winter. (See Appendix B for Barter Island Climatological table)

(210) Manning Point is a barrier spit that projects N from

the mainland to within 0.2 mile of the NE end of Barter

Island. Kaktovik (Kaktoavik) Lagoon, between the spit

and the island, and Jago Lagoon, on the E side of the

spit, have depths of 9 to 12 feet but, like Bernard Harbor, cannot be entered by drafts greater than 4 feet.

(211) Martin Point (70°07'N., 143°16'W.), low and irregular, is on the E side of the entrance to Jago River and

53 miles E of Brownlow Point. The W end of a barrier island is 2 miles NW of Martin Point.

(212) From Martin Point ESE to Griffin Point, a distance

of about 9 miles, the low, narrow barrier islands are less

than 5 feet high and are separated from the mainland

by shallow lagoons. Considerable driftwood has been

deposited on the higher parts of the islands. The mainland shores of the lagoons have tundra bluffs with elevations up to 20 feet. There is deep water along the

seaward sides of the barrier islands, and small boats can

navigate within a few yards of the beach except near the

inlets.

Charts 16042, 16004

(213) Griffin Point (70°03.6'N., 142°52.4'W.) is a low

sandspit that projects out from the mainland. A mile

WNW of the point is Oruktalik Entrance, a narrow barrier passage through which a depth of about 5 feet can

be taken into Oruktalik Lagoon.

(214) The barrier islands off Griffin Point continue SE

for 3 miles; thence to Pokok Bay are 25-to 30-foot bluffs

fronted by narrow, steep sand beach except for the last

1.5 miles. Small boats can navigate very close to the

beach between Griffin Point and Pokok Bay.

(215) Pokok Bay, 17 miles SE of Martin Point, is about 1

mile across. Bars extend out from both sides of the entrance. Depths are about 7 feet in the entrance and 10

to 12 feet in the bay proper. The entrance should be approached from the W, but care must be taken to stay off

the sandbar that makes out from the NW side. The bay

has good holding bottom and good protection from ice

and winds.

(216) Tundra-covered Humphrey Point (69°58.3'N.,

142°30.9'W.), on the SE side of Pokok Bay, has a low

bluff and a narrow sand beach. SE of Siku Point are low

barrier islands that cover in many places at high water.

The seaward sides of the islands are irregular, and small

boats must stay well offshore.

(217) Angun Lagoon, behind the barrier reef between

Humphrey Point and Angun Point, 4 miles to the SE

has depths of 10 to 11 feet. There is a 10-foot bluff at

Angun Point. The lagoon entrance, 1 mile NW of Angun

Point, is 75 to 100 yards wide and has a controlling

depth of 8 feet. The barrier islands are subject to

change; entrance must be made with caution.

(218) Beaufort Lagoon, with depths of 5 to 12 feet in the

middle, extends about 14 miles SE behind the barrier

reef from Angun Point to Siku Point. The SE part of the

lagoon from the delta of Aichilik River to Siku Point

has not been surveyed but the entrances are known to

be very shallow and subject to change. The principal

entrance to the lagoon is a narrow channel with a depth

of 2 to 5 feet about 1.8 miles SE of Angun Point; caution

is advised.

(219) Nuvagapak Lagoon, with depths of 8 to 10 feet in

the middle, is S of Beaufort Lagoon and extends SE to

the delta of Aichilik River from Nuvagapak Point, a

high tundra 1 mile back of the reef and 3.5 miles SE of

Angun Point. Egaksrak Lagoon, S of Beaufort Lagoon

between the delta of Aichilik River and Siku Point, has

not been surveyed.

Charts 16041, 16004

(220) Siku Point (69°49.0'N., 141°54.7'W.), 16 miles SE

of Humphrey Point, is the NW end ofIcy Reef, a barrier

that extends 13 miles SE to Demarcation Bay without a

break. Icy Reef has elevations of 1 to 10 feet and is more

prominent than the barrier islands to the NW; the reef

is a combination of several ridges built by wave action

and has considerable driftwood along its entire length.

(221) Broken ice can be expected along the seaward side

of Icy Reef during most of the open season. Small boats

usually can push through the ice by staying close to the

beach or by taking advantage of the loosely packed ice

farther offshore. There are depths of 15 feet within 100

yards of the beach and 30 feet within 0.3 mile.

(222) The NW part of the mainland behind Icy Reef is low

and relatively flat. Halfway along the mainland shore is

a large ice field, about 3 miles long, which the Eskimos

say never melts; observations from Icy Reef indicated

that the ice field was fairly uniform and that it stood a

few feet above the surface of the lagoon.
(223) The SE half of the mainland shore behind Icy Reef

has bluffs with elevations of as much as 25 feet. Four

miles NW of Demarcation Bay is bluff Pingokraluk

Point (69°43.7'N., 141°32.0'W.), about 0.3 mile SE of

the point is a 49-foot-high tundra mound that is very

prominent.

(224) Demarcation Bay, 30 miles SE of Humphrey Point,

is about 5 miles in width by 3 miles in inland extent.

Demarcation Point (69°41.2'N., 141°17.5'W.), on the E

side of the entrance, is low tundra that rises gradually

to a 30-foot bluff.

(225) A depth of about 13 feet can be carried into Demarcation Bay 0.5 mile W of Demarcation Point; the bay

has depths of 13 to 16 feet, sticky bottom, and good protection from all weather. Along the shores of the bay are

bluffs with elevations up to 25 feet.

(226) From Demarcation Point, Alaska, to Clarence Lagoon, 10 miles to the ESE in Canada, the narrow, steep

sand beach is backed by irregular bluffs. Small boats

can navigate within a few yards of the beach, and there

are depths of 30 feet 0.3 mile off.

(227) Alaska-Canada Boundary Monument No. 1

(69°38.8'N., 140°59.8'W.) is 6.5 miles ESE of Demarcation Point; the 4-foot obelisk is 100 feet inland from the

top of the bluff and is fairly conspicuous.

(228) There is an aero radiobeacon (69°35'N., 140°11'W.)

about 17 miles E by S of the boundary monument.

(229) Herschel Island, Canada, about 40 miles E of the

boundary, rises to an elevation of 550 feet. The island

has an extent of about 10 miles from E to W and 7 miles

from N to S. Thetis Bay, on the SE side of the island, affords fairly good anchorage, sheltered from N and W

winds, for vessels drawing up to 18 feet.

498 ■ Chapter 9 ■ Volume 9
Appendix A

Sales Information

(1) National Ocean Service (NOS) publications, nautical charts and unclassified National Geospatial-Intelligence Agency (NGA) nautical charts are sold by NOS

and its authorized sales agents in many U.S. ports and

in some foreign ports through the National Aeronautical Charting Office. Mail orders should be addressed to:

(2) Federal Aviation Administration

(3) National Aeronautical Charting Office

(4) Distribution Division, AJW-3550

(5) 10201 Good Luck Road

(6) Glenn Dale, MD 20769-9700.

(7) Mail orders must be accompanied by a check or

money order (payable in U.S. funds) payable to FAA. Remittance from outside the United States should be

made either by an International Money Order or by a

check payable on a U.S. bank. Chart catalogs, which include a listing of authorized sales agents, are free upon

request. Telephone orders may be placed by calling

301-436-8301 or toll-free 1-800-638-8972 (Visa,

Mastercard or Discover accepted); or by FAX,

301-436-6829 or by Email: 9-AMC-Chartsales@faa.gov.

Sales information is located on the internet website address, http:/www.naco.faa.gov.

National Ocean Service Offices

(8) Washington, DC (Headquarters): Assistant Administrator, National Ocean Service, NOAA, Herbert C.

Hoover Bldg., 14th Street and Constitution Avenue,

NW, Room 5805, Washington, DC 20230-0001.

(9) Silver Spring: Chief, Office of Coast Survey (N/CS),

National Ocean Service, NOAA, 1315 East-West Highway, Silver Spring, MD 20910-3282.

(10) Norfolk: Director, Atlantic Marine Center, National

Ocean Service, NOAA, 439 West York Street, Norfolk,

VA 23510-1114.

(11) Seattle: Director, Marine Operations Center (Pacific), National Ocean Service, NOAA, 1801 Fairview

Avenue East, Seattle, WA 98102-3767.

Charts and Publications–National Ocean

Service

Nautical Charts (See Chart Catalogs)

(12) United States Coastal and Intracoastal waters, and

possessions.

(13) Great Lakes, Lake Champlain, New York State Canals, and the St. Lawrence River-St. Regis to Cornwall,

Canada.

(14) Publications (See the publication Dates of Latest

Editions for latest editions and prices)

Reporting chart deficiencies

(15) Users are requested to report all discrepancies and

suggested additions to NOAA nautical charts, including

depth information in privately maintained channels

and basins; obstructions, wrecks, and other dangers;

new landmarks or the nonexistence or relocation of

charted ones; uncharted fixed private aids to navigation; and deletions or additions of small-craft facilities.

All such reports should be sent to:

(16) Chief, Marine Chart Division (N/CS2)

(17) National Ocean Service, NOAA

(18) 1315 East-West Highway

(19) Silver Spring, MD 20910-3282.

(20) The Marine Chart Division also maintains a website,

http://ocsdata.ncd.noaa.gov/dr/, where the public can report NOAA nautical chart and Coast Pilot discrepancies

or suggested changes.

(21) Note: Reported discrepancies and suggested

changes to NOAA’s nautical charts are also examined

for possible revisions to the corresponding NOAA Coast

Pilot.

Chart validity

(22) CAUTION: A NOAA nautical chart is not a valid

document until its publication is announced in the

NGA Weekly Notice to Mariners. This also applies to

NOAA nautical publications such as Coast Pilot. The

date of a chart is also of vital importance to the navigator. When charted information becomes obsolete, further use of the chart for navigation may be dangerous.

Coast Pilot

(23) U.S. Coast Pilot 1, Atlantic Coast, Eastport to Cape

Cod.

■ Appendix A ■ 499
(24) U.S. Coast Pilot 2, Atlantic Coast, Cape Cod to

Sandy Hook.

(25) U.S. Coast Pilot 3, Atlantic Coast, Sandy Hook to

Cape Henry.

(26) U.S. Coast Pilot 4, Atlantic Coast, Cape Henry to

Key West.

(27) U.S. Coast Pilot 5, Atlantic Coast-Gulf of Mexico,

Puerto Rico, and Virgin Islands.

(28) U.S. Coast Pilot 6, Great Lakes, Lakes Ontario, Erie,

Huron, Michigan and Superior, and St. Lawrence River.

(29) U.S. Coast Pilot 7, Pacific Coast, California, Oregon, Washington, and Hawaii.

(30) U.S. Coast Pilot 8, Pacific Coast Alaska, Dixon Entrance to Cape Spencer.

(31) U.S. Coast Pilot 9, Pacific and Arctic Coasts,

Alaska-Cape Spencer to Beaufort Sea.

Reporting Coast Pilot deficiencies

(32) Users are requested to report all significant discrepancies or additions to NOAA Coast Pilots, including depth information in privately maintained

channels and basins; obstructions, wrecks, and other

dangers; new landmarks, landmarks that have moved

or been demolished; uncharted fixed private aids to

navigation; and deletions or additions of small-craft facilities. A form has been included at the back of this

book (NOAA Form 77-6) which can be used to report

discrepancies. Discrepancies can also be reported using the NOAA website at http://ocsdata.ncd.noaa.gov/

dr/inquiry.asp. All correspondence regarding Coast Pilots should be addressed to:

(33) Chief, Coast Pilot Branch

(34) NOAA, SSMC3, N/CS51

(35) 1315 East-West Highway

(36) Silver Spring, MD 20910-3282.

(37) Note: Reported discrepancies and suggested

changes to NOAA’s Coast Pilot are also examined for revisions to the corresponding NOAA nautical charts.

Distance Tables

(38) Distances Between United States Ports (available

on the internet only at http://nauticalcharts.noaa.gov/

nsd/distances-ports/.)

Tide Tables

(39) Europe and West Coast of Africa, including the

Mediterranean Sea.

(40) East Coast, North and South America, including

Greenland.

(41) West Coast, North and South America, including

the Hawai‘ian Islands.

(42) Central and Western Pacific Ocean and Indian

Ocean.

Tidal Current Tables

(43) Atlantic Coast, North America.

(44) Pacific Coast, North America and Asia.

Dates of Latest Editions

(45) Information concerning the dates of latest editions

for the full suite of NOAA's nautical charts and U.S.

Coast Pilot volumes can be found at:

http://nauticalcharts.noaa.gov/mcd/dole.htm.

Charts and Publications-Other U.S.

Government Agencies

(46) A partial list of publications and charts considered

of navigational value is included for ready reference of

the mariner. In addition to the agents located in the

principal seaports handling publication sales, certain

libraries have been designated by the Congress of the

United States to receive the publications as issued for

public review.

Government Printing Office

(47) Publications of the U.S. Government Printing Office may be ordered from Superintendent of Documents, U.S. Government Printing Office, Washington,

DC 20402-9325. Orders may be charged to Visa,

Mastercard or Choice by calling (202) 512-1800 during

normal business hours. Inquiries on availability, cost,

etc. of GPO pulications may be addressed to a 24-hour

FAX number: 202-512-2104. Orders may also be placed

by internet at http://bookstore.gpo.gov.

National Geospatial-Intelligence Agency

Procurement Information

(48) Unclassified publications produced by the National

Geospatial-Intelligence Agency (NGA) are available

from the U.S. Government Printing Office, Superintendent of Documents, P.O. Box 371954, Pittsburgh, PA

15250-1954. Orders can be placed on the U.S. Government Online Bookstore (http://bookstore.gpo.gov), by

phone (202-512-1800) or by FAX (202-512-2250). Classified NGA publications and charts are available to authorized users from the Defense Supply Center

Richmond (Attn: JNAA), 8000 Jefferson Davis Highway,

Richmond, VA 23297-5336. Defense Supply Center

Richmond, Customer Assistance Office may be

contacted at 1-800-826-0342.

Nautical Charts

(49) U.S. Waters:

(50) Apalachicola, Chattahoochee and Flint Rivers Navigation Charts, Alabama River Charts, and Black Warrior-Tombigbee Rivers River Charts: Published and for

500 ■ Appendix A ■ Volume 9
sale by U.S. Army Engineer District Mobile, P.O. Box

2288, Mobile, AL 36602, Attn: Map Sales, LM-SR; telephone, 251-441-5631.

(51) Flood Control and Navigation Maps of the Mississippi River, Cairo, IL to the Gulf of Mexico: Published by

Mississippi River Commission and for sale by U.S. Army

Engineer District Vicksburg, 4155 Clay Street,

Vicksburg, MS 39183-3435, Attn: Map Sales; telephone:

601-631-5042.

(52) Upper Mississippi River Navigation Charts (Mississippi River, Cairo, IL to Minneapolis, MN): Published

and for sale by U.S. Army Engineer District Rock Island, Clock Tower Bldg., P.0. Box 2004, Rock Island, IL

61204-2004; telephone, 309-794-5338.

(53) Charts of the Illinois Waterway, from Mississippi

River at Grafton, IL to Lake Michigan at Chicago and

Calumet Harbors: Published and for sale by U.S. Army

Engineer District Rock Island, Clock Tower Bldg., P.0.

Box 2004, Rock Island, IL 61204-2004; telephone

309-794-5338.

(54) Foreign Waters: Published by National GeospatialIntelligence Agency (see National Geospatial-Intelligence Agency Procurement Information above).

(55) Marine Weather Services Charts: Published by the

National Weather Service; for sale by NOS Distribution

Division (see Sales Information above).

Publications

(56) Notices to Mariners:

(57) Electronic versions of the Local Notices to Mariners are posted weekly on the U.S. Coast Guard Navigation Center’s website at : http://www.navcen.uscg. gov/

lnm/default.htm. The National Geospatial-Intelligence

Agency Notices to Mariners are available at: http://

pollux.nss.nga.mil/untm/.

(58) Special Notice to Mariners are published annually

in National Geospatial-Intelligence Agency Notice to

Mariners 1. These notices contain important information of considerable interest to all mariners. Interested

parties are advised to read these notices.

(59) Light Lists (United States and Possessions): Published by U.S. Coast Guard; for sale by the Government

Printing Office. (See Government Printing Office, early

this Appendix A.)

(60) List of Lights (Foreign Countries): Published by

National Geospatial-Intelligence Agency (see National

Geospatial-Intelligence Agency Procurement Information above).

(61) Sailing Directions (Foreign Countries): Published

by National Geospatial-Intelligence Agency (see National Geospatial-Intelligence Agency Procurement Information above).

(62) Radio Navigational Aids, Pub. 117: Published by

National Geospatial-Intelligence Agency (see National

Geospatial-Intelligence Agency Procurement Information above).

(63) The Nautical Almanac, the Air Almanac, and Astronomical Almanac: Published by U.S. Naval Observatory; for sale by Government Printing Office (see

Government Printing Office, early this Appendix A.)

(64) American Practical Navigator (Bowditch) Pub. 9:

Published by National Geospatial-Intelligence Agency

(see National Geospatial-Intelligence Agency Procurement Information above).

(65) International Code of Signals Pub. 102: Published

by National Geospatial-Intelligence Agency (see National Geospatial-Intelligence Agency Procurement Information above).

(66) Marine Product Dissemination Information, maintained by the National Weather Service on the internet,

(http://www.nws.noaa.gov/om/marine/home.htm).

(67) Navigation Rules: Navigation Rules, International-Inland (COMDTINST M16672.2 series): Published by the U.S. Coast Guard; for sale by Government

Printing Office. (see Government Printing Office, early

this Appendix A.)

(68) Federal Requirements for Recreational Boats:

Published by U.S. Coast Guard; available without

charge by contacting the toll free Boating Safety Hotline (telephone, 800-368-5647).

(69) Port Series of the United States: Published and

sold by U.S. Army, Corps of Engineers, Institute for

Water Resources, Navigation Data Center,

(CEIWR-NDC-N), 7701 Telegraph Road, Casey Building,

Alexandria, VA 22315-3868; telephone 703-428-8059.

National Ocean Service Center for Operational

Oceanographic Products and Services

(70) Products and Services Division (N/OPS3)

(71) Room 7115

(72) 1305 East-West Highway

(73) Silver Spring, MD 20910-3281

(74) TEL 301-713-2815 Exts. 123, 122 (voice)

(75) FAX 301-713-4500 (24 hours)

(76) EMAIL Tide.Predictions@noaa.gov

(77) Products and Services Division (N/OPS3)

(78) Room 7317

(79) 1305 East-West Highway

(80) Silver Spring, MD 20910-3281

(81) TEL 301-713-2877 Exts. 128, 176

(82) FAX 301-713-4437 (24 hours)

(83) EMAIL Stephen.Lyles@noaa.gov

(84) PORTS®Information and Data

■ Appendix A ■ 501
(85) Products and Services Division (N/OPS3)

(86) Room 7317

(87) 1305 East-West Highway

(88) Silver Spring, MD 20910-3281

(89) TEL 301-713-2877 Exts. 128, 176

(90) FAX 301-713-4437 (24 hours)

(91) EMAIL Stephen.Lyles@noaa.gov

(92) ProStar Publications Inc.

(93) 8643 Hayden Place

(94) Culver City, CA 90232-2901

(95) TEL (800) 481-6277

(96) FAX (800) 481-6277

(97) International Marine

(98) P.O. Box 547

(99) Backlick, OH 43004

(100) TEL (800)-626-4729

(101) FAX 1-614-759-3641

U.S. Government Agencies

U.S. Army Corps of Engineers (USACE) Offices

(102) Alaska District Office: Bldg. 21–700, Elmendorf

Air Force Base, Box 898, Anchorage, Alaska 99506-0898.

(103) The Alaska District includes the coastal and tributary waters of the State of Alaska.

Environmental Protection Agency (EPA) Offices

(104) Regional offices and States in the EPA coastal regions:

(105) Region I (New Hampshire, Vermont, Maine, Massachusetts, Connecticut, Rhode Island): J.F. Kennedy

Federal Bldg., Boston, Mass. 02203.

(106) Region II (New Jersey, New York, Puerto Rico, Virgin Islands): 26 Federal Plaza, New York, N.Y. 10278.

(107) Region III (Delaware, Maryland, Virginia, District

of Columbia, Pennsylvania): 841 Chestnut Street, Philadelphia, Pa. 19107.

(108) Region IV (Alabama, Florida, Georgia, Mississippi,

South Carolina, North Carolina): 345 Courtland Street

NE, Atlanta, Ga. 30365.

(109) Region V (Illinois, Indiana, Michigan, Minnesota,

Ohio, Wisconsin): 230 South Dearborn Street, Chicago, Ill. 60604.

(110) Region VI (Louisiana, Texas): First International

Bldg., 1201 Elm Street, Dallas, Tex. 75270.

(111) Region IX (California, Hawaii, Guam): 215

Fremont Street, San Francisco, Calif. 94105.

(112) Region X (Alaska, Oregon, Washington): 1200

Sixth Avenue, Seattle, Wash. 98101.

U.S. Coast Guard Navigation Center (NAVCEN)

(113) The Navigation Center is the United States Coast

Guard’s Navigation Center of Excellence. It is located

in Alexandria, VA, south of the Washington Beltway, on

the grounds of the Coast Guard Telecommunications

and Information Systems Command (TISCOM) facility.

(114) Formerly the “Omega Navigation Center”,

NAVCEN now controls 78 DGPS sites and 24 LORAN

stations across the United States (approximately half of

the DGPS sites and LORAN stations are controlled by

the Navigation Center Detachment in Petaluma, California). In addition, NAVCEN has responsibility for the

development of high accuracy DGPS, and the development of new navigation technologies such as the use of

inertial and enhanced LORAN to back up GPS.

(115) For further information and/or operational questions regarding GPS, DGPS, OR LORAN-C, contact:

(116) Commanding Officer

(117) U.S. Coast Guard Navigation Center

(118) 7323 Telegraph Road

(119) Alexandria, VA 22315

(120) TEL: 703-313-5900; FAX: 703-313-5920;

(121) Email: NISWS@navcen.uscg.mil;

(122) Website: http://www.navcen.uscg.gov/

Coast Guard District Offices

(123) Commander, Seventeenth Coast Guard District,

Federal Bldg., Box 25517, Juneau, AK 99802-5517. The

coastal and tributary waters of the state of Alaska.

(124) Note: A Sector Office combines the functions of the

Captain of the Port and Marine Inspection Office.

(125) The symbol (D) preceding an office indicates that a

Documentation Office is at the same address.

Coast Guard Sector Offices

(126) Anchorage, AK: 510 L Street, Suite 100, 99501-1946.

(127) Juneau, AK: 2760 Sherwood Lane, Suite 2A,

99801-8545

(128) (D) Juneau, AK: 9105 Mendenhall Mall Road, Suite

170, 99801-7113.

(129) (Field Office) Valdez, AK: 180 Fidalgo Road, Valdez,

AK 99868-0486.

Coast Guard Stations

(130) The stations listed are in Alaska. They have search

and rescue capabilities and may provide lookout, communication, and/or patrol functions to assist vessels in

distress. The National VHF-FM Distress System provides continuous coastal radio coverage outwards to 20

miles on 156.80 MHz (channel 16). After contact on

channel 16, communications with the Coast Guard

should be on 157.10 MHz (channel 22). If channel 22 is

not available to the mariner, communications may be

made on 156.60 MHz (channel 12). Selected stations

502 ■ Appendix A ■ Volume 9
guard the International Radiotelephone Distress,

Safety and Calling Frequencies.

(131) Alaska:

(132) Juneau (58°17.9'N., 134°24.6'W.). On the NW side

of the harbor at the U.S. Government Wharf (Subpart).

(133) Ketchikan Integrated Support Command

(55°19.9'N., 131°37.4'W.). On the NE side of Tongass

Narrows about 0.6 mile SE of Ketchikan.

(134) Kodiak Integrated Support Command (57°44.3'N.,

152°30.4'W.). On N side of Womens Bay about 4.5 miles

SW of Kodiak.

(135) Kodiak Air Station (57°44.3'N., 152°30.4'W.). At Integrated Support Command Kodiak.

(136) Sitka Air Station (57°03.2'N., 135°21.9'W.). On

Japonski Island.

(137) Valdez (61°07.5'N., 146°21.1'W.). On the E side of

the small boat harbor entrance.

Coast Guard Radio Broadcasts

(138) Urgent, safety, and scheduled marine information

broadcasts are made by Coast Guard radio stations. In

general, these broadcasts provide information vital to

vessels operating in the approaches and coastal waters

of the United States including Puerto Rico and U.S. Virgin Islands. Transmissions are as follows:

(139) By radiotelephone: (a) upon receipt; (b) repeated

15 minutes later, (for urgent messages only); (c) text

only on the first scheduled broadcast unless canceled;

(d) additional broadcasts at the discretion of the

originator.

(140) Urgent broadcasts are preceded by the urgent signal PAN-PAN. Both the urgent signal and message are

transmitted on 2182 kHz, and VHF-FM channel 16.

(141) Safety broadcasts are preceded by the signal

SECURITY. After the preliminary safety signal is broadcast on 2182 kHz and VHF-FM channel 16, broadcast

stations will shift to 2670 kHz and VHF-FM channel

22A, respectively.

(142) Scheduled broadcasts.–The following Coast Guard

radio stations make scheduled broadcasts, preceded by

a preliminary call on 2182 kHz and VHF-FM channel 16

at the times and frequencies indicated (VHF-FM channel 22A control stations are given, followed by remote

antenna sites.):

(143) NMJ-1, Juneau, Alaska:

(144) Gravina Island (55°22'N., 131°48'W.), 0615 and

1815 Ak.s.t.

(145) Cape Decision (56°00'N., 134°08'W.), 0533 and

1733 Ak.s.t.

(146) Zarembo Island (56°21'N., 132°52'W.), 0515 and

1715 Ak.s.t.

(147) Sukkwan Island (55°06'N., 132°46'W.), 0515 and

1715 Ak.s.t.

(148) Mary Island (55°05'N., 131°10'W.), 0533 and 1733

Ak.s.t.

(149) Mud Bay (57°09'N., 135°39'W.), on Kruzof Island,

0030, 0450, 1203, and 1603 Ak.s.t.

(150) Cape Fanshaw (57°12'N., 133°28'W.), 0503 and

1703 Ak.s.t.

(151) Mount Althorp (58°05'N., 136°24'W.), NE side of

Lisianski Inlet, 0533 and 1903 Ak.s.t.

(152) Mount Robert Barron (58°14'N., 134°50'W.), 0603

and 1803 Ak.s.t.

(153) Yakutat (59°31'N., 139°46'W.), 0503 and 1703

Ak.s.t.

(154) NMJ-3, Valdez, Alaska:

(155) Cape Hinchinbrook (60°15'N., 146°39'W.), 1633

and 2233 Ak.s.t.

(156) Boswell Bay (60°25'N., 146°08'W.), 0415 and 1215

Ak.s.t.

(157) Naked Island (60°38'N., 147°20'W.), 0415 and 1215

Ak.s.t.

(158) Point Pigot (60°49'N., 148°22'W.), 0433 and 1233

Ak.s.t.

(159) Valdez (61°08'N., 146°16'W.), 1615 and 2215 Ak.s.t.

(160) NOJ, Kodiak, Alaska:

(161) Diamond Ridge (59°42'N., 151°34'W.), about 4.3

miles NW of Homer Airport, 0533 and 1633 Ak.s.t.

(162) Rugged Island (59°56'N., 149°24'W.), 0703 and

2033 Ak.s.t.

(163) Site Summit (61°15'N., 149°32'W.), about 9.5 miles

ENE of Anchorage, 0903 and 1733 Ak.s.t.

(164) Narrow Cape (57°26'N., 152°25'W.), 0703 and 2033

Ak.s.t.

(165) Pillar Mountain (57°47'N., 152°27'W.), 0533 and

1633 Ak.s.t.

(166) Sitkinak Dome (56°33'N., 154°10'W.), 0903 and

1733 Ak.s.t.

(167) Cape Gull (58°09'N., 154°09'W.), 0533 and 1633

Ak.s.t.

(168) Tuklung Mountain (58°51'N., 159°27'W.), about 6

miles ENE of Kulukak Point, 0903 and 1733 Ak.s.t.

U.S. NAVTEX Transmitting Stations

(169) The International Maritime Organization has designated NAVTEX as the primary means for transmitting coastal urgent marine safety information to ships

worldwide. NAVTEX transmissions have a designed

range of 400 NM and coverage is reasonably continuous

in the east, west and Gulf coasts of the United States, as

well as the area around Kodiak, Alaska, Guam and

Puerto Rico. All NAVTEX broadcasts are made on 518

kHz. NAVTEX broadcast stations and message content

for the West Coast are as follows:

■ Appendix A ■ 503
Station ID WX BROADCAST SCHEDULE (UTC)

Kodiak J 0300, 0700, 1100*, 1500, 1900, 2300*

X 0340, 0740, 1140*, 1540, 1940, 2340*

Astoria W 0130, 0530, 0930*, 1330, 1730, 2130*

San Francisco C 0000, 0400*, 0800, 1200, 1600*, 2000

Cambria Q 0045, 0445*, 0845, 1245, 1645*, 2045

Marianas V 0100, 0500, 0900, 1300, 1700, 2100

Honolulu O 0040, 0440, 0840*, 1240, 1640, 2040*

(170) *Routine weather forecasts are broadcast four times

per day with these being the normal times when repeats

of Notices to Mariners are broadcast in lieu of weather.

Weather warnings may be broadcast at any time.

(171) Cabria (NMC) Station Q)

(172) Eleventh Coast Guard District Broadcast Notices to

Mariners.

(173) Distress, Urgent, and Safety messages.

(174) Gale, storm, and hurricane warnings.

(175) Coastal weather forecasts for Point St. George to

Guadalupe Island and 60 NM offshore.

(176) San Francisco (NMC) (Station C)

(177) Eleventh Coast Guard District Broadcast Notices to

Mariners.

(178) Distress, Urgent, and Safety messages.

(179) Gale, storm, and hurricane warnings.

(180) Offshore marine weather forecasts for:

(181) North of 30°N., East of 160°E.;

(182) South of 30°N., East of 140°W.

(183) Astoria (NMW)(Station W)

(184) Thirteenth Coast Guard District Broadcast Notice

to Mariners.

(185) Distress, Urgent, and Safety messages.

(186) Gale, storm, and hurricane warnings.

(187) Offshore marine weather forecasts for the Canadian border to Point St. George and 250 NM offshore.

(188) Kodiak (NOJ)(Station J)

(189) Seventeenth Coast Guard District Broadcast Notice to Mariners.

(190) Distress, Urgent, and Safety messages.

(191) Gale, storm, and hurricane warnings.

(192) Offshore marine weather forecasts for the Canadian border to 85 N including the Aleutian Chain.

(193) Kodiak (NOJ)(Station X)

(194) Seventeenth Coast Guard District Broadcast Notice to Mariners.

(195) Distress, Urgent, and Safety messages.

(196) Gale, storm, and hurricane warnings.

(197) Coastal weather forecasts for the Andreanof Island

vicinity.

(198) Honolulu (NMO)(Station O)

(199) Fourteenth Coast Guard District Broadcast Notice

to Mariners.

(200) Distress, Urgent, and Safety messages.

(201) Gale, storm, tropical storm, and typhoon warnings.

(202) Offshore marine weather forecasts for:

(203) North Pacific to 50°N. and 160°E. to 140°W.;

(204) South Pacific to 25°S. and 160°E. to 110°W.

(205) Marianas (NRV)(Station V)

(206) Marianas Section Broadcast Notice to Mariners.

(207) Distress, Urgent, and Safety messages.

(208) Gale, storm, tropical storm, and typhoon warnings.

(209) Offshore marine weather forecasts.

Rescue Coordination Centers

(210) Listed below are the locations of the centers in

Alaska.

(211) Juneau, Alaska: Seventeenth Coast Guard District

Headquarters

(212) (907) 463-2000, (800) 478-5555, (888) 399-5555

(213) Cellular Phone *CG (*24)

(214) Anchorage, Alaska: U.S. Air Force/State of Alaska

E.O.C.; Fort Richardson

(215) (907) 428-7230

Customs Ports of Entry and Stations

(216) Vessels may be entered and cleared at any port of

entry, customs station, or any port, but at the latter two

only with advance authorization from the Customs

Service district director.

(217) Pacific Region

(218) Anchorage District:

(219) Ports of Entry: Anchorage, Dalton Cache

(59°27.1'N., 136°21.6'W.), Juneau, Ketchikan, Kodiak,

Sitka, Skagway, Valdez, Wrangell.

(220) Customs Stations: Barrow (supervised by Fairbanks port of entry); Dutch Harbor (supervised by Anchorage port of entry); Haines (supervised by Dalton

Cache port of entry); Hyder (supervised by Ketchikan

port of entry); Kaktovik (Barter Island) (supervised by

Fairbanks port of entry); Kenai (Nikiski) (supervised by

Anchorage port of entry); Pelican (supervised by Juneau port of entry); Petersburg (supervised by

Wrangell port of entry).

National Weather Service Offices

(221) The following offices provide marine weather forecasts and warnings by telephone:

(222) Anchorage. . . . . . . . . . . . . . 907-266-5105

(223) Annette . . . . . . . . . . . . . . . . 907-886-3241

(224) Barrow. . . . . . . . . . . . . . . . . 907-852-6484

(225) Bethel . . . . . . . . . . . . . . . . . 907-543-2236

(226) Cold Bay . . . . . . . . . . . . . . . 907-532-2448

(227) Homer. . . . . . . . . . . . . . . . . 907-266-5105

(228) Juneau. . . . . . . . . . . . . . . . . 907-790-6824

504 ■ Appendix A ■ Volume 9
(229) King Salmon. . . . . . . . . . . . 907-246-3303

(230) Kodiak. . . . . . . . . . . . . . . . . 907-487-4338

(231) Kotzebue. . . . . . . . . . . . . . . 907-442-3231

(232) Nome. . . . . . . . . . . . . . . . . . 907-443-2321

(233) St. Paul . . . . . . . . . . . . . . . . 907-546-2215

(234) Valdez . . . . . . . . . . . . . . . . . 907-835-4505

(235) Yakutat . . . . . . . . . . . . . . . . 907-784-3322

Radio Weather Broadcasts

(236) Taped or direct broadcasts of marine weather forecasts and storm warnings are made by commercial and

Coast Guard radio stations in the area covered by this

Coast Pilot. These broadcasts usually are made several

times a day; the transmission schedules are shown on

the Marine Weather Services Chart for Alaskan

Waters.

(237) The weather broadcasts schedules of Coast Guard

radio stations are also listed in the descriptions of Coast

Guard marine services found elsewhere in this Appendix A.

(238) The National Weather Service offices in Alaska

broadcast marine forecasts and warnings for coastal

waters on frequency 4125 kHz at the times indicated

(Alaskan standard time when the state is observing

standard time and Alaskan daylight savings time when

the state is observing daylight saving time.)

(239) Annette KGD-58 0700 and 1540

(240) Yakutat KGO-91 0515 and 1930

(241) King Salmon KCI-98 0930 and 1630

(242) Cold Bay KCI-95 1030 and 2030

(243) Kodiak KWL-38 0800 and 1800

(244) Nome KCI-94 1130 and 2130

(245) Barrow KCB-53 0630 and 1900

(Apr 1-Sep 15)

NOAA Weather Radio

(246) National Weather Service VHF-FM radio stations

provide mariners with continuous FM broadcasts, radar

reports, and surface weather observations. Reception

range is typically 20 to 40 nautical miles from the antenna site, but can be as much as 100 nautical miles for

stations at high elevations. The following VHF-FM radio stations with location of antenna are located in central and western Alaska:

Call Sign Station Location Frequency

WXM97 Haines 59 17N 135 27W 162.400

WXK69 Yakutat 59 30N 139 39W 162.400

WXJ79 Cordova 60 33N 145 45W 162.400

WXJ63 Valdez 61 08N 146 21W 162.550

WNG721 Cape

Hinchinbrook 60 15N 146 37W 162.525

Call Sign Station Location Frequency

WNG527 Potato Point 61 03N 146 42W 162.425

WNG530 East Point 60 39N 147 21W 162.500

KZZ93 Point Pigot 60 49N 148 23W 162.450

KXI29 Whittier 60 47N 148 41W 162.400

KZZ98 Wasilla 61 36N 149 21W 162.400

WNG526 Rugged Island 59 52N 149 23W 162.425

KEC81 Seward 60 07N 149 27W 162.550

KEC43 Anchorage 61 13N 149 53W 162.550

WWC39 Soldotna 60 28N 151 05W 162.475

WXJ24 Homer 59 45N 151 37W 162.400

KZZ97 Ninilchik 60 01N 151 41W 162.550

WNG528 Bede

Mountain 59 19N 151 57W 162.450

WXJ78 Kodiak 57 47N 152 26W 162.550

WNG531 Pillar

Mountain 57 47N 152 26W 162.525

KZZ90 Raspberry

Island 58 04N 153 23W 162.425

WNG718 Sitkinak

Dome 56 34N 154 11W 162.450

WNG714 Sand Point 55 20N 160 29W 162.550

WNG525 Tuklung

Mountain 58 51N 159 28W 162.425

WNG675 Bethel 60 46N 161 50W 162.550

WXJ62 Nome 64 30N 165 25W 162.550

WXK89 Dutch Harbor 53 53N 166 32W 162.550

KWN30 Kotzebue 66 52N 162 38W 162.550

KZZ53 Barrow 71 16N 156 47W 162.550

(247) The National Weather Service provides Radio Facsimile Weather Information for Alaskan waters through

Coast Guard Communications Station Kodiak (NOJ).

Broadcasts are made on the following frequencies: 2054

(10z, 18z), 4298, 8459, 12412.5 (4z, 22z) kHz. For carrier frequency, subtract 1.9 kHz. Fax schedules are

transmitted at 1727 GMT, and provide area coverage

and descriptions of services. For further information,

go to: www.nws.noaa.gov/om/marine/radiofax.htm.

Marine Weather Forecasts

(248) Scheduled coastal marine forecasts are issued four

times daily by National Weather Service Offices. For

further information on coastal marine forecasts as well

as additional types of forecasts, go to: www.nws.noaa.

gov/om/marine/forecast.htm.

■ Appendix A ■ 505
Space Environment Center (SEC)

(249) The Space Environment Center disseminates space

weather alerts and forecasts (information concerning

solar activity, radio propagation, etc.).

(250) For general information write or call:

(251) NOAA, National Weather Service

(252) National Center for Environmental Prediction

(253) Space Environment Center, W/NP9

(254) 325 Broadway

(255) Boulder, CO 80305

(256) Telephone (303) 497-3171

(257) Website: http://www.sec.noaa.gov/

Public Health Service Quarantine Stations

(258) For ports in Alaska, quarantine and/or medical examinations are usually performed by Public Health

Service Contract Physicians. For information where

examinations are performed contact:

(259) U.S. Public Health Service, Sea-Tac International

Airport, Seattle, WA 98158.

Food and Drug Administration (FDA) Regional

Offices

(260) Northeast Region (New York, Maine, Connecticut,

New Hampshire, Vermont, Rhode Island): 830 Third

Avenue, Brooklyn, NY 11232.

(261) Mid-atlantic Region (Delaware, Pennsylvania, Virginia, Maryland, Ohio, New Jersey): U.S. Customhouse,

2nd and Chestnut Streets, Philadelphia, PA 19106.

(262) Southeast Region (South Carolina, North Carolina,

Georgia, Alabama, Louisiana, Mississippi, Florida,

Puerto Rico): 60 Eighth Street, N.E., Atlanta, GA 30309.

(263) Midwest Region (Illinois, Indiana, Michigan, Wisconsin): 20 N. Michigan Avenue, Chicago, IL 60602.

(264) Southwest Region (Texas): 3032 Bryan Street, Dallas, TX 75204.

(265) Pacific Region (California, Hawaii, Alaska, Washington, Oregon): 50 U.N. Plaza, San Francisco, CA

94102.

Department of Agriculture, Animal and Plant

Health Inspection Service (APHIS) Offices

(266) Listed below are ports covered by this volume

where APHIS inspectors are available to inspect plants,

and plant and animal products, and locations of Animal

Import Centers where livestock and birds are inspected.

(267) Information on importation of plants, animals, and

plant and animal products is available from APHIS, Department of Agriculture, Federal Building, 6505

Belcrest Road, Hyattsville, Md. 20782. The specific

offices to contact are as follows: for plants, including

fruits and vegetables, and plant products, Plant Protection and Quarantine, Room 635, telephone

301-436-6799; for animal products, Import-Export Animals and Products Staff, Room 756A, telephone

301-436-7885; and for live ruminants, swine, equines,

and poultry and other birds, Veterinary Services, Import-Export Animal and Products Staff, room 764,

telephone 301-436-8590.

(268) Alaska:

(269) Anchorage: Anchorage International Airport; Box

190191, 99519.

(270) Animal Import Centers:

(271) Honolulu, Hawaii: 300 Ala Moana Boulevard, Room

4320, 96850.

(272) Miami, Fla.: 8120 NW 53rd Street, Suite 102, 33166.

(273) Rock Tavern, N.Y.: New York Animal Import Center,

Stewart Airport, Rural Route 1, Box 74, 12575.

Immigration and Naturalization Service Offices

(274) Alaska:

(275) Anchorage: 620 E Tenth Avenue, No. 102, 99501.

(276) Haines: Mile 41 Haines Highway (Dalton Cache),

99827.

(277) Ketchikan: 111 Main Street 99901.

(278) Skagway: P.O. Box 475, 99840.

(279) Dutch Harbor: Factory Trawler Bldg., 2315 Airport

Beach Road 99692.

Federal Communications Commission Office

(280) District field office:

(281) San Francisco, CA: 5653 Stoneridge Drive, Suite

105, Pleasanton, CA 94588-8543. Telephone toll-free:

1-888-225-5322; (1-888-CALL-FCC) to report radio

communications interference issues.

Radio shore stations providing medical advice

(282) Messages to shore stations may be transmitted in

code groups or plain language; messages should be

signed by the master and be prefixed “RADIOMEDICAL”. The following stations will provide radio

services for medical advice. (See Medical advice,

chapter 1.)

(283) NOJ, Kodiak, AK, U.S. Coast Guard on HF single-sideband radiotelephone channels 424 (4134 kHz),

601 (6200 kHz), 816 (8240 kHz), or 1205 (12242 kHz).

(284) WKN, Ketchikan, AK, Alascom, Inc.

(285) WKQ, Point Lena, Juneau, AK, Alascom, Inc.

(286) WKR, Nome, AK, Alascom, Inc.: 1000-1900 A.K.s.t.

Sunday and holidays, maintain a continuous guard on

500 kHz.

506 ■ Appendix A ■ Volume 9
Appendix B

■ Appendix B ■ 507
508 ■ Appendix B ■ Volume 9

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

YAKUTAT, AK (59°31'N, 139°40'W) 28 feet (8.5 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1007.9 1006.9 1008.6 1010.8 1014.3 1015.1 1017.0 1015.0 1011.4 1005.2 1004.9 1004.9 1010.2 43

TEMPERATURE (°F)

Mean 25.0 28.0 31.0 36.9 43.7 50.0 53.9 53.5 48.6 41.1 32.4 27.8 39.4 47

Mean daily maximum 31.4 34.9 38.4 44.1 50.4 56.1 59.5 59.9 55.4 47.2 38.1 33.4 45.8 47

Mean daily minimum 18.1 20.7 23.2 29.2 36.5 43.4 47.8 46.6 41.2 34.4 26.1 21.8 32.5 47

Extreme (highest) 55 54 59 71 79 87 84 86 77 63 55 52 87 47

Extreme (lowest) -22 -20 -20 4 21 29 35 29 21 6 -6 -24 -24 47

RELATIVE HUMIDITY

Average percentage 82.5 82.5 81.2 81.4 82.6 84.3 87.3 88.2 88.6 87.0 85.1 84.6 84.7 43

CLOUD COVER

Percent of time clear 16.1 14.3 13.1 10.5 6.6 4.3 3.7 6.7 7.5 8.1 11.9 12.3 9.6 43

Percent of time scattered 11.6 10.1 11.6 12.9 10.3 9.9 9.5 11.5 11.1 9.0 10.2 10.1 10.6 43

Percent of time broken 11.8 12.3 15.0 16.3 18.1 17.0 15.4 15.3 15.4 15.0 13.9 12.4 14.8 43

Percent of time overcast 60.5 63.3 60.3 60.3 65.0 68.7 71.5 66.5 66.0 67.9 63.9 65.2 64.9 43

PRECIPITATION (inches)

Mean amount 11.5 10.0 10.4 9.0 9.3 6.5 8.1 11.5 18.4 21.2 15.1 14.4 146.1 47

Greatest amount 31.8 32.0 37.2 19.1 18.9 18.3 21.4 27.7 48.3 48.8 43.8 35.2 250.2 47

Least amount 1.5 0.2 2.0 1.9 2.7 0.6 1.7 2.4 2.4 6.6 3.2 3.7 85.9 47

Maximum amount (24 hours) 4.5 4.5 7.8 3.2 4.6 5.8 7.1 4.6 7.4 6.7 4.7 10.2 10.2 47

Mean number of days 22 20 22 21 23 22 23 22 23 26 23 24 271 47

SNOW

Mean amount 38.2 12.4 38.0 16.8 1.4 T 0.0 0.0 0.0 5.2 22.6 37.8 172.4 46

Greatest amount 116.2 24.7 111.0 55.6 15.0 T 0.0 0.0 0.8 36.0 77.1 91.6 338.5 46

Least amount 0.4 T 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 4.9 60.3 46

Maximum amount (24 hours) 23.5 12.5 30.0 15.5 7.0 0.0 0.0 0.0 0.8 12.1 15.3 18.2 30.0 46

Mean number of days 17 16 17 12 2 0 0 0 0 5 14 19 102 47

WIND

Percentage with gales 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.2 0.3 0.2 0.1 43

Mean wind speed (knots) 6.5 6.7 6.3 6.3 6.7 6.3 5.8 5.6 6.1 7.2 6.7 6.9 6.4 43

Direction (percentage of observations)

North 0.9 1.3 1.5 2.0 2.4 2.3 1.9 1.8 2.1 1.5 1.0 0.7 1.6 43

North Northeast 1.1 1.5 1.4 1.5 1.8 1.4 1.0 1.2 1.4 1.5 1.4 1.1 1.3 43

Northeast 5.1 4.5 4.2 4.4 3.4 1.7 1.5 2.5 4.2 4.8 5.2 5.4 3.9 43

East Northeast 18.4 15.7 14.6 12.5 8.5 5.3 5.7 8.5 13.0 16.5 18.7 18.5 13.0 43

East 21.1 20.4 20.2 16.1 11.8 8.7 10.5 13.0 17.7 21.5 23.1 22.3 17.2 43

East Southeast 14.9 14.6 15.9 13.9 12.9 10.4 12.6 13.1 12.3 15.0 14.1 14.9 13.7 43

Southeast 5.4 7.0 6.4 7.1 8.1 8.2 7.9 6.8 7.1 6.4 5.5 5.8 6.8 43

South Southeast 2.0 2.4 2.4 3.3 4.9 4.9 4.3 3.9 3.5 3.4 2.2 2.1 3.3 43

South 1.6 1.9 1.9 2.5 3.7 4.0 3.3 2.9 2.9 2.6 1.7 1.5 2.6 43

South Southwest 1.2 1.5 1.3 1.5 2.5 2.9 2.4 2.3 1.7 1.5 1.2 1.2 1.8 43

Southwest 0.9 1.3 1.9 2.5 3.2 4.7 4.7 3.4 2.1 1.8 1.0 1.1 2.4 43

West Southwest 0.9 1.3 1.9 3.5 4.8 7.3 7.0 4.8 2.9 1.7 1.3 1.3 3.2 43

West 0.7 1.2 1.5 2.6 4.6 7.2 6.0 4.2 2.5 1.1 1.0 0.9 2.8 43

West Northwest 0.6 1.2 1.5 3.3 5.4 7.9 6.9 4.9 3.0 1.2 0.7 0.9 3.1 43

Northwest 0.7 1.3 1.8 3.9 5.1 6.3 6.1 5.2 3.2 1.7 0.8 0.7 3.1 43

North Northwest 0.6 1.0 1.4 2.2 3.0 3.1 3.2 3.2 1.8 1.1 0.7 0.7 1.8 43

Calm 24.2 22.0 20.0 17.4 14.4 13.9 15.4 18.3 18.9 16.7 20.9 20.9 18.6 43

Direction (mean speed, knots)

North 3.6 4.1 3.8 4.7 4.9 5.1 4.5 4.2 4.1 4.5 3.5 3.7 4.4 43

North Northeast 4.6 5.2 4.5 4.9 5.1 5.2 4.5 4.5 4.8 4.7 5.0 4.4 4.8 43

Northeast 5.8 6.0 5.6 5.4 5.3 5.2 4.8 5.1 5.4 5.6 5.5 6.0 5.6 43

East Northeast 7.2 7.2 7.0 6.6 6.2 5.8 5.6 5.5 6.3 6.8 6.7 7.1 6.7 43

East 8.5 8.6 8.2 7.7 7.7 7.1 6.8 6.8 7.5 8.3 8.3 8.7 8.0 43

East Southeast 10.6 10.0 9.3 9.8 9.8 8.8 8.3 8.9 9.6 10.7 10.1 10.0 9.7 43

Southeast 11.8 12.3 11.0 11.0 10.9 9.8 8.8 9.5 11.2 13.7 13.9 13.9 11.3 43

South Southeast 10.6 10.1 8.8 8.9 8.8 8.1 7.7 7.9 9.4 12.3 13.0 11.8 9.4 43

South 8.4 7.9 7.0 6.7 7.2 6.3 6.0 6.2 7.4 8.7 9.6 9.5 7.3 43

South Southwest 10.8 10.3 7.5 6.8 7.2 6.3 5.9 6.1 7.4 9.9 11.0 10.6 7.8 43

Southwest 11.9 10.7 7.4 6.8 7.2 6.9 6.5 6.3 7.2 9.8 11.0 10.8 7.6 43

West Southwest 9.7 9.5 6.9 6.9 7.2 7.4 6.8 6.5 6.6 8.3 10.7 10.5 7.4 43

West 7.8 6.6 6.0 5.9 6.5 6.9 6.6 6.0 6.2 6.4 7.1 7.3 6.5 43

West Northwest 8.3 6.4 6.4 6.5 6.8 6.9 6.5 6.1 6.0 6.1 7.2 7.2 6.6 43

Northwest 5.1 5.2 6.0 6.9 7.5 7.0 6.2 6.4 5.9 5.8 5.3 5.6 6.5 43

North Northwest 4.8 5.0 5.2 5.9 6.6 6.2 5.6 5.5 5.5 5.4 4.6 4.7 5.7 43

VISIBILITY

Mean number of days with fog 14 14 15 15 15 17 22 24 20 16 14 14 200 47

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 509

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

CORDOVA, AK (60°30'N, 145°30'W) 41 feet (12.5 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1006.9 1005.9 1006.9 1010.0 1013.9 1014.3 1015.7 1013.8 1009.4 1001.8 1002.5 1001.7 1008.6 19

TEMPERATURE (°F)

Mean 23.4 26.4 29.9 36.9 44.3 50.7 54.2 53.7 48.3 39.7 30.3 25.4 38.7 47

Mean daily maximum 30.9 34.3 38.0 44.6 51.9 57.9 61.2 61.4 56.0 46.6 37.0 32.2 46.1 47

Mean daily minimum 15.3 18.0 21.3 28.8 36.1 42.9 46.7 45.5 40.1 32.4 23.0 18.1 30.8 47

Extreme (highest) 58 58 59 67 82 84 89 86 73 70 55 54 89 47

Extreme (lowest) -30 -21 -24 -2 19 29 33 29 20 -1 -17 -23 -30 47

RELATIVE HUMIDITY

Average percentage 83.4 83.0 79.7 78.5 80.7 81.7 85.5 85.5 85.2 84.0 85.0 84.0 83.0 20

CLOUD COVER

Percent of time clear 19.8 19.1 19.9 16.0 8.1 5.7 4.8 8.6 9.6 12.1 15.5 17.5 13.0 19

Percent of time scattered 12.8 11.4 12.8 11.0 10.6 10.1 8.0 10.9 9.8 10.4 10.4 11.3 10.8 19

Percent of time broken 12.4 12.6 14.3 16.7 15.3 15.9 13.9 15.1 15.0 14.2 13.5 12.7 14.3 19

Percent of time overcast 55.1 56.8 52.9 56.2 66.1 68.3 73.2 65.3 65.6 63.3 60.6 58.5 61.9 19

PRECIPITATION (inches)

Mean amount 6.5 6.3 5.9 5.5 6.2 5.2 6.4 8.9 14.1 12.8 8.2 8.6 95.3 47

Greatest amount 19.6 18.9 16.4 12.1 13.5 12.4 18.2 32.5 29.2 26.6 30.5 26.3 139.3 47

Least amount 0.6 0.6 0.0 0.2 1.9 0.6 1.7 2.5 4.3 2.4 0.3 1.8 66.7 47

Maximum amount (24 hours) 2.9 3.7 3.6 4.4 2.8 2.8 4.6 7.6 6.2 4.9 4.6 4.8 7.6 47

Mean number of days 19 19 20 21 23 22 23 22 23 24 21 22 259 47

SNOW

Mean amount 22.1 21.5 25.2 12.4 1.4 0.0 0.0 0.0 T 3.0 11.8 26.7 124.2 47

Greatest amount 65.9 80.2 89.3 61.2 18.5 0.0 0.0 0.0 T 18.1 47.9 80.2 222.3 47

Least amount 0.2 1.0 T 0.0 0.0 0.0 0.0 0.0 0.0 0.0 T T 49.8 47

Maximum amount (24 hours) 17.0 24.2 18.0 16.9 9.6 0.0 0.0 0.0 0.0 9.4 18.1 25.8 25.8 47

Mean number of days 14 15 16 11 2 0 0 0 0 4 13 17 92 47

WIND

Percentage with gales 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.2 20

Mean wind speed (knots) 4.3 4.6 4.5 4.9 4.7 4.2 3.6 3.5 4.3 5.1 4.5 4.5 4.4 20

Direction (percentage of observations)

North 5.0 3.8 4.4 4.1 2.3 2.1 1.8 2.7 2.8 3.3 4.6 4.2 3.4 20

North Northeast 3.5 2.4 3.0 2.4 1.9 1.8 2.3 2.0 3.0 3.4 3.3 3.3 2.7 20

Northeast 4.1 4.1 3.7 3.6 3.2 3.8 5.6 6.2 6.8 5.6 4.8 4.6 4.7 20

East Northeast 8.0 7.0 7.0 6.3 5.6 8.8 10.6 9.6 12.3 11.8 9.0 9.4 8.8 20

East 13.1 14.0 10.9 11.5 11.5 10.8 12.2 13.0 15.1 18.7 16.0 15.3 13.5 20

East Southeast 11.8 13.0 12.3 12.7 11.9 6.4 6.4 6.6 9.9 12.3 12.0 11.9 10.6 20

Southeast 4.0 4.2 5.8 7.0 7.6 5.9 4.3 4.4 4.7 4.5 4.3 4.3 5.1 20

South Southeast 0.7 1.1 1.6 2.2 3.4 2.8 2.2 2.1 1.6 1.4 0.9 0.7 1.7 20

South 0.7 1.0 2.0 2.5 3.2 3.1 2.3 2.0 1.2 0.9 0.9 0.7 1.7 20

South Southwest 0.4 0.7 1.6 2.7 2.6 3.5 3.5 2.4 1.4 0.7 0.4 0.3 1.7 20

Southwest 0.5 1.2 2.6 3.7 5.8 7.4 6.1 4.9 2.0 1.2 0.7 0.6 3.1 20

West Southwest 0.2 0.7 1.5 2.3 4.3 5.2 3.8 3.4 2.0 0.8 0.3 0.4 2.1 20

West 0.8 2.0 2.2 2.2 3.2 4.2 2.7 2.5 1.9 1.5 1.1 0.7 2.1 20

West Northwest 1.4 2.0 2.2 2.6 2.4 2.9 1.5 1.6 1.7 1.5 1.1 1.3 1.9 20

Northwest 2.0 2.5 1.8 2.4 1.5 1.7 1.4 1.4 1.7 2.1 1.7 2.1 1.8 20

North Northwest 2.7 2.4 2.3 2.6 1.7 1.1 0.9 1.4 1.9 1.7 2.6 2.5 2.0 20

Calm 41.1 37.9 35.2 29.0 28.0 28.3 32.7 33.9 30.2 28.7 36.2 37.9 33.2 20

Direction (mean speed, knots)

North 5.6 5.9 5.0 4.7 4.0 3.8 3.4 4.1 4.6 4.6 5.7 5.7 5.0 20

North Northeast 5.1 7.4 6.1 4.9 4.4 3.6 3.4 3.9 4.6 4.6 5.6 5.8 5.0 20

Northeast 5.8 5.9 5.8 5.4 4.1 4.1 3.7 4.1 4.4 5.2 5.4 6.0 4.9 20

East Northeast 7.3 7.4 7.6 7.1 5.4 4.9 4.6 5.2 5.8 7.0 6.9 7.2 6.3 20

East 8.4 8.2 7.9 7.7 7.0 5.4 4.9 5.5 6.6 8.0 7.5 7.8 7.1 20

East Southeast 10.3 9.8 9.6 9.3 8.9 7.1 6.9 7.0 8.8 10.0 10.1 9.6 9.2 20

Southeast 7.7 7.8 7.5 8.1 8.0 7.1 7.1 6.4 7.5 7.5 7.2 7.7 7.5 20

South Southeast 5.7 6.9 6.2 6.6 7.2 6.7 6.2 5.4 6.6 6.6 7.3 6.8 6.5 20

South 4.2 5.1 4.8 5.7 5.7 5.8 5.2 5.0 5.8 4.9 4.2 5.2 5.3 20

South Southwest 5.1 4.9 4.7 5.6 5.6 5.9 5.8 5.7 5.4 5.4 6.0 5.4 5.6 20

Southwest 3.8 3.9 4.6 5.6 6.2 6.5 6.2 5.7 5.3 5.5 4.1 4.0 5.8 20

West Southwest 5.4 5.0 4.8 5.7 6.3 6.8 6.6 5.8 5.7 5.0 5.4 4.6 6.1 20

West 4.2 4.8 4.8 5.4 5.8 6.2 5.8 4.6 4.8 5.1 5.2 4.2 5.3 20

West Northwest 4.4 4.6 5.1 5.2 5.4 6.4 5.7 5.2 5.7 5.7 5.1 5.2 5.4 20

Northwest 4.1 4.6 4.3 4.5 3.9 4.4 4.0 3.6 3.6 4.5 4.5 4.4 4.2 20

North Northwest 5.4 5.8 5.2 5.2 3.8 4.0 3.4 4.0 4.6 4.6 5.0 6.0 4.9 20

VISIBILITY

Mean number of days with fog 10 10 9 9 10 12 17 17 14 12 10 11 141 47

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
510 ■ Appendix B ■ Volume 9

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

VALDEZ, AK (61°08'N, 146°21'W) 49 feet (14.9 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1005.8 1009.2 1008.8 1010.5 1013.3 1014.9 1017.0 1015.0 1011.6 1006.3 1004.4 1005.8 1010.2 15

TEMPERATURE (°F)

Mean 24.9 25.5 31.1 38.2 46.2 52.4 55.3 53.8 47.3 38.8 28.5 25.1 39.1 21

Mean daily maximum 29.0 30.2 36.7 44.7 52.9 59.1 62.0 60.6 53.1 43.2 32.5 29.1 44.6 21

Mean daily minimum 20.4 20.3 25.0 31.2 39.1 45.1 48.1 46.5 41.1 33.8 23.9 20.7 33.1 21

Extreme (highest) 46 52 50 62 78 79 85 82 73 58 50 52 85 21

Extreme (lowest) -8 -5 4 9 30 35 40 32 25 8 1 -6 -8 21

RELATIVE HUMIDITY

Average percentage 75.4 71.1 70.4 71.6 73.8 76.7 81.4 83.6 83.6 75.7 71.5 77.8 76.1 15

CLOUD COVER

Percent of time clear 18.0 24.4 22.7 16.4 10.8 7.7 8.0 11.1 11.5 15.4 20.4 14.3 15.0 14

Percent of time scattered 9.5 10.2 9.8 13.0 11.0 11.0 9.8 10.8 9.2 9.2 11.8 8.9 10.3 14

Percent of time broken 12.2 9.3 13.0 13.8 15.5 16.4 14.9 15.1 12.1 13.1 12.4 11.2 13.3 14

Percent of time overcast 60.3 56.2 54.5 56.8 62.7 64.9 67.3 63.0 67.1 62.4 55.4 65.6 61.4 14

PRECIPITATION (inches)

Mean amount 7.2 5.4 5.1 3.3 3.0 3.0 4.1 6.5 10.3 9.0 5.9 8.3 71.6 21

Greatest amount 12.5 9.7 9.9 8.1 6.2 6.0 8.9 18.2 16.6 15.4 20.5 17.3 93.3 21

Least amount 0.9 0.5 0.8 0.5 0.7 0.9 1.2 2.0 4.7 2.4 0.4 1.3 54.8 21

Maximum amount (24 hours) 2.7 2.6 1.8 2.0 1.3 1.3 1.8 3.1 2.9 3.2 3.9 3.0 3.9 21

Mean number of days 20 17 18 17 21 19 21 20 22 22 18 21 236 19

SNOW

Mean amount 67.4 52.8 60.0 20.4 0.9 0.0 0.0 0.0 0.2 10.1 43.4 78.7 333.9 21

Greatest amount 148.5 100.8 113.6 71.4 6.5 0.0 0.0 0.0 4.6 39.0 108.2 137.1 445.8 21

Least amount 17.0 4.6 10.1 0.7 0.0 0.0 0.0 0.0 0.0 T 5.8 9.3 170.4 21

Maximum amount (24 hours) 47.5 24.9 30.9 31.8 5.8 0.0 0.0 0.0 4.0 15.3 25.7 27.6 47.5 21

Mean number of days 18 15 17 9 1 0 0 0 0 7 17 20 104 19

WIND

Percentage with gales 0.3 0.4 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 1.9 16

Mean wind speed (knots) 6.5 7.2 5.8 4.3 5.0 5.3 4.5 3.8 3.8 5.4 6.9 5.5 5.3 16

Direction (percentage of observations)

North 4.1 4.5 3.6 2.9 1.6 1.0 0.8 1.4 3.6 4.2 4.5 4.4 3.0 16

North Northeast 4.5 4.1 3.3 2.6 1.0 0.9 0.8 1.5 3.8 3.8 4.1 4.5 2.9 16

Northeast 10.2 9.4 7.6 4.0 1.8 1.1 1.2 2.0 4.6 7.9 10.3 10.3 5.9 16

East Northeast 24.2 22.3 15.7 9.5 3.3 2.5 2.8 3.1 6.5 16.8 23.6 21.5 12.6 16

East 13.9 13.8 10.6 7.5 4.1 2.6 3.1 3.5 5.4 11.3 15.3 12.5 8.6 16

East Southeast 7.4 7.6 7.3 5.6 4.3 2.0 2.3 3.1 4.0 6.6 7.8 6.4 5.4 16

Southeast 2.6 3.5 3.1 3.4 2.7 2.1 1.5 2.0 2.8 3.8 3.1 2.3 2.7 16

South Southeast 1.0 1.0 1.5 2.1 2.2 1.7 1.8 2.1 1.8 1.3 0.8 1.2 1.5 16

South 0.9 1.1 1.5 2.7 3.9 2.5 3.3 3.6 2.9 1.8 0.9 0.9 2.2 16

South Southwest 0.6 0.9 1.5 3.8 4.4 4.6 5.4 4.8 3.3 1.5 0.5 0.6 2.7 16

Southwest 1.2 1.2 2.8 7.9 12.7 12.8 13.2 11.7 7.8 3.2 0.9 1.2 6.4 16

West Southwest 1.8 2.3 5.0 9.0 19.2 24.5 20.4 16.6 10.3 4.4 1.6 2.1 9.8 16

West 2.2 2.4 3.8 5.6 10.1 13.4 11.3 7.2 5.2 3.2 1.8 2.5 5.7 16

West Northwest 2.2 3.2 4.3 6.4 7.9 8.3 6.3 5.4 4.9 4.1 2.5 3.2 4.9 16

Northwest 2.7 2.9 4.4 4.1 3.7 1.9 1.7 2.4 3.4 3.5 3.0 2.9 3.1 16

North Northwest 2.9 3.1 3.7 3.2 2.0 1.0 0.9 1.5 3.1 3.3 3.3 3.1 2.6 16

Calm 17.8 16.7 20.1 20.1 15.4 17.5 23.9 28.6 26.3 19.0 16.3 20.7 20.2 16

Direction (mean speed, knots)

North 8.0 11.3 9.7 5.3 4.8 2.9 3.2 5.3 6.2 7.3 11.4 6.7 7.9 16

North Northeast 6.9 8.9 7.2 4.9 4.1 4.4 4.1 5.2 5.4 6.7 7.2 6.1 6.5 16

Northeast 7.6 8.2 7.0 5.8 4.6 4.4 4.6 5.5 5.6 6.7 7.5 6.6 6.9 16

East Northeast 9.1 9.2 8.3 6.0 4.7 4.2 4.6 5.3 6.1 7.8 9.4 8.5 8.2 16

East 8.2 8.3 7.4 5.5 4.2 3.9 4.0 3.9 5.5 7.0 7.9 7.1 6.9 16

East Southeast 8.4 10.5 8.7 6.2 4.4 4.2 4.2 4.5 6.3 8.3 9.0 7.3 7.6 16

Southeast 9.7 11.5 10.9 6.6 4.7 4.3 4.2 5.0 5.4 8.5 8.7 7.9 7.6 16

South Southeast 5.9 6.2 5.2 4.7 4.4 3.7 3.9 4.2 4.4 5.2 6.2 5.1 4.7 16

South 3.8 4.8 4.1 3.8 3.8 3.7 3.4 3.5 3.2 4.0 3.9 4.3 3.7 16

South Southwest 5.3 5.5 4.2 4.4 4.6 4.3 4.2 4.1 4.1 4.3 6.3 4.6 4.4 16

Southwest 5.8 6.4 4.8 4.8 5.9 5.7 5.2 4.9 4.7 4.9 5.8 4.9 5.2 16

West Southwest 5.8 5.1 5.1 5.2 7.5 7.6 6.8 5.7 5.2 4.7 5.1 4.6 6.4 16

West 5.0 5.4 4.9 5.4 8.0 8.5 8.3 7.4 5.2 4.4 4.6 4.5 6.9 16

West Northwest 5.2 5.6 5.1 5.1 6.3 7.2 7.3 6.5 5.2 4.5 5.3 5.0 5.9 16

Northwest 5.9 6.3 6.2 5.4 4.9 5.3 5.4 5.1 5.2 5.3 6.2 5.2 5.6 16

North Northwest 8.5 9.3 8.8 5.8 5.2 4.1 4.2 4.5 6.0 7.1 9.1 7.4 7.2 16

VISIBILITY

Mean number of days with fog 11 10 12 9 8 10 17 18 17 15 10 11 148 19

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 511

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

ANCHORAGE, AK (61°10'N, 150°01'W) 114 feet (34.7 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1007.9 1006.8 1008.1 1009.2 1011.3 1012.8 1014.8 1012.3 1008.8 1003.5 1004.1 1004.1 1008.6 42

TEMPERATURE (°F)

Mean 15.3 18.4 25.2 36.1 47.0 54.9 58.5 56.6 48.4 34.8 21.7 16.3 36.1 42

Mean daily maximum 21.6 25.5 32.8 43.3 54.7 62.1 65.1 63.2 55.1 40.5 27.5 22.3 42.8 42

Mean daily minimum 8.3 10.8 17.1 28.5 38.9 47.2 51.4 49.4 41.3 28.5 15.3 9.6 28.9 42

Extreme (highest) 50 48 51 65 77 85 82 82 73 61 53 48 85 42

Extreme (lowest) -34 -26 -24 -4 17 33 36 31 19 -5 -21 -30 -34 42

RELATIVE HUMIDITY

Average percentage 73.9 71.5 66.6 64.8 61.9 65.4 71.7 74.9 75.9 74.4 76.6 77.0 71.2 42

CLOUD COVER

Percent of time clear 19.2 21.3 23.3 15.2 8.8 5.4 6.4 8.2 10.0 14.6 17.9 16.1 13.8 42

Percent of time scattered 13.1 12.1 13.3 15.9 15.8 15.6 15.0 15.1 13.6 12.2 12.9 12.0 13.9 42

Percent of time broken 15.1 14.4 14.9 17.4 20.6 23.8 20.6 18.8 16.7 15.3 15.2 14.0 17.2 42

Percent of time overcast 52.5 52.1 48.4 51.5 54.8 55.2 57.9 57.9 59.8 57.8 53.9 57.9 55.0 42

PRECIPITATION (inches)

Mean amount 0.7 0.8 0.6 0.5 0.6 1.0 1.8 2.4 2.6 1.8 1.1 1.0 15.6 42

Greatest amount 2.7 3.0 2.7 1.9 1.9 3.4 4.4 9.7 6.6 4.1 2.8 2.6 27.5 42

Least amount 0.0 0.0 T T 0.0 0.1 0.4 0.3 0.7 0.3 0.0 0.0 8.0 42

Maximum amount (24 hours) 1.1 1.1 1.2 0.7 0.9 1.6 2.0 2.7 1.3 1.6 1.1 1.3 2.7 42

Mean number of days 18 15 14 13 15 16 18 19 20 18 17 20 203 42

SNOW

Mean amount 9.6 12.1 9.7 5.3 0.2 0.0 0.0 0.0 0.3 8.0 11.6 14.6 71.4 42

Greatest amount 27.5 48.5 31.0 27.6 3.9 0.0 0.0 0.0 4.6 27.1 38.8 41.6 171.6 42

Least amount 0.5 0.6 T 0.0 0.0 0.0 0.0 0.0 0.0 T 0.9 1.4 28.9 42

Maximum amount (24 hours) 7.8 12.4 14.3 8.3 3.9 0.0 0.0 0.0 3.0 8.6 10.9 15.6 15.6 42

Mean number of days 17 14 13 9 1 0 0 0 1 9 15 19 98 42

WIND

Percentage with gales 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.8 42

Mean wind speed (knots) 5.6 6.1 6.0 6.3 7.3 7.3 6.4 6.0 5.8 5.9 5.6 5.4 6.1 42

Direction (percentage of observations)

North 15.8 16.7 15.5 10.2 4.1 2.8 3.7 5.9 8.4 17.7 18.3 16.5 11.3 42

North Northeast 13.4 14.4 13.0 9.1 3.7 2.5 4.0 6.5 9.1 13.8 15.2 14.0 9.9 42

Northeast 8.5 9.1 7.6 5.5 2.8 1.9 2.8 4.5 5.8 7.7 9.7 8.2 6.2 42

East Northeast 5.2 3.8 2.7 1.6 1.5 1.1 1.3 2.2 2.6 3.8 4.7 4.7 2.9 42

East 3.8 2.6 1.8 1.3 1.1 1.0 1.0 1.5 1.6 2.3 3.4 3.9 2.1 42

East Southeast 2.9 2.5 1.5 1.6 1.4 1.2 1.4 1.8 2.0 2.0 2.7 2.7 2.0 42

Southeast 2.6 2.7 3.0 3.5 5.3 4.3 3.8 4.6 4.2 2.7 2.4 2.3 3.4 42

South Southeast 3.4 4.0 5.5 9.7 17.7 18.2 14.5 13.2 12.3 5.8 3.7 3.3 9.3 42

South 4.6 4.5 5.3 9.6 15.7 15.8 13.2 11.3 10.6 5.7 4.5 4.7 8.8 42

South Southwest 3.0 3.4 3.8 5.1 7.8 9.0 8.5 7.9 6.3 4.0 2.8 3.0 5.4 42

Southwest 1.9 2.0 2.5 3.5 5.4 6.2 6.3 4.8 3.2 2.2 1.6 2.1 3.5 42

West Southwest 2.3 2.3 2.8 3.7 4.7 6.3 6.2 4.6 3.1 1.8 1.8 1.9 3.4 42

West 2.6 2.9 4.4 6.0 5.9 6.6 6.9 4.6 3.8 2.5 1.9 2.4 4.2 42

West Northwest 3.8 4.6 6.3 9.7 9.3 10.9 11.5 7.5 4.8 3.7 3.2 3.7 6.6 42

Northwest 4.4 4.3 5.5 6.6 5.8 6.1 6.4 6.2 5.0 4.8 4.1 4.7 5.3 42

North Northwest 7.7 8.2 9.3 6.6 3.4 2.2 2.6 4.1 5.9 9.3 8.2 8.4 6.3 42

Calm 13.9 11.8 9.5 6.4 4.5 4.5 6.1 8.9 11.2 10.1 12.0 13.4 9.4 42

Direction (mean speed, knots)

North 7.5 7.8 6.9 6.3 5.2 4.5 4.5 5.2 5.8 6.9 7.2 7.3 6.8 42

North Northeast 7.7 8.3 7.6 6.6 6.3 5.9 5.9 5.9 6.1 7.0 7.1 7.3 7.1 42

Northeast 6.5 7.3 6.7 6.2 5.7 5.9 6.1 5.8 5.9 5.9 5.8 5.6 6.2 42

East Northeast 4.7 4.8 4.8 5.0 5.2 4.8 4.7 4.8 4.8 4.6 4.6 4.5 4.7 42

East 3.7 3.7 3.5 3.7 4.0 4.0 3.8 3.7 3.9 4.1 3.8 3.9 3.8 42

East Southeast 4.4 4.2 4.7 5.5 5.7 4.7 4.6 5.3 4.7 4.7 4.3 4.2 4.6 42

Southeast 6.4 6.8 7.4 8.5 8.9 8.9 7.7 7.8 8.3 7.6 6.1 5.7 7.7 42

South Southeast 8.7 9.2 9.1 9.6 10.7 10.8 9.7 9.5 9.2 9.2 9.3 8.0 9.8 42

South 6.5 6.8 7.4 7.8 8.9 8.8 7.9 7.6 7.5 7.5 7.2 6.8 7.9 42

South Southwest 7.3 6.9 6.6 6.5 7.1 7.1 6.4 7.0 7.0 7.8 7.4 7.2 7.0 42

Southwest 6.5 6.1 5.7 5.7 6.3 6.1 5.8 5.7 5.6 5.6 5.2 5.9 5.9 42

West Southwest 4.5 4.8 4.5 5.2 6.2 6.1 5.8 5.2 4.7 4.5 4.3 4.3 5.3 42

West 4.1 4.5 4.6 5.2 6.0 6.2 5.6 5.0 4.5 4.4 4.0 4.3 5.1 42

West Northwest 5.5 5.4 5.3 5.9 6.7 6.7 6.3 5.8 5.2 5.3 5.3 5.5 6.0 42

Northwest 5.7 5.9 6.3 6.5 6.6 6.5 6.1 5.6 5.8 6.2 5.9 5.9 6.1 42

North Northwest 7.2 7.0 7.5 6.8 5.9 5.2 5.0 5.3 6.2 6.5 6.6 6.6 6.6 42

VISIBILITY

Mean number of days with fog 11 9 5 4 1 2 4 5 6 7 10 12 76 42

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
512 ■ Appendix B ■ Volume 9

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

KING SALMON, AK (58°41'N, 156°39'W) 49 feet (14.9 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1004.5 1006.5 1007.0 1008.0 1009.6 1011.2 1014.2 1011.9 1007.2 1002.9 1001.8 1002.2 1007.2 26

TEMPERATURE (°F)

Mean 15.0 15.1 22.2 32.0 43.0 50.6 55.1 54.4 47.5 33.4 23.0 15.4 34.0 47

Mean daily maximum 21.9 22.7 30.1 39.7 51.5 59.2 63.2 61.6 54.8 40.6 29.9 22.6 41.6 47

Mean daily minimum 7.1 6.4 13.6 23.8 34.1 41.6 46.6 46.7 39.8 25.7 15.4 7.2 25.8 47

Extreme (highest) 53 57 54 65 79 88 86 84 74 67 56 48 88 47

Extreme (lowest) -48 -41 -42 -19 5 29 33 25 15 -12 -28 -37 -48 47

RELATIVE HUMIDITY

Average percentage 80.9 78.1 76.6 75.0 72.7 74.6 79.9 82.2 80.7 81.7 82.3 80.3 78.8 26

CLOUD COVER

Percent of time clear 21.2 24.3 21.0 13.5 6.5 3.6 2.2 1.9 4.9 11.7 17.2 17.6 12.0 26

Percent of time scattered 16.8 17.3 17.6 17.6 15.6 11.5 11.2 12.1 14.5 20.0 19.1 16.8 15.8 26

Percent of time broken 16.7 15.9 18.4 21.1 27.8 28.1 24.2 23.2 27.3 22.9 18.8 17.9 21.9 26

Percent of time overcast 45.3 42.6 42.9 47.8 50.1 56.8 62.4 62.9 53.3 45.4 44.9 47.6 50.2 26

PRECIPITATION (inches)

Mean amount 1.0 0.8 1.0 1.0 1.2 1.5 2.1 3.1 2.8 1.9 1.4 1.3 19.7 47

Greatest amount 3.0 2.8 2.4 2.9 2.9 3.7 5.0 6.4 7.3 3.2 3.3 3.6 26.8 47

Least amount 0.1 0.1 0.0 0.1 0.2 0.2 0.3 1.0 0.8 0.2 T 0.1 9.7 47

Maximum amount (24 hours) 1.0 1.2 1.0 1.2 0.9 0.8 1.1 1.5 1.6 1.3 1.3 1.1 1.6 47

Mean number of days 18 16 18 19 21 22 22 24 22 21 20 20 243 47

SNOW

Mean amount 8.1 6.5 7.5 4.6 0.9 0.0 0.0 0.0 0.0 2.8 6.4 9.2 46.0 47

Greatest amount 30.6 20.3 20.0 16.0 6.1 1.3 0.0 0.0 0.6 15.7 17.9 28.4 93.6 47

Least amount 1.1 T T T 0.0 0.0 0.0 0.0 0.0 0.0 T 1.5 16.3 47

Maximum amount (24 hours) 17.8 7.9 11.0 4.5 3.8 1.2 0.0 0.0 0.6 8.7 5.1 6.4 17.8 47

Mean number of days 15 13 16 14 5 0 0 0 1 9 15 17 105 47

WIND

Percentage with gales 0.2 0.3 0.2 0.1 0.1 0.0 0.0 0.0 0.3 0.2 0.4 0.3 0.4 26

Mean wind speed (knots) 9.6 9.5 10.1 9.3 9.5 9.2 8.1 8.9 9.1 8.9 9.5 9.1 9.2 26

Direction (percentage of observations)

North 20.3 22.9 16.6 12.1 5.1 3.1 2.7 3.6 8.3 14.7 17.1 17.6 12.0 26

North Northeast 10.2 12.4 9.3 6.7 4.5 2.8 2.5 2.2 5.4 8.3 9.5 10.8 7.0 26

Northeast 6.0 4.3 5.2 5.3 4.4 3.0 2.7 2.7 4.1 5.9 5.3 5.4 4.5 26

East Northeast 5.2 4.0 4.9 5.0 5.3 3.8 3.1 2.7 4.4 4.4 5.0 4.7 4.4 26

East 10.3 8.2 9.5 7.9 11.3 8.9 5.2 4.8 7.1 6.9 9.1 9.0 8.2 26

East Southeast 6.1 4.4 6.3 5.1 6.6 6.7 4.2 4.5 6.9 5.8 6.8 5.5 5.7 26

Southeast 5.3 4.5 5.1 4.5 5.8 5.9 4.7 6.6 7.1 4.6 6.3 5.7 5.5 26

South Southeast 5.1 4.0 5.7 5.8 8.8 8.7 8.6 10.2 9.3 5.9 6.6 5.0 7.0 26

South 3.0 3.2 3.8 5.1 9.1 11.0 12.6 10.7 7.9 5.0 4.3 3.5 6.6 26

South Southwest 2.2 2.7 3.3 4.9 6.3 9.6 12.8 11.2 5.7 3.4 2.9 3.0 5.7 26

Southwest 1.7 2.2 3.4 4.7 6.1 10.4 12.3 11.1 5.6 2.5 1.7 2.1 5.3 26

West Southwest 1.2 2.2 2.5 4.7 5.0 6.2 7.5 8.2 4.0 2.6 1.3 1.5 3.9 26

West 1.3 1.7 2.3 4.3 4.9 5.7 6.1 5.5 3.6 3.1 1.5 1.3 3.5 26

West Northwest 1.4 1.9 1.8 3.7 3.3 4.4 3.8 4.3 3.5 3.3 1.8 1.5 2.9 26

Northwest 2.8 3.7 4.0 4.6 3.1 2.3 2.1 2.9 4.3 5.3 3.5 3.2 3.5 26

North Northwest 7.6 8.7 8.8 9.0 4.0 2.2 2.2 2.7 6.3 10.3 8.9 9.5 6.7 26

Calm 10.4 8.8 8.0 6.4 6.5 5.5 6.8 6.3 6.4 7.5 8.4 10.6 7.6 26

Direction (mean speed, knots)

North 10.7 10.6 10.4 9.7 8.2 7.0 6.4 6.7 9.1 9.5 9.9 9.8 9.8 26

North Northeast 9.4 9.9 9.8 8.9 8.3 7.2 6.8 7.7 8.7 8.7 9.0 9.4 9.1 26

Northeast 10.1 8.7 8.7 9.5 8.9 8.3 6.5 8.2 8.0 8.0 8.6 8.9 8.7 26

East Northeast 10.8 9.5 10.5 9.5 9.7 9.6 7.9 8.5 8.8 9.5 10.6 10.3 9.7 26

East 13.9 14.1 13.1 11.7 13.6 13.7 10.6 9.5 11.1 12.4 14.1 14.1 12.9 26

East Southeast 12.1 11.3 12.1 10.6 11.6 11.3 8.6 9.1 10.5 11.4 12.1 11.3 11.1 26

Southeast 10.4 11.0 11.2 11.3 9.5 9.3 7.5 9.2 10.3 9.2 11.0 10.3 10.0 26

South Southeast 12.5 11.5 14.2 12.4 12.0 10.6 9.6 11.3 11.3 10.6 11.3 11.1 11.4 26

South 8.5 10.3 10.1 8.9 10.6 10.0 10.1 10.7 10.4 9.2 9.4 8.8 10.0 26

South Southwest 9.9 10.4 10.6 9.3 9.4 9.4 9.0 9.4 9.3 9.9 9.4 10.2 9.5 26

Southwest 9.9 10.3 11.1 9.2 8.9 9.1 8.6 9.3 9.2 9.2 9.8 8.4 9.2 26

West Southwest 9.7 11.2 11.5 9.9 9.4 8.9 8.4 9.7 9.1 9.7 10.3 9.6 9.5 26

West 8.5 7.7 9.3 9.4 8.6 8.7 8.4 9.4 9.5 9.6 9.3 8.1 8.9 26

West Northwest 7.6 7.2 9.0 8.4 8.3 8.4 8.1 8.6 9.1 9.0 9.0 7.6 8.5 26

Northwest 7.9 8.4 9.6 8.4 8.7 8.4 7.9 8.2 9.5 8.8 8.2 8.6 8.6 26

North Northwest 9.4 10.0 10.8 10.2 9.3 7.9 7.3 8.6 9.1 9.7 9.6 10.1 9.7 26

VISIBILITY

Mean number of days with fog 9 7 8 9 9 12 18 19 12 10 12 11 136 47

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 513

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

COLD BAY, AK (55°12'N, 162°43'W) 96 feet (29.3 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1000.9 1005.0 1006.6 1009.8 1009.7 1011.6 1015.3 1013.1 1007.7 1005.8 1002.3 1000.3 1007.3 23

TEMPERATURE (°F)

Mean 28.8 28.0 29.8 33.5 40.0 45.9 50.7 51.7 48.0 40.0 34.6 31.0 38.6 41

Mean daily maximum 33.0 32.4 34.5 38.0 44.6 50.4 54.9 55.7 52.2 44.6 38.9 35.1 43.0 41

Mean daily minimum 24.1 23.1 24.5 28.6 34.8 41.0 45.9 47.2 43.2 35.0 29.8 26.4 33.7 41

Extreme (highest) 51 50 56 58 67 72 77 75 76 69 59 54 77 41

Extreme (lowest) -8 -5 -13 4 18 30 33 35 26 10 1 -1 -13 41

RELATIVE HUMIDITY

Average percentage 84.9 84.1 82.9 83.4 83.9 85.5 89.0 89.5 86.2 82.7 83.5 85.3 85.1 23

CLOUD COVER

Percent of time clear 4.4 5.7 5.7 1.9 1.3 1.6 0.5 0.5 1.0 2.0 2.3 3.0 2.5 23

Percent of time scattered 13.3 11.1 12.7 9.7 6.9 5.7 4.5 4.4 7.5 11.4 14.9 13.7 9.7 23

Percent of time broken 21.2 20.2 22.1 21.3 20.6 16.1 13.0 13.7 21.3 28.3 24.5 21.7 20.4 23

Percent of time overcast 61.1 63.0 59.5 67.1 71.1 76.5 82.0 81.4 70.3 58.3 58.2 61.5 67.5 23

PRECIPITATION (inches)

Mean amount 2.8 2.3 2.1 1.9 2.3 2.1 2.4 3.4 4.4 4.3 4.2 3.5 36.3 41

Greatest amount 6.4 4.9 4.7 6.5 6.3 6.6 6.1 5.7 9.7 8.0 8.9 7.3 53.1 41

Least amount 0.6 0.4 0.4 0.2 0.5 0.1 0.4 1.1 1.3 1.8 1.1 0.1 23.4 41

Maximum amount (24 hours) 1.8 2.0 2.0 2.1 2.1 2.0 1.7 1.9 2.7 4.9 3.3 2.4 4.9 41

Mean number of days 27 24 27 27 27 25 26 28 27 29 27 28 322 40

SNOW

Mean amount 11.0 11.3 10.9 6.2 1.8 0.0 0.0 0.0 0.0 3.2 7.4 10.4 62.3 40

Greatest amount 34.6 48.4 28.6 19.5 9.3 0.5 0.0 0.0 0.2 15.6 16.3 24.2 108.3 40

Least amount 0.9 1.6 1.6 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.3 T 19.3 40

Maximum amount (24 hours) 12.2 16.5 7.4 5.2 3.0 0.5 0.0 0.0 0.2 11.4 8.6 7.5 16.5 40

Mean number of days 21 20 23 21 10 0 0 0 1 11 17 21 145 40

WIND

Percentage with gales 3.0 2.4 1.8 1.5 1.0 0.7 0.4 0.6 1.0 1.5 2.4 2.5 1.6 23

Mean wind speed (knots) 15.4 15.6 15.1 15.0 14.1 13.6 13.5 14.3 14.3 14.8 15.2 15.2 14.7 23

Direction (percentage of observations)

North 10.2 9.5 8.9 8.5 5.0 5.1 3.5 3.0 4.7 6.6 8.1 8.3 6.7 23

North Northeast 6.4 5.3 5.4 3.5 2.3 2.5 1.6 1.6 2.7 3.2 4.0 4.7 3.6 23

Northeast 1.5 1.7 1.4 1.0 1.6 1.4 1.3 1.1 0.9 1.1 1.7 1.2 1.3 23

East Northeast 1.5 1.6 1.6 1.4 1.4 1.2 0.8 1.0 1.0 1.0 0.9 1.5 1.2 23

East 3.1 2.3 2.1 1.7 2.4 2.1 1.4 1.3 1.4 1.5 1.8 2.6 2.0 23

East Southeast 6.0 6.6 5.9 3.1 5.0 4.1 2.6 3.6 4.5 3.7 4.5 5.3 4.5 23

Southeast 13.1 14.2 12.6 10.5 16.1 16.4 14.7 14.7 12.3 8.7 9.4 11.6 12.8 23

South Southeast 13.5 14.0 11.5 12.9 17.5 17.8 20.6 16.4 17.0 9.2 10.9 14.9 14.7 23

South 4.2 4.4 4.0 3.5 4.5 3.3 3.1 3.0 4.3 3.5 4.5 4.8 3.9 23

South Southwest 1.5 1.0 1.4 0.9 0.8 0.4 0.3 0.5 1.0 1.3 2.1 1.6 1.1 23

Southwest 2.2 1.3 2.1 1.4 1.3 0.7 0.6 1.5 2.2 3.5 4.2 3.2 2.0 23

West Southwest 5.6 3.3 4.9 4.5 2.9 2.1 3.3 8.2 7.9 10.7 10.5 7.3 6.0 23

West 4.5 4.1 5.2 6.8 6.4 6.9 11.3 14.7 10.2 8.6 6.7 5.7 7.7 23

West Northwest 5.8 5.3 7.9 10.2 11.1 14.5 16.3 15.5 11.6 10.7 7.7 7.0 10.4 23

Northwest 7.1 9.0 10.6 14.2 11.7 13.2 12.2 8.4 9.5 12.2 9.5 7.6 10.4 23

North Northwest 12.3 15.0 12.9 15.1 9.4 7.6 5.2 4.6 7.5 13.6 12.7 11.1 10.5 23

Calm 2.2 2.3 2.3 1.4 1.6 1.5 2.3 1.6 1.8 1.3 1.3 2.2 1.8 23

Direction (mean speed, knots)

North 15.0 14.7 13.4 13.4 11.0 10.0 8.2 9.1 11.8 13.3 14.5 13.7 13.0 23

North Northeast 17.8 15.5 16.0 12.7 9.9 9.4 7.8 9.1 13.5 14.7 16.0 16.3 14.5 23

Northeast 13.6 11.2 11.1 8.9 7.5 7.3 6.4 6.4 10.8 10.2 13.3 13.9 10.2 23

East Northeast 19.5 14.5 12.9 12.4 11.5 10.2 8.8 9.2 14.0 14.5 16.0 16.9 13.6 23

East 15.5 15.5 14.1 11.9 11.1 10.5 8.4 10.1 11.2 10.6 11.7 15.5 12.6 23

East Southeast 17.5 17.5 17.8 14.1 15.0 14.6 13.1 15.8 14.4 15.8 15.9 17.5 16.1 23

Southeast 19.7 20.2 17.9 18.1 17.5 17.4 16.4 17.9 16.0 17.7 18.2 17.8 17.9 23

South Southeast 18.7 18.7 17.4 19.3 18.3 17.8 17.9 18.3 17.9 17.8 18.0 18.8 18.2 23

South 12.4 13.1 14.0 13.7 12.9 12.8 13.1 12.4 13.0 11.4 12.2 12.8 12.8 23

South Southwest 9.1 10.1 12.0 11.7 10.4 7.7 7.9 11.4 9.9 9.9 11.2 11.3 10.6 23

Southwest 11.2 13.6 14.6 11.6 12.6 8.5 11.4 12.3 12.4 11.8 11.9 13.0 12.3 23

West Southwest 12.8 15.1 17.2 15.3 14.6 13.1 14.0 15.7 14.4 15.4 15.5 15.2 15.1 23

West 10.7 11.2 14.4 13.7 13.3 12.2 14.2 14.7 13.8 15.0 13.7 12.3 13.7 23

West Northwest 11.5 10.7 12.6 14.1 12.3 12.2 12.0 12.7 13.2 14.3 13.3 12.1 12.7 23

Northwest 13.7 13.7 14.6 14.5 12.0 11.3 10.9 10.8 13.8 15.2 15.2 14.1 13.3 23

North Northwest 15.8 15.8 15.1 14.9 12.8 11.6 10.1 10.3 13.9 15.2 16.7 15.4 14.6 23

VISIBILITY

Mean number of days with fog 13 11 14 14 15 18 24 24 17 12 12 12 186 40

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
514 ■ Appendix B ■ Volume 9

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

ADAK, AK (51°53'N, 176°39'W) 17 feet (5.2 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1000.1 1000.6 1004.1 1010.3 1008.9 1010.4 1014.2 1012.4 1009.0 1008.4 1003.7 1000.6 1006.9 33

TEMPERATURE (°F)

Mean 33.2 32.9 34.9 37.6 41.1 45.2 49.6 51.6 48.3 43.1 37.7 34.5 40.8 43

Mean daily maximum 37.0 36.9 38.9 41.5 45.1 49.2 53.9 56.0 52.3 47.1 41.6 38.2 44.9 43

Mean daily minimum 28.9 28.4 30.4 33.1 36.6 40.8 44.7 46.6 43.7 38.5 33.2 30.2 36.3 43

Extreme (highest) 50 54 57 56 65 67 72 75 71 61 57 55 75 43

Extreme (lowest) 3 3 12 21 20 29 33 33 28 22 12 8 3 43

RELATIVE HUMIDITY

Average percentage 79.9 79.1 80.4 78.9 80.3 83.2 86.1 85.6 82.2 79.3 79.3 80.9 81.3 34

CLOUD COVER

Percent of time clear 1.4 1.2 0.8 0.6 0.3 0.4 0.3 0.5 0.7 1.0 1.2 1.4 0.8 34

Percent of time scattered 11.7 10.8 9.4 6.0 4.6 3.2 3.4 5.3 8.3 11.2 13.9 13.0 8.4 34

Percent of time broken 34.6 34.8 34.1 37.5 31.4 24.0 22.5 24.6 31.9 38.6 37.0 36.1 32.2 34

Percent of time overcast 52.3 53.3 55.8 55.9 63.7 72.4 73.8 69.7 59.0 49.2 47.9 49.5 58.6 34

PRECIPITATION (inches)

Mean amount 6.1 4.4 5.7 4.2 3.9 2.9 2.8 4.1 5.4 6.5 7.6 7.2 61.3 43

Greatest amount 14.4 9.5 13.3 10.1 16.1 9.3 6.1 9.6 11.3 13.2 13.7 13.5 92.6 43

Least amount 2.7 1.7 2.3 1.3 0.6 0.0 0.6 0.9 2.5 2.5 2.6 2.5 37.3 43

Maximum amount (24 hours) 3.5 2.2 3.2 4.7 4.8 2.5 2.3 2.4 3.5 3.3 2.9 4.6 4.8 43

Mean number of days 29 27 30 28 29 26 28 28 27 30 29 30 341 35

SNOW

Mean amount 20.7 18.8 10.3 9.8 1.8 T 0.0 T 0.1 1.6 11.8 20.1 95.0 42

Greatest amount 70.7 47.6 18.0 31.2 8.9 T 0.0 T 2.8 7.7 30.0 40.2 159.0 42

Least amount 2.2 0.6 1.9 T 0.0 0.0 0.0 0.0 0.0 0.0 0.1 3.9 35.3 42

Maximum amount (24 hours) 11.8 9.2 2.0 15.4 4.8 0.0 0.0 0.0 1.8 3.6 7.2 10.1 15.4 42

Mean number of days 23 23 25 21 9 0 0 0 0 7 19 24 151 35

WIND

Percentage with gales 1.3 1.9 2.2 1.5 0.9 0.3 0.1 0.4 0.8 1.4 1.7 2.3 2.4 34

Mean wind speed (knots) 12.3 12.2 12.8 12.8 11.5 9.8 9.4 10.2 11.0 12.2 12.3 12.3 11.6 34

Direction (percentage of observations)

North 6.0 7.4 7.0 7.3 10.1 9.7 6.2 5.4 8.8 6.3 6.0 5.4 7.1 34

North Northeast 10.0 11.1 7.2 6.6 7.4 8.5 5.6 4.0 7.1 5.1 5.0 6.4 7.0 34

Northeast 5.9 5.2 4.0 3.3 3.1 5.8 5.0 3.3 4.7 3.4 3.0 4.4 4.3 34

East Northeast 6.1 6.2 6.0 3.2 4.4 6.6 5.1 3.2 3.6 3.2 3.0 4.7 4.6 34

East 5.8 6.1 5.0 3.4 3.2 6.0 5.2 3.1 2.8 2.9 2.7 3.8 4.2 34

East Southeast 3.4 3.9 3.7 2.5 2.1 2.9 2.7 2.1 1.7 1.7 1.6 2.6 2.6 34

Southeast 3.0 3.2 3.3 2.2 2.9 2.7 2.8 2.6 1.6 1.8 1.7 2.4 2.5 34

South Southeast 6.1 4.5 4.7 4.5 5.6 5.3 5.6 4.7 3.7 2.9 3.7 4.9 4.7 34

South 6.1 5.2 6.1 6.2 6.2 6.0 6.3 6.0 4.8 5.0 5.6 5.6 5.8 34

South Southwest 5.5 6.1 6.8 6.5 5.0 3.2 4.0 5.2 5.1 4.8 6.3 6.9 5.5 34

Southwest 7.5 6.8 8.3 9.9 7.9 6.2 7.2 8.9 7.7 10.0 11.3 9.5 8.4 34

West Southwest 7.6 7.5 9.2 13.3 12.9 11.9 15.9 18.1 13.9 14.7 14.1 11.1 12.5 34

West 5.7 5.5 7.0 9.9 9.3 10.1 16.7 19.1 13.2 12.6 9.9 8.2 10.6 34

West Northwest 4.2 3.0 4.9 6.1 5.0 3.2 2.2 3.3 5.0 6.9 6.4 5.4 4.6 34

Northwest 2.8 3.0 3.6 3.7 3.3 1.7 0.6 1.2 3.4 4.9 4.6 3.5 3.0 34

North Northwest 4.1 4.9 5.3 6.1 5.6 4.0 1.6 2.3 6.1 6.6 5.6 4.3 4.7 34

Calm 10.4 10.3 7.8 5.2 6.0 6.2 7.2 7.5 6.7 7.3 9.5 11.0 7.9 34

Direction (mean speed, knots)

North 12.4 11.6 12.2 11.4 11.6 10.8 9.0 10.1 11.4 11.8 10.9 12.3 11.3 34

North Northeast 14.0 13.1 13.0 12.2 11.6 9.2 7.3 8.3 10.0 11.9 11.5 12.8 11.5 34

Northeast 14.7 13.7 13.7 12.6 10.5 9.0 6.9 6.9 10.3 10.8 13.2 15.6 11.5 34

East Northeast 13.7 13.6 14.3 11.4 9.0 8.3 6.4 7.0 8.9 10.9 11.9 14.1 11.0 34

East 13.6 13.5 10.7 9.8 8.1 8.1 6.0 5.7 7.6 11.5 10.6 12.1 10.0 34

East Southeast 14.2 14.4 12.7 11.3 8.0 8.7 6.2 5.6 11.1 13.0 11.2 13.1 11.1 34

Southeast 13.6 13.5 14.3 12.9 9.9 9.2 8.0 8.5 11.2 11.7 12.9 13.6 11.6 34

South Southeast 14.5 14.3 14.0 11.7 10.7 10.3 9.0 9.2 11.1 12.6 13.5 14.9 12.1 34

South 12.9 12.3 13.0 12.8 11.2 10.0 9.7 10.5 10.2 11.2 13.5 12.2 11.6 34

South Southwest 13.0 14.4 14.8 15.0 13.0 11.3 10.3 11.1 11.8 13.2 14.7 14.2 13.3 34

Southwest 15.1 16.5 16.7 16.1 15.1 12.4 12.0 13.0 13.5 14.6 15.6 14.3 14.7 34

West Southwest 14.2 15.3 16.2 15.8 14.7 12.3 12.8 12.7 13.1 14.5 15.5 14.7 14.2 34

West 12.6 12.0 13.5 13.9 13.3 11.5 12.7 12.6 11.8 13.5 13.9 14.0 12.9 34

West Northwest 13.6 13.6 14.1 13.9 14.2 11.2 12.4 12.1 13.9 14.3 14.5 14.7 13.8 34

Northwest 12.9 11.8 13.4 12.6 12.2 11.2 10.0 11.8 13.6 13.3 11.3 12.8 12.5 34

North Northwest 12.7 12.8 13.6 21.5 11.8 11.0 10.6 11.8 13.1 13.0 12.6 14.1 12.6 34

VISIBILITY

Mean number of days with fog 9 7 9 11 15 20 26 26 18 13 10 9 173 35

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 515

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

SHEMYA, AK (52°43'N, 174°06'W) 122 feet (37.2 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 998.1 1002.0 1003.4 1010.5 1011.9 1012.8 1014.8 1012.4 1013.9 1010.5 1003.3 999.6 1007.8 16

TEMPERATURE (°F)

Mean 31.4 31.1 32.3 35.3 38.7 42.6 46.9 49.6 48.1 42.6 36.5 32.9 39.0 46

Mean daily maximum 33.8 33.4 34.8 37.9 41.2 44.9 49.0 51.7 50.6 45.4 39.2 35.4 41.5 46

Mean daily minimum 28.5 28.3 29.3 32.3 35.8 39.9 44.2 46.9 45.0 39.3 33.3 29.8 36.1 46

Extreme (highest) 44 44 43 47 48 57 64 61 59 54 48 48 64 46

Extreme (lowest) 9 7 11 18 24 27 36 38 33 26 15 7 7 46

RELATIVE HUMIDITY

Average percentage 76.0 74.8 75.7 76.4 80.8 88.9 91.5 91.1 83.6 79.2 77.1 76.6 81.0 16

CLOUD COVER

Percent of time clear 0.5 0.7 0.5 0.9 0.2 0.1 0.1 0.4 1.6 0.7 0.6 0.5 0.6 16

Percent of time scattered 16.8 13.7 14.7 12.2 6.4 3.2 1.7 5.3 16.6 18.5 18.0 15.6 11.9 16

Percent of time broken 35.0 37.6 35.6 31.3 24.4 13.1 9.6 12.9 29.4 34.0 37.3 37.1 28.0 16

Percent of time overcast 44.5 44.8 46.9 53.4 65.1 71.1 67.9 60.8 48.6 45.5 42.5 44.6 53.0 16

PRECIPITATION (inches)

Mean amount 2.4 1.9 2.0 1.6 1.7 1.7 2.7 3.4 2.8 3.6 3.6 2.8 30.8 46

Greatest amount 5.6 5.0 4.8 3.9 5.4 4.9 8.7 9.3 5.0 8.5 7.9 6.0 43.9 46

Least amount 1.1 0.7 0.4 0.3 0.1 0.1 0.7 0.7 0.6 1.8 0.9 0.7 15.8 46

Maximum amount (24 hours) 1.3 2.1 1.4 1.5 1.4 1.8 1.8 2.2 2.0 5.2 2.4 1.5 5.2 46

Mean number of days 30 27 30 28 28 25 26 26 25 28 29 30 332 44

SNOW

Mean amount 15.6 14.2 12.8 4.9 1.2 0.0 0.0 0.0 T 0.8 8.4 16.2 74.2 44

Greatest amount 55.1 32.8 46.0 13.1 6.3 0.1 0.0 0.0 T 4.3 29.3 49.2 158.3 44

Least amount 0.5 1.1 2.1 0.1 T 0.0 0.0 0.0 0.0 0.0 0.7 3.2 29.8 44

Maximum amount (24 hours) 11.6 15.3 11.8 4.3 3.9 0.1 0.0 0.0 0.0 4.1 11.2 11.1 15.3 44

Mean number of days 28 26 28 23 12 0 0 0 0 7 21 26 171 44

WIND

Percentage with gales 4.5 5.5 3.6 2.4 0.7 0.3 0.0 0.1 0.7 2.9 7.4 6.8 2.9 16

Mean wind speed (knots) 16.6 17.3 16.8 15.7 13.5 12.1 10.8 11.8 12.8 14.6 17.7 17.6 14.8 16

Direction (percentage of observations)

North 14.6 15.3 15.7 12.8 14.3 14.1 7.6 9.4 13.0 12.8 11.5 13.9 12.9 16

North Northeast 8.1 11.8 9.6 5.3 6.5 5.5 4.2 2.6 4.2 5.2 4.7 7.9 6.3 16

Northeast 8.2 9.9 8.4 4.5 3.7 3.5 3.7 1.8 3.4 3.8 3.7 7.0 5.1 16

East Northeast 8.3 7.4 6.2 3.8 3.2 3.6 3.9 1.8 2.5 3.6 3.4 6.3 4.5 16

East 9.6 8.2 4.7 4.5 3.8 4.6 4.9 3.0 3.0 4.2 3.3 5.2 4.9 16

East Southeast 4.7 4.7 3.3 3.1 3.3 4.1 3.9 3.3 2.6 3.5 2.3 3.5 3.5 16

Southeast 4.2 4.3 3.7 3.9 3.4 4.2 4.1 4.2 2.5 3.2 2.2 2.2 3.5 16

South Southeast 3.4 4.3 3.3 3.9 3.9 4.3 5.6 4.7 3.6 4.7 4.5 3.1 4.1 16

South 4.7 5.2 5.2 6.8 5.8 8.4 9.1 11.1 8.6 7.0 7.5 4.5 7.0 16

South Southwest 4.2 4.3 5.9 7.5 6.7 8.6 11.1 11.4 7.7 7.3 7.5 4.9 7.3 16

Southwest 4.4 3.5 5.6 7.1 7.0 6.8 9.7 9.2 8.2 7.1 6.8 5.7 6.8 16

West Southwest 4.0 4.0 5.1 8.6 7.7 9.7 10.0 11.9 9.1 7.6 8.2 6.4 7.7 16

West 6.2 4.4 6.1 7.4 7.1 6.6 7.5 9.3 7.9 7.9 11.4 8.8 7.6 16

West Northwest 4.3 3.1 3.8 4.0 3.7 2.2 2.0 3.0 4.4 5.5 7.5 6.1 4.1 16

Northwest 4.3 3.4 5.3 7.2 8.4 5.6 4.4 5.6 8.2 7.5 7.2 6.9 6.2 16

North Northwest 4.7 4.9 6.0 8.2 10.4 6.7 5.9 5.8 8.6 6.9 7.1 6.2 6.8 16

Calm 2.2 1.4 2.0 1.6 1.2 1.6 2.6 2.0 2.5 2.2 1.0 1.4 1.8 16

Direction (mean speed, knots)

North 16.6 17.1 16.1 13.9 12.5 12.4 11.3 12.1 12.1 13.6 15.2 16.5 14.3 16

North Northeast 17.2 17.1 19.9 15.2 13.4 12.9 9.5 13.3 10.1 14.0 13.6 16.9 15.3 16

Northeast 18.5 17.6 18.4 14.7 11.5 12.1 10.3 12.9 13.1 14.4 16.1 17.6 15.8 16

East Northeast 16.6 16.8 17.5 16.0 11.2 11.3 11.3 12.2 12.2 16.9 16.1 18.3 15.5 16

East 16.4 18.8 17.2 15.6 12.1 11.1 12.1 11.2 12.1 15.4 17.0 16.1 15.1 16

East Southeast 18.4 20.8 18.1 15.2 12.2 10.1 10.0 9.9 11.8 13.6 18.6 17.9 14.8 16

Southeast 19.3 19.1 18.7 15.7 11.7 9.7 8.4 10.0 13.0 13.8 16.7 17.9 14.3 16

South Southeast 15.9 17.7 16.5 16.2 12.5 11.5 9.6 11.5 13.6 15.7 18.8 19.3 14.6 16

South 15.5 18.4 17.2 17.0 14.8 11.5 11.6 12.8 14.3 17.4 21.2 21.7 15.5 16

South Southwest 19.4 19.1 20.4 19.2 16.7 14.0 12.4 13.2 14.5 18.1 20.7 25.6 16.9 16

Southwest 20.3 20.4 19.6 19.6 16.2 13.8 11.6 13.2 16.3 18.7 21.2 22.6 17.1 16

West Southwest 19.3 22.1 19.8 18.9 15.8 13.6 11.4 12.1 14.5 16.4 21.8 21.5 16.4 16

West 16.0 16.4 16.5 14.0 12.5 10.6 9.0 9.9 9.8 12.1 18.8 17.0 13.6 16

West Northwest 12.4 11.1 11.6 11.7 13.1 14.4 8.5 10.4 12.2 11.7 13.5 11.8 12.1 16

Northwest 14.7 12.7 12.5 15.0 14.4 13.1 12.9 12.8 13.9 13.4 18.2 14.5 14.2 16

North Northwest 15.4 14.9 13.8 14.9 13.8 12.6 12.7 12.7 13.3 13.7 15.6 16.0 14.1 16

VISIBILITY

Mean number of days with fog 11 9 13 16 19 24 29 27 19 14 12 12 205 44

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
516 ■ Appendix B ■ Volume 9

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

ST. PAUL ISLAND, AK (57°10'N, 170°13'W) 20 feet (6.1 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1003.0 1006.2 1006.1 1009.8 1009.5 1010.1 1013.9 1010.9 1007.2 1005.4 1001.2 1000.6 1006.9 16

TEMPERATURE (°F)

Mean 26.4 22.8 24.3 28.3 35.4 41.6 46.4 48.1 44.8 38.2 33.3 29.0 35.0 47

Mean daily maximum 30.3 27.0 28.8 32.4 39.2 45.7 49.8 51.2 48.7 42.1 37.1 32.8 38.8 47

Mean daily minimum 22.0 18.1 19.3 23.7 31.1 37.0 42.4 44.5 40.4 33.8 29.1 24.7 30.6 47

Extreme (highest) 44 41 50 49 58 61 63 66 61 53 48 44 66 47

Extreme (lowest) -14 -16 -19 -8 8 16 28 29 22 12 4 -3 -19 47

RELATIVE HUMIDITY

Average percentage 83.6 84.4 85.3 85.4 88.1 90.1 93.5 92.9 88.2 82.8 81.9 83.0 86.6 21

CLOUD COVER

Percent of time clear 5.1 6.3 6.4 4.3 1.9 2.5 0.9 0.8 1.5 1.5 2.2 3.2 3.0 12

Percent of time scattered 13.4 12.2 13.6 11.8 5.6 5.7 2.9 3.1 11.3 14.2 15.7 13.5 10.4 12

Percent of time broken 17.3 18.5 15.6 18.4 11.4 11.1 6.5 8.6 17.3 23.2 23.0 18.4 15.9 12

Percent of time overcast 64.2 63.1 64.4 65.5 81.1 80.7 89.7 87.5 69.9 61.1 59.2 64.9 70.7 12

PRECIPITATION (inches)

Mean amount 1.7 1.3 1.2 1.1 1.2 1.2 2.0 3.1 2.8 2.9 2.7 2.0 23.6 47

Greatest amount 4.9 5.6 3.2 3.2 2.2 3.5 5.8 9.3 5.0 6.2 5.4 4.1 36.6 47

Least amount 0.2 0.0 0.0 0.0 0.5 0.0 0.3 0.1 0.6 0.9 0.8 0.6 9.8 47

Maximum amount (24 hours) 1.3 1.3 1.0 1.1 0.7 1.0 1.4 1.4 1.5 1.9 1.4 1.0 1.9 47

Mean number of days 27 24 27 26 26 23 27 28 27 29 28 28 320 42

SNOW

Mean amount 10.1 9.4 9.8 5.9 2.2 0.1 0.0 0.0 0.0 2.7 7.1 9.0 56.4 47

Greatest amount 35.7 55.7 31.4 15.7 12.7 1.6 0.0 0.0 1.0 12.5 27.3 19.0 158.5 47

Least amount 0.8 0.2 0.8 0.3 T 0.0 0.0 0.0 0.0 0.0 2.0 0.8 25.8 47

Maximum amount (24 hours) 13.8 13.5 10.4 10.0 3.4 1.0 0.0 0.0 1.0 9.3 11.8 6.9 13.8 47

Mean number of days 23 22 25 23 14 1 0 0 1 13 20 23 165 42

WIND

Percentage with gales 2.0 2.6 2.0 0.6 0.2 0.0 0.0 0.0 0.3 1.4 1.8 2.8 1.8 17

Mean wind speed (knots) 16.1 16.9 16.1 14.3 12.7 11.8 10.7 11.9 13.1 15.0 15.8 16.5 14.3 17

Direction (percentage of observations)

North 11.4 12.7 9.9 11.4 10.7 8.0 6.5 4.2 7.7 10.1 9.7 9.4 9.3 17

North Northeast 12.3 12.9 10.6 7.4 5.8 4.9 3.3 2.6 4.1 6.0 9.0 10.3 7.5 17

Northeast 8.5 10.9 9.9 6.2 7.5 8.1 5.7 2.5 4.5 4.4 5.5 7.6 6.7 17

East Northeast 8.3 10.2 10.3 5.7 6.9 7.9 5.0 3.4 3.9 4.1 4.6 7.2 6.4 17

East 8.4 8.2 7.8 5.5 6.4 7.8 5.2 4.1 4.6 4.4 4.9 7.2 6.2 17

East Southeast 6.7 7.8 5.5 4.7 5.6 7.7 6.7 4.6 4.4 3.9 4.5 5.1 5.5 17

Southeast 7.0 6.1 4.8 4.4 5.8 6.2 6.9 5.5 4.8 3.5 5.1 5.6 5.4 17

South Southeast 4.6 4.1 3.7 5.5 4.6 5.2 5.6 5.6 4.7 3.0 4.4 4.4 4.6 17

South 5.3 3.7 4.5 6.1 6.1 6.6 9.4 11.6 8.4 5.9 5.4 6.0 6.6 17

South Southwest 3.3 2.5 3.3 4.7 4.4 3.9 6.7 9.7 6.5 4.5 5.1 4.7 4.9 17

Southwest 3.0 2.1 2.8 4.0 3.7 3.8 7.1 11.0 5.8 5.1 6.4 4.5 5.0 17

West Southwest 2.4 2.1 3.1 4.8 4.8 4.6 8.0 9.9 5.4 5.6 5.2 3.4 4.9 17

West 2.7 2.1 3.1 3.8 3.8 3.9 5.7 6.8 6.5 7.7 6.5 3.8 4.7 17

West Northwest 3.0 2.0 4.2 4.8 4.5 4.5 5.4 6.3 6.5 8.8 6.4 4.9 5.2 17

Northwest 4.3 3.8 6.4 8.8 7.5 6.0 5.5 6.2 11.3 11.7 8.5 7.5 7.3 17

North Northwest 5.8 6.7 8.1 10.7 9.8 10.0 5.3 4.3 8.6 9.8 6.6 6.4 7.7 17

Calm 3.0 1.8 2.1 1.7 2.1 1.0 1.9 1.6 2.1 1.3 2.2 2.2 1.9 17

Direction (mean speed, knots)

North 16.8 18.9 16.1 14.5 13.0 11.5 11.0 11.3 13.1 13.6 15.5 15.8 14.7 17

North Northeast 18.2 18.6 16.1 14.5 13.9 12.2 11.9 12.1 13.7 15.1 15.6 17.2 15.9 17

Northeast 18.2 18.7 18.0 14.2 14.0 13.3 12.6 12.9 14.5 15.9 16.6 20.4 16.4 17

East Northeast 18.5 18.3 17.6 13.6 12.9 12.2 11.3 12.3 14.0 15.8 17.6 19.3 15.9 17

East 16.8 16.6 17.0 13.9 12.2 12.5 9.9 12.0 12.6 16.3 16.8 18.4 15.0 17

East Southeast 16.1 17.1 16.8 16.0 12.1 11.5 10.3 11.9 13.4 17.3 17.5 17.5 14.7 17

Southeast 16.5 15.5 16.3 14.9 13.0 12.1 10.3 12.3 13.4 18.0 17.7 18.7 14.8 17

South Southeast 15.6 15.7 16.5 14.2 12.2 10.6 9.7 11.1 15.5 18.5 18.3 16.5 14.3 17

South 15.0 14.8 14.4 13.4 12.4 10.2 9.6 11.4 13.4 16.1 16.7 15.8 13.2 17

South Southwest 15.3 15.1 15.1 14.6 12.9 11.4 10.4 12.0 13.2 15.8 17.3 16.4 13.8 17

Southwest 17.1 14.5 16.5 14.8 13.6 13.2 11.1 12.7 12.8 15.4 16.6 16.0 14.2 17

West Southwest 15.0 12.6 16.4 13.1 12.8 11.7 10.9 12.5 12.7 16.0 16.5 15.6 13.6 17

West 12.2 11.5 12.1 11.8 10.6 11.0 11.0 11.9 11.2 13.6 13.8 12.2 12.1 17

West Northwest 12.9 14.6 13.8 12.6 12.6 10.6 11.1 12.2 11.7 13.1 14.0 13.9 12.7 17

Northwest 14.3 17.0 17.9 16.0 13.6 12.5 12.6 13.5 14.2 14.8 15.7 15.6 14.8 17

North Northwest 16.5 18.3 16.2 16.7 13.9 12.7 12.0 12.7 15.1 15.1 15.3 16.4 15.2 17

VISIBILITY

Mean number of days with fog 12 11 13 15 22 26 29 27 17 11 11 11 205 42

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 517

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

BETHEL, AK (60°47'N, 161°48'W) 125 feet (38.1 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1007.2 1009.5 1009.1 1010.1 1010.0 1011.7 1013.8 1010.8 1007.1 1004.7 1003.6 1004.2 1008.5 30

TEMPERATURE (°F)

Mean 6.7 6.9 13.3 24.5 40.8 51.2 55.3 53.2 45.3 30.2 17.6 7.9 29.6 47

Mean daily maximum 12.7 13.3 21.1 32.2 48.9 59.2 62.4 59.3 51.8 35.6 23.3 13.9 36.3 47

Mean daily minimum -0.6 -0.8 4.6 16.3 32.2 42.7 47.8 46.5 38.4 24.3 11.1 0.8 22.1 47

Extreme (highest) 48 46 48 58 80 86 86 84 72 65 48 45 86 47

Extreme (lowest) -48 -39 -42 -31 -5 28 31 28 18 -5 -24 -44 -48 47

RELATIVE HUMIDITY

Average percentage 78.0 75.9 79.1 80.0 77.0 75.4 80.8 85.9 84.4 84.3 82.9 78.8 80.3 31

CLOUD COVER

Percent of time clear 25.6 31.2 27.2 20.9 8.8 4.5 3.5 3.3 7.2 13.6 18.4 21.0 15.2 30

Percent of time scattered 14.1 12.7 14.0 15.8 14.0 15.0 12.4 8.6 11.8 14.2 14.3 14.4 13.4 30

Percent of time broken 14.5 13.5 13.7 17.1 22.6 25.9 20.7 16.9 20.3 17.3 14.4 14.6 17.6 30

Percent of time overcast 45.8 42.6 45.0 46.0 54.6 54.6 63.4 71.2 60.7 54.9 52.9 50.0 53.8 30

PRECIPITATION (inches)

Mean amount 0.7 0.6 0.8 0.6 0.8 1.4 2.0 3.3 2.3 1.4 1.1 1.1 16.5 47

Greatest amount 6.4 3.6 3.4 3.8 2.2 3.3 5.3 12.3 5.2 2.7 4.1 6.1 39.4 47

Least amount 0.0 T T 0.0 0.0 0.2 0.4 0.9 0.4 0.1 0.0 0.0 7.2 47

Maximum amount (24 hours) 1.7 0.9 1.2 0.9 0.7 1.3 3.1 2.3 1.9 1.3 1.1 1.1 3.1 47

Mean number of days 20 18 20 20 21 21 23 26 23 23 22 22 259 44

SNOW

Mean amount 7.5 6.7 9.2 4.9 1.7 0.1 0.0 0.0 0.3 3.9 8.9 10.2 53.4 47

Greatest amount 57.4 35.8 36.1 14.3 6.2 2.2 0.0 0.0 4.8 12.8 34.7 47.0 149.5 47

Least amount 0.3 T T 0.3 0.0 0.0 0.0 0.0 0.0 T 1.8 0.4 21.4 47

Maximum amount (24 hours) 17.6 11.3 12.7 4.4 4.0 1.2 0.0 0.0 4.8 6.0 9.3 8.3 17.6 47

Mean number of days 19 17 20 18 8 1 0 0 2 16 20 21 142 44

WIND

Percentage with gales 0.2 0.3 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 1.2 31

Mean wind speed (knots) 11.9 12.3 11.5 10.3 9.6 9.2 8.9 9.4 9.8 10.2 10.8 11.3 10.4 31

Direction (percentage of observations)

North 10.9 12.9 10.3 10.0 7.6 5.2 4.7 4.0 6.8 10.0 8.7 8.9 8.3 31

North Northeast 18.8 19.8 15.7 8.3 4.4 2.8 2.9 3.4 6.5 12.1 16.9 17.7 10.7 31

Northeast 20.9 18.5 13.8 7.0 3.9 3.1 2.7 4.3 8.6 11.6 16.0 18.4 10.7 31

East Northeast 7.4 5.7 5.1 4.0 5.2 3.3 2.9 3.9 6.8 6.0 7.3 7.1 5.4 31

East 4.6 3.9 4.6 5.1 6.7 5.5 3.8 4.7 6.3 4.1 4.7 4.7 4.9 31

East Southeast 4.0 3.3 3.8 4.4 6.5 5.5 3.4 4.3 5.1 3.6 3.8 3.2 4.3 31

Southeast 3.1 3.0 3.5 3.2 5.1 4.3 3.4 4.1 4.2 3.5 3.7 3.4 3.7 31

South Southeast 3.7 3.9 4.5 4.5 5.2 4.6 4.3 6.8 6.2 5.3 4.5 4.8 4.9 31

South 4.8 5.5 6.2 7.4 9.1 8.4 10.8 12.3 8.7 6.7 8.0 6.5 7.9 31

South Southwest 2.4 3.0 4.0 3.6 6.9 9.0 13.4 13.3 6.7 3.9 3.7 3.4 6.2 31

Southwest 1.7 2.4 3.2 3.4 4.8 8.2 11.0 9.9 5.2 3.4 2.4 2.3 4.9 31

West Southwest 1.6 1.8 2.4 3.1 3.7 6.6 7.0 5.9 4.4 3.2 2.3 1.9 3.7 31

West 1.3 1.5 2.5 3.6 4.1 5.6 5.3 5.1 3.5 3.3 2.3 1.7 3.3 31

West Northwest 2.3 2.8 3.8 6.5 6.4 7.2 6.4 5.3 5.0 5.0 2.9 3.0 4.7 31

Northwest 3.8 5.3 8.3 13.2 11.3 11.7 9.1 5.9 7.0 8.0 4.8 4.6 7.7 31

North Northwest 5.5 5.8 6.1 10.5 7.5 7.3 6.9 4.5 6.9 8.1 5.2 5.7 6.6 31

Calm 3.6 1.4 2.1 2.2 1.3 1.5 2.1 2.3 2.0 2.2 3.1 3.2 2.3 31

Direction (mean speed, knots)

North 10.4 11.3 10.0 9.5 8.6 8.0 7.3 7.5 8.7 9.6 9.2 9.8 9.5 31

North Northeast 14.5 14.6 13.4 11.4 9.2 8.6 8.2 8.7 9.8 12.0 13.2 13.6 12.8 31

Northeast 14.0 13.7 13.4 11.2 8.8 8.1 7.6 8.4 10.2 11.7 12.4 12.9 12.3 31

East Northeast 10.5 10.8 10.1 9.8 9.1 8.7 7.7 8.4 9.8 9.9 10.5 10.0 9.8 31

East 9.5 9.2 9.5 8.9 9.1 9.0 7.4 7.3 8.1 8.3 8.7 9.0 8.7 31

East Southeast 11.3 11.2 10.2 9.4 9.4 9.1 7.4 7.7 8.4 9.3 10.2 11.3 9.5 31

Southeast 11.9 12.1 11.1 9.7 9.7 9.0 8.0 8.2 9.1 9.6 10.1 11.2 9.8 31

South Southeast 14.5 14.1 13.3 13.3 11.5 10.4 10.0 11.3 11.5 11.5 12.5 13.1 12.1 31

South 13.5 13.9 12.9 12.2 11.7 10.3 10.5 12.1 11.8 11.1 11.4 12.8 11.8 31

South Southwest 13.7 13.8 12.8 11.4 11.2 10.4 11.1 11.8 11.9 11.3 11.6 12.5 11.6 31

Southwest 10.6 12.1 10.1 10.6 10.3 9.5 9.2 9.7 10.2 11.0 10.8 10.3 10.0 31

West Southwest 10.3 10.5 10.9 9.5 8.8 8.8 8.6 9.0 8.9 9.0 9.0 10.0 9.1 31

West 7.9 9.0 9.3 8.3 8.5 8.4 8.3 8.2 8.2 8.9 8.1 8.7 8.4 31

West Northwest 9.3 10.1 11.8 10.6 9.7 9.3 8.8 9.2 9.6 10.0 10.4 9.9 9.8 31

Northwest 10.2 9.9 11.6 11.0 10.0 10.4 9.3 8.8 10.3 10.2 10.3 9.9 10.2 31

North Northwest 9.7 10.4 9.9 10.1 9.2 9.1 8.7 7.7 10.1 9.4 9.3 10.4 9.5 31

VISIBILITY

Mean number of days with fog 14 10 13 13 11 11 16 20 14 13 13 13 161 44

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
518 ■ Appendix B ■ Volume 9

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

NOME, AK (64°30'N, 165°26'W) 13 feet (4 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1010.0 1012.8 1011.8 1012.1 1011.3 1011.7 1012.2 1009.3 1007.8 1005.1 1006.3 1007.0 1009.7 34

TEMPERATURE (°F)

Mean 6.7 4.8 8.6 18.8 36.3 46.3 51.4 50.1 42.5 28.5 16.4 7.1 26.7 47

Mean daily maximum 13.8 12.4 17.0 26.3 42.4 53.0 57.2 55.6 48.4 34.0 22.6 14.1 33.3 47

Mean daily minimum -1.6 -4.2 -0.8 10.6 29.6 39.1 45.0 44.1 36.1 22.4 9.6 -1.1 19.3 47

Extreme (highest) 43 48 43 51 78 81 86 83 71 59 45 43 86 47

Extreme (lowest) -54 -42 -46 -30 -11 23 30 26 9 -10 -39 -41 -54 47

RELATIVE HUMIDITY

Average percentage 75.2 72.8 73.0 77.1 77.4 77.7 83.0 83.9 79.4 77.7 76.7 74.7 77.4 34

CLOUD COVER

Percent of time clear 33.6 38.2 34.8 27.0 16.7 13.8 8.8 6.5 11.7 18.8 25.3 29.5 21.8 34

Percent of time scattered 11.2 11.8 13.1 14.5 16.1 19.5 15.0 12.9 14.6 15.8 12.6 12.7 14.2 34

Percent of time broken 9.9 10.1 11.0 13.3 17.4 21.1 17.0 16.7 17.8 16.5 12.4 11.1 14.5 34

Percent of time overcast 45.3 39.9 41.1 45.3 49.7 45.5 59.2 63.9 55.9 48.9 49.7 46.7 46.4 34

PRECIPITATION (inches)

Mean amount 0.8 0.6 0.6 0.6 0.6 1.0 2.1 3.2 2.4 1.4 1.0 0.8 15.7 47

Greatest amount 2.1 2.1 1.9 2.1 2.0 4.1 4.6 7.8 7.4 3.8 4.3 2.1 24.2 47

Least amount T T T 0.0 0.0 0.0 0.2 0.4 0.3 T 0.0 0.0 7.4 47

Maximum amount (24 hours) 1.0 0.5 0.5 0.6 0.7 1.3 1.6 2.3 1.2 1.5 0.8 0.6 2.3 47

Mean number of days 18 14 17 17 16 16 20 21 19 19 20 18 215 47

SNOW

Mean amount 9.3 6.7 7.4 6.7 2.1 0.1 0.0 0.0 0.5 4.7 11.3 9.9 58.7 47

Greatest amount 23.7 23.2 19.7 23.3 10.0 2.5 0.0 0.1 3.5 13.6 30.9 29.7 101.9 47

Least amount T T T 0.1 0.0 0.0 0.0 0.0 0.0 T 0.4 1.1 18.6 47

Maximum amount (24 hours) 7.0 7.9 5.0 6.3 4.6 1.7 0.0 0.1 2.4 5.8 8.6 7.8 8.6 47

Mean number of days 18 14 17 16 10 1 0 0 3 15 19 18 131 47

WIND

Percentage with gales 0.6 0.5 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.2 0.3 1.9 34

Mean wind speed (knots) 9.9 9.4 8.6 8.9 8.8 8.3 8.3 9.2 9.8 9.5 10.0 9.2 9.2 34

Direction (percentage of observations)

North 10.0 10.1 10.9 10.2 8.9 5.5 4.2 7.0 12.8 14.7 13.3 12.5 10.0 34

North Northeast 8.7 8.3 9.1 6.3 5.9 2.8 1.9 3.5 7.8 8.9 8.7 8.3 6.7 34

Northeast 12.3 12.2 12.1 8.7 6.9 3.1 2.6 4.0 9.6 11.4 12.4 11.0 8.8 34

East Northeast 12.7 11.6 11.1 9.8 6.9 3.0 3.1 4.9 7.9 10.4 14.8 13.8 9.2 34

East 16.8 13.5 12.0 11.7 9.5 4.3 4.5 5.5 6.8 7.3 13.0 14.6 9.9 34

East Southeast 4.4 5.0 3.9 5.3 7.6 5.7 4.6 5.5 4.4 3.4 4.2 4.3 4.9 34

Southeast 2.5 3.0 2.8 3.6 6.3 6.4 6.8 6.7 4.4 3.6 2.6 2.1 4.2 34

South Southeast 1.4 1.9 1.4 3.1 3.9 4.9 6.1 5.2 4.5 2.9 1.4 1.4 3.2 34

South 1.5 2.2 1.6 3.8 4.4 6.1 8.6 7.5 4.3 3.2 1.3 1.5 3.8 34

South Southwest 0.9 1.2 1.1 2.3 3.6 5.5 8.4 8.0 3.6 1.8 1.0 0.7 3.2 34

Southwest 1.2 1.0 1.4 4.1 6.1 9.5 10.9 9.4 4.6 1.9 1.3 0.9 4.4 34

West Southwest 1.2 1.1 1.9 3.1 7.0 15.1 12.7 8.2 4.0 1.7 1.0 0.9 4.8 34

West 2.1 2.9 3.1 4.6 6.3 11.3 9.4 5.7 3.4 2.2 1.5 1.9 4.5 34

West Northwest 2.9 3.0 3.6 4.5 3.7 5.3 5.2 5.2 4.8 4.7 3.4 2.9 4.1 34

Northwest 3.9 4.4 4.6 5.1 3.6 4.3 4.7 5.3 6.3 8.1 6.1 4.9 5.1 34

North Northwest 5.2 6.1 6.4 6.2 5.6 4.0 3.1 5.2 7.3 9.5 7.5 7.1 6.1 34

Calm 12.1 12.6 13.2 7.6 3.8 3.6 3.2 3.3 3.7 4.4 6.6 11.5 7.1 34

Direction (mean speed, knots)

North 7.8 7.8 7.9 7.8 8.5 7.4 6.5 7.3 8.5 7.8 7.4 7.5 7.8 34

North Northeast 11.3 11.2 11.4 10.6 11.5 9.4 6.7 8.2 10.5 9.5 9.4 9.7 10.3 34

Northeast 12.5 12.3 11.6 12.1 11.5 9.6 7.1 8.8 10.4 9.5 11.2 11.1 11.1 34

East Northeast 13.3 13.4 12.5 12.1 11.0 9.1 8.2 9.7 10.6 10.7 12.6 13.0 12.0 34

East 14.1 13.5 11.3 11.6 10.5 8.8 8.2 9.5 10.7 10.9 14.0 13.9 12.2 34

East Southeast 12.5 11.2 10.7 10.4 10.6 9.9 9.5 11.5 12.4 13.9 13.6 12.3 11.4 34

Southeast 10.0 9.7 8.5 9.8 9.0 9.1 9.4 11.0 12.2 15.2 14.1 11.1 10.5 34

South Southeast 11.7 9.8 8.1 10.1 8.3 7.5 9.1 10.2 12.9 15.7 13.5 12.1 10.4 34

South 10.8 9.7 7.2 9.0 7.1 6.6 8.4 9.7 10.6 13.3 12.6 9.5 9.1 34

South Southwest 11.4 11.5 9.0 9.3 7.4 6.6 9.1 10.9 12.0 13.5 13.5 10.5 9.7 34

Southwest 9.5 8.9 9.5 10.1 8.0 7.7 8.3 10.5 10.9 14.3 15.3 8.2 9.4 34

West Southwest 9.3 9.2 8.7 7.6 8.6 10.3 10.0 10.0 11.1 11.8 11.3 9.0 9.8 34

West 8.0 8.2 7.4 6.6 7.9 10.2 9.7 9.4 9.4 8.0 7.1 6.5 8.7 34

West Northwest 8.4 8.6 8.3 7.8 7.8 8.4 8.0 8.6 9.1 8.7 8.4 7.4 8.3 34

Northwest 6.9 7.2 7.0 7.3 7.0 6.8 6.9 8.5 8.5 8.2 7.7 6.7 7.5 34

North Northwest 7.4 6.7 6.8 6.4 7.0 7.4 6.2 7.2 8.1 7.3 6.5 6.8 7.0 34

VISIBILITY

Mean number of days with fog 10 7 9 9 10 12 16 15 8 7 8 9 120 47

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 519

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

KOTZEBUE, AK (66°52'N, 162°38'W) 10 feet (3 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1013.8 1016.1 1014.2 1014.2 1012.9 1011.9 1012.0 1009.8 1009.3 1007.8 1009.6 1010.6 1011.9 34

TEMPERATURE (°F)

Mean -1.3 -4.0 0.8 12.4 31.7 44.2 54.0 52.0 41.8 23.5 8.5 -1.2 22.0 47

Mean daily maximum 4.5 2.3 8.5 20.9 38.1 50.0 59.2 56.6 46.5 28.0 13.4 4.4 27.8 47

Mean daily minimum -8.7 -12.0 -8.3 2.9 24.7 38.0 48.4 46.9 36.5 18.4 2.5 -8.4 15.2 47

Extreme (highest) 39 40 39 48 70 85 85 80 69 51 38 37 85 47

Extreme (lowest) -49 -52 -48 -31 -12 24 30 29 13 -19 -36 -47 -52 47

RELATIVE HUMIDITY

Average percentage 73.0 72.3 72.4 78.0 82.4 83.3 81.7 83.2 80.5 80.8 77.0 75.0 78.4 34

CLOUD COVER

Percent of time clear 34.7 40.4 36.2 29.8 20.0 15.1 9.9 8.0 14.4 21.4 28.9 32.8 24.1 34

Percent of time scattered 14.2 13.8 16.0 16.8 17.7 21.0 17.6 13.5 14.2 14.2 13.2 14.0 15.5 34

Percent of time broken 11.6 9.8 11.7 14.3 18.2 22.9 21.0 18.0 17.3 13.8 12.7 11.0 15.2 34

Percent of time overcast 39.4 36.0 36.1 39.0 44.1 40.9 51.5 60.4 54.1 50.6 45.2 42.2 45.2 34

PRECIPITATION (inches)

Mean amount 0.4 0.3 0.3 0.3 0.3 0.5 1.4 2.0 1.5 0.7 0.5 0.4 9.2 47

Greatest amount 1.7 1.2 1.2 1.4 1.0 1.4 3.5 5.1 4.3 3.2 2.2 1.4 14.7 47

Least amount T 0.0 T 0.0 T 0.0 0.0 0.0 0.0 0.0 0.0 T 5.0 47

Maximum amount (24 hours) 0.6 0.6 0.3 0.4 0.4 0.7 0.9 1.4 1.6 0.8 0.5 0.4 1.6 47

Mean number of days 16 13 15 15 14 13 16 20 18 17 18 17 192 47

SNOW

Mean amount 6.3 5.1 6.1 4.8 1.6 0.1 0.0 0.0 1.2 6.8 8.8 8.1 49.0 47

Greatest amount 23.9 14.0 21.9 18.1 12.0 2.4 0.1 0.3 7.4 18.0 24.3 23.6 88.0 47

Least amount T 0.0 T 0.3 0.0 0.0 0.0 0.0 0.0 0.5 1.1 1.2 21.1 47

Maximum amount (24 hours) 8.1 6.8 6.6 4.6 3.5 2.1 0.1 0.2 5.0 7.3 6.2 11.0 11.0 47

Mean number of days 16 13 15 15 9 2 0 0 4 15 18 17 124 47

WIND

Percentage with gales 1.6 1.8 0.8 0.5 0.0 0.0 0.0 0.0 0.1 0.3 1.4 1.7 1.7 34

Mean wind speed (knots) 12.1 11.6 10.2 10.3 9.5 10.3 10.9 11.4 11.4 11.6 12.1 11.7 11.1 34

Direction (percentage of observations)

North 4.3 5.4 4.3 4.1 4.0 2.8 2.8 3.9 8.5 9.8 6.2 5.2 5.1 34

North Northeast 5.4 5.2 5.7 4.7 4.0 1.9 1.8 2.9 5.8 9.0 7.2 6.9 5.1 34

Northeast 11.5 9.9 9.6 7.2 6.6 2.4 2.1 3.3 6.4 11.1 11.9 13.2 7.9 34

East Northeast 10.3 10.3 10.1 7.0 6.0 2.1 2.7 4.2 8.4 12.8 16.1 13.9 8.7 34

East 18.4 15.2 13.9 8.5 7.8 2.6 3.8 6.5 12.0 14.5 19.8 20.5 12.0 34

East Southeast 20.2 16.0 13.5 12.5 8.7 3.2 4.8 9.3 14.0 16.4 19.5 15.9 12.8 34

Southeast 3.8 3.9 3.7 5.1 5.0 3.8 6.2 8.1 6.0 4.4 3.1 3.3 4.7 34

South Southeast 1.8 2.4 1.8 3.7 3.8 3.5 5.0 5.8 3.6 1.9 1.2 1.1 3.0 34

South 1.5 2.0 2.1 2.9 3.5 3.9 6.0 5.8 2.6 1.4 0.9 1.0 2.8 34

South Southwest 1.1 1.7 2.3 3.2 3.2 3.9 5.1 4.0 1.9 0.9 0.6 0.9 2.4 34

Southwest 2.0 2.4 3.3 4.2 4.9 6.6 6.5 4.5 3.0 1.8 1.0 1.3 3.5 34

West Southwest 1.9 3.3 4.9 6.2 7.8 11.2 8.0 5.8 3.1 1.8 0.9 1.6 4.7 34

West 3.6 5.0 6.9 9.5 12.8 22.8 16.2 11.0 5.0 1.9 1.5 3.1 8.2 34

West Northwest 4.8 5.6 7.7 11.0 12.9 20.6 19.9 13.9 7.0 2.1 1.9 3.1 9.2 34

Northwest 3.5 3.1 3.0 3.5 3.7 5.0 5.6 6.0 6.1 3.4 2.7 2.9 4.0 34

North Northwest 2.9 3.4 2.6 2.7 2.6 2.5 2.3 3.5 5.5 5.8 3.8 3.2 3.4 34

Calm 3.5 5.3 4.4 3.9 3.0 1.4 1.4 1.3 1.2 1.2 2.2 3.1 2.6 34

Direction (mean speed, knots)

North 8.8 9.3 8.0 8.2 7.0 7.8 7.4 9.0 10.0 10.6 8.4 8.6 8.9 34

North Northeast 7.1 7.4 7.3 7.4 6.7 6.9 7.8 7.4 8.4 8.1 7.5 6.9 7.5 34

Northeast 6.8 7.3 7.1 7.5 7.3 7.3 7.6 7.2 8.4 7.3 7.3 6.4 7.2 34

East Northeast 8.5 8.4 8.3 9.2 9.3 8.8 8.9 9.2 10.9 9.2 9.0 8.5 9.0 34

East 15.3 16.0 13.7 13.3 12.4 10.9 9.7 11.1 12.7 13.6 15.7 16.1 14.3 34

East Southeast 17.6 17.9 15.8 15.3 12.6 10.8 11.1 12.4 13.0 15.5 17.6 18.1 15.7 34

Southeast 13.2 13.3 11.8 13.3 12.2 11.3 12.1 12.9 12.7 14.1 14.1 14.3 12.9 34

South Southeast 14.0 13.2 9.4 13.4 11.7 11.2 12.0 13.3 12.4 14.4 12.8 12.9 12.5 34

South 10.4 9.4 6.6 8.9 8.7 9.3 10.5 11.6 12.1 12.2 10.3 7.6 10.0 34

South Southwest 11.1 8.8 7.3 7.5 7.9 8.3 10.5 11.5 10.9 13.8 12.0 8.4 9.5 34

Southwest 11.1 8.8 6.5 7.3 7.5 7.7 10.0 11.5 13.0 13.8 13.4 11.2 9.5 34

West Southwest 11.3 10.1 8.8 8.7 7.9 9.0 10.4 11.4 12.2 14.6 13.6 10.8 9.9 34

West 11.6 12.5 11.0 10.3 9.8 11.9 12.2 11.9 11.0 12.5 14.1 12.0 11.5 34

West Northwest 14.8 13.6 13.2 11.8 11.7 12.8 12.8 13.3 12.8 12.9 13.6 13.7 12.9 34

Northwest 12.1 11.6 10.6 9.8 8.6 9.1 9.9 11.6 12.2 12.6 13.6 13.5 11.2 34

North Northwest 11.0 9.8 8.7 8.7 8.1 7.6 8.1 10.6 11.6 12.0 10.9 10.3 10.2 34

VISIBILITY

Mean number of days with fog 7 7 8 9 10 11 9 9 7 6 5 7 95 47

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
520 ■ Appendix B ■ Volume 9

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

BARROW, AK (71°18'N, 156°47'W) 31 feet (9.4 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1019.4 1021.2 1020.8 1019.3 1018.3 1014.7 1013.5 1011.9 1012.7 1012.2 1015.6 1017.0 1016.3 30

TEMPERATURE (°F)

Mean -12.9 -17.0 -13.7 -0.3 19.7 34.2 39.6 38.4 30.8 14.9 -0.7 -10.7 10.4 47

Mean daily maximum -7.6 -12.1 -8.5 5.9 24.4 38.2 45.2 42.8 33.9 19.3 4.2 -5.9 15.2 47

Mean daily minimum -20.3 -24.2 -21.2 -8.2 14.6 29.7 33.6 33.4 27.1 9.7 -7.1 -17.7 4.3 47

Extreme (highest) 36 36 33 38 46 71 79 76 62 43 37 32 79 47

Extreme (lowest) -53 -56 -52 -38 -19 4 25 21 1 -32 -38 -51 -56 47

RELATIVE HUMIDITY

Average percentage 68.1 67.1 66.7 73.5 85.6 88.9 89.3 91.4 90.0 84.8 76.8 70.2 79.7 31

CLOUD COVER

Percent of time clear 36.5 36.5 38.7 31.0 10.7 6.5 7.5 2.7 2.1 6.2 22.5 34.2 19.3 30

Percent of time scattered 18.7 18.1 17.6 15.4 8.4 11.2 12.9 7.3 4.9 9.0 17.5 17.1 13.1 30

Percent of time broken 11.6 12.5 13.3 12.6 9.7 16.7 19.2 13.7 11.3 13.0 13.1 10.9 13.1 30

Percent of time overcast 33.1 33.0 30.3 41.0 71.1 65.5 60.4 76.3 81.7 71.8 46.9 37.8 54.5 30

PRECIPITATION (inches)

Mean amount 0.1 0.1 0.1 0.1 0.1 0.3 0.8 1.0 0.6 0.4 0.2 0.1 4.5 47

Greatest amount 1.0 0.8 1.4 1.3 0.5 1.1 3.1 2.8 1.5 1.4 1.1 0.7 9.7 47

Least amount T T T T T 0.0 0.0 0.0 0.0 0.1 T 0.0 1.7 47

Maximum amount (24 hours) 0.4 0.3 0.7 0.4 0.2 0.8 1.2 0.8 0.5 0.4 0.3 0.2 1.2 47

Mean number of days 18 17 18 18 24 21 19 24 26 26 21 20 252 47

SNOW

Mean amount 2.2 2.1 2.0 2.4 1.9 0.7 0.3 0.8 4.1 6.6 3.4 2.2 28.6 47

Greatest amount 11.9 8.8 15.8 15.4 7.4 4.1 3.5 4.0 16.2 15.1 12.8 9.2 62.1 47

Least amount T T T T 0.1 T 0.0 0.0 0.1 2.2 0.1 0.1 13.1 47

Maximum amount (24 hours) 4.7 3.0 7.0 4.2 3.8 3.2 2.9 2.1 5.1 5.1 3.9 2.6 7.0 47

Mean number of days 18 17 18 18 23 13 5 10 22 26 21 20 211 47

WIND

Percentage with gales 0.3 0.1 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.2 0.1 2.3 30

Mean wind speed (knots) 10.8 10.1 10.0 10.2 10.8 10.3 10.3 11.1 11.6 11.8 11.4 10.5 10.8 30

Direction (percentage of observations)

North 3.1 4.6 4.9 4.3 2.9 5.0 5.3 5.2 4.2 3.1 2.5 2.7 4.0 30

North Northeast 3.4 2.6 5.1 5.1 3.6 4.4 4.9 4.2 3.6 3.4 2.6 3.7 3.9 30

Northeast 12.8 10.5 14.8 15.3 12.3 9.5 8.0 7.5 9.4 11.5 14.3 13.6 11.6 30

East Northeast 17.3 13.5 16.9 17.9 22.1 16.6 13.6 11.6 16.8 17.4 21.3 21.3 17.2 30

East 11.0 12.2 10.8 12.0 18.1 18.1 14.7 14.5 13.7 13.0 14.0 12.8 13.7 30

East Southeast 8.2 7.4 5.7 6.8 10.2 8.0 6.4 8.1 8.7 8.7 7.4 6.1 7.6 30

Southeast 4.3 4.0 3.9 4.7 5.1 4.0 3.3 4.7 5.4 6.8 5.2 4.6 4.7 30

South Southeast 2.7 2.3 2.0 2.9 2.0 2.2 2.5 3.0 3.8 5.3 4.3 2.2 3.0 30

South 4.6 4.2 3.4 4.6 3.1 2.5 2.7 3.2 5.2 6.9 6.1 3.9 4.2 30

South Southwest 5.0 4.2 4.1 3.7 2.9 1.9 2.8 3.2 3.2 3.9 3.8 3.5 3.5 30

Southwest 4.3 5.2 4.6 4.1 3.4 4.6 6.2 5.2 3.4 2.4 2.1 3.7 4.1 30

West Southwest 5.0 5.4 5.2 3.8 3.4 6.5 9.3 8.2 4.2 2.1 2.5 4.3 5.0 30

West 5.5 7.8 5.9 4.2 3.0 5.4 7.2 6.9 5.0 3.1 3.1 5.6 5.2 30

West Northwest 4.5 6.1 4.8 3.1 2.0 4.1 5.2 5.3 4.9 3.7 3.9 4.2 4.3 30

Northwest 3.9 4.5 3.5 3.7 2.6 3.6 3.9 4.9 4.3 4.3 3.3 3.4 3.8 30

North Northwest 3.0 3.6 3.3 3.0 2.4 3.3 3.5 3.7 3.0 3.8 2.6 2.6 3.1 30

Calm 1.7 1.9 1.2 1.0 0.9 0.5 0.7 0.6 1.0 0.9 1.3 2.1 1.1 30

Direction (mean speed, knots)

North 8.1 7.2 7.8 7.5 7.9 7.3 7.2 7.3 8.5 9.9 9.0 7.6 7.8 30

North Northeast 9.1 7.8 9.3 9.0 8.8 8.5 8.5 9.3 10.2 11.4 9.9 8.4 9.2 30

Northeast 10.7 9.8 10.3 11.0 10.8 10.0 10.3 11.5 11.6 12.4 11.6 10.8 10.9 30

East Northeast 12.1 11.3 11.7 11.8 12.6 11.7 11.7 12.8 13.4 13.9 13.3 12.2 12.4 30

East 12.5 11.3 11.4 11.0 12.0 12.5 12.2 13.2 12.8 12.1 12.2 11.6 12.1 30

East Southeast 12.8 12.1 11.4 11.8 11.8 11.6 11.2 12.5 11.9 10.9 10.6 11.1 11.7 30

Southeast 10.1 9.5 9.6 9.7 10.2 9.9 10.5 10.3 9.8 10.4 9.3 9.7 9.9 30

South Southeast 8.7 7.6 7.7 9.2 8.4 8.8 10.0 9.7 9.5 9.2 8.3 8.1 8.9 30

South 9.0 8.0 7.5 8.3 7.9 7.8 9.8 9.4 9.2 9.7 8.6 7.2 8.6 30

South Southwest 9.7 10.4 8.7 9.7 9.2 9.6 11.1 11.4 12.0 11.0 11.5 9.4 10.3 30

Southwest 9.8 10.6 9.2 9.7 9.8 10.3 11.0 11.6 11.9 12.6 14.1 10.4 10.7 30

West Southwest 11.9 11.3 9.9 9.4 10.5 10.0 11.0 11.4 12.7 12.8 12.1 11.4 11.1 30

West 12.3 11.2 10.6 10.2 9.5 9.8 9.9 10.8 12.6 13.9 12.5 11.2 11.1 30

West Northwest 10.6 11.2 10.6 9.9 9.1 8.6 8.8 10.5 13.3 14.3 13.6 12.0 11.1 30

Northwest 9.4 9.7 8.6 9.1 8.0 8.2 7.8 9.0 11.2 12.7 12.0 9.3 9.6 30

North Northwest 8.9 8.5 7.5 7.6 8.4 7.9 7.7 8.7 9.6 11.0 10.2 8.4 8.7 30

VISIBILITY

Mean number of days with fog 14 14 13 14 20 22 23 24 20 17 15 14 210 47

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
■ Appendix B ■ 521

CLIMATOLOGICAL TABLES

T = trace (not measurable) amount of precipitation

Miss or blank is a missing value

BARTER ISLAND, AK (70°08'N, 143°38'W) 39 feet (11.9 m)

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC YEAR YEARS OF 

RECORD

SEA LEVEL PRESSURE*

Mean (millibars) 1019.8 1020.1 1020.7 1018.7 1018.2 1014.1 1013.4 1012.1 1012.5 1012.0 1014.4 1016.2 1015.9 22

TEMPERATURE (°F)

Mean -12.9 -19.1 -14.4 -0.8 21.1 34.6 40.3 39.4 32.0 15.5 0.0 -10.8 10.6 39

Mean daily maximum -7.6 -14.0 -8.7 6.5 26.2 38.4 45.3 43.8 35.4 20.3 5.1 -5.7 15.7 39

Mean daily minimum -20.4 -26.5 -22.5 -9.6 15.5 30.3 34.8 34.5 27.9 10.1 -6.7 -18.3 4.3 40

Extreme (highest) 39 37 36 43 52 68 78 72 66 46 37 37 78 39

Extreme (lowest) -54 -59 -51 -44 -16 13 24 20 4 -26 -44 -51 -59 40

RELATIVE HUMIDITY

Average percentage 68.7 68.6 67.7 72.7 84.0 89.1 89.0 90.7 89.5 83.9 74.5 70.3 79.4 22

CLOUD COVER

Percent of time clear 32.1 31.1 33.4 24.4 9.9 8.2 6.8 3.6 5.3 8.4 21.1 28.4 17.5 23

Percent of time scattered 17.6 19.1 19.1 19.8 10.7 13.5 17.3 10.5 10.6 11.1 14.4 16.3 14.9 23

Percent of time broken 12.7 12.4 14.5 14.9 11.1 17.8 21.4 18.0 15.6 12.4 11.4 13.0 14.6 23

Percent of time overcast 37.6 37.4 33.1 40.9 68.3 60.5 54.5 67.9 68.5 68.2 53.2 42.3 53.0 23

PRECIPITATION (inches)

Mean amount 0.4 0.2 0.2 0.1 0.3 0.5 0.9 1.0 0.7 0.7 0.4 0.2 6.0 40

Greatest amount 4.0 1.6 1.4 1.2 1.5 2.0 3.0 2.2 4.9 3.0 1.5 1.1 15.8 40

Least amount T T T T 0.0 0.0 T 0.1 0.0 0.1 0.0 T 2.9 40

Maximum amount (24 hours) 2.2 0.3 0.5 0.4 0.7 1.1 1.6 0.8 2.0 1.9 0.4 0.5 2.2 40

Mean number of days 15 13 14 14 19 16 16 18 19 21 17 17 199 44

SNOW

Mean amount 4.6 2.5 2.6 2.4 2.9 1.6 0.5 1.5 5.6 9.5 5.1 3.4 42.3 40

Greatest amount 35.0 15.3 15.0 12.2 11.1 9.4 3.8 7.6 35.8 32.2 20.2 12.9 130.3 40

Least amount T T T 0.3 0.1 T 0.0 0.0 T 1.8 0.4 T 22.8 40

Maximum amount (24 hours) 14.8 3.8 5.4 4.4 7.3 5.4 3.4 3.4 16.1 16.0 6.1 5.2 16.1 40

Mean number of days 15 13 14 14 18 8 3 5 14 20 17 17 158 44

WIND

Percentage with gales 3.1 3.4 1.8 0.5 0.2 0.0 0.0 0.2 1.1 2.5 2.1 2.2 4.6 23

Mean wind speed (knots) 12.9 12.5 11.6 10.3 10.6 9.8 9.3 10.2 11.1 13.3 12.8 12.4 11.4 23

Direction (percentage of observations)

North 0.4 0.5 0.6 0.9 1.9 2.5 3.3 3.0 2.2 1.3 0.5 0.6 1.5 23

North Northeast 0.5 0.4 0.6 0.9 1.4 2.3 2.9 2.5 2.0 1.2 0.9 0.6 1.4 23

Northeast 1.7 1.8 2.9 2.3 5.4 7.1 6.6 5.8 4.5 3.1 3.1 2.0 3.9 23

East Northeast 10.9 9.2 14.0 13.5 16.9 21.7 19.4 16.2 13.3 11.0 14.4 12.1 14.4 23

East 23.6 17.1 18.5 20.5 29.2 27.9 20.2 21.3 19.7 19.3 21.4 17.0 21.3 23

East Southeast 9.0 8.0 6.8 7.1 9.6 6.3 7.4 8.0 10.2 9.5 9.8 7.8 8.3 23

Southeast 3.2 1.4 1.3 1.3 1.7 0.7 1.4 2.2 3.2 3.7 2.3 2.0 2.1 23

South Southeast 0.7 0.7 0.5 0.7 0.8 0.4 0.7 1.1 1.5 1.4 1.1 0.8 0.9 23

South 2.1 1.5 1.6 1.8 1.2 0.5 1.3 1.2 2.0 3.8 2.5 1.7 1.8 23

South Southwest 2.0 2.4 1.9 1.8 1.3 0.5 0.7 1.4 2.4 5.1 3.6 3.7 2.2 23

Southwest 6.7 7.0 5.9 5.5 3.6 0.9 1.2 1.6 2.8 6.5 6.0 7.8 4.6 23

West Southwest 11.4 13.4 12.3 11.1 4.3 2.9 3.1 3.4 5.6 8.3 9.3 11.8 8.0 23

West 16.0 21.8 20.1 18.4 9.7 8.0 9.5 10.6 12.0 12.9 12.9 19.0 14.1 23

West Northwest 6.3 9.5 7.8 7.0 6.5 8.2 9.1 11.6 8.8 7.7 6.3 7.3 8.0 23

Northwest 1.4 1.8 1.3 1.8 2.6 4.6 6.2 4.9 4.1 1.9 1.6 1.4 2.8 23

North Northwest 0.3 0.4 0.5 0.6 1.3 2.0 3.0 2.4 1.9 0.9 0.5 0.6 1.2 23

Calm 3.6 3.3 3.0 4.9 2.7 3.4 4.0 3.0 3.6 2.4 3.8 3.5 3.4 23

Direction (mean speed, knots)

North 4.1 4.8 3.5 4.2 4.5 4.6 4.9 5.1 5.8 7.4 5.4 4.6 5.1 23

North Northeast 6.6 4.6 5.6 5.4 5.6 5.2 5.6 6.0 7.4 8.7 6.7 5.2 6.1 23

Northeast 6.9 7.1 7.4 7.4 7.4 6.5 7.1 7.8 9.2 11.2 8.5 7.8 7.8 23

East Northeast 12.4 11.6 13.1 11.4 10.7 10.5 10.2 11.8 12.6 16.1 14.4 12.4 12.1 23

East 14.8 13.1 13.3 12.7 13.7 12.4 11.6 13.0 13.5 17.9 17.2 15.0 14.0 23

East Southeast 12.0 13.0 9.8 10.1 11.8 12.7 11.3 10.5 12.0 12.1 14.3 12.3 11.9 23

Southeast 8.2 8.5 7.4 6.7 7.8 8.5 8.1 8.5 9.0 8.0 9.1 9.0 8.3 23

South Southeast 9.4 6.4 6.3 6.9 5.1 6.2 6.9 6.7 6.5 7.0 6.4 6.7 6.7 23

South 6.9 5.8 5.6 5.8 5.6 5.2 6.3 6.1 6.8 6.8 6.1 6.4 6.3 23

South Southwest 6.9 7.0 6.0 6.0 5.9 5.7 6.9 7.2 7.4 7.3 7.1 6.8 6.9 23

Southwest 7.8 7.6 7.4 7.5 7.6 6.6 7.9 8.2 8.1 8.2 8.1 9.0 7.9 23

West Southwest 14.2 11.1 9.9 9.1 9.2 10.4 10.5 10.1 11.7 12.5 12.2 11.3 11.2 23

West 17.3 16.7 15.0 13.1 12.4 10.9 11.0 11.3 14.5 17.4 14.4 16.3 14.6 23

West Northwest 18.2 17.7 15.6 12.1 11.1 9.4 9.7 10.8 12.0 16.4 14.0 16.7 13.4 23

Northwest 10.9 12.9 10.6 7.4 7.1 6.8 7.7 8.5 8.3 12.4 10.9 11.2 8.8 23

North Northwest 6.6 5.6 5.1 5.3 6.3 5.3 5.9 6.0 6.8 9.4 6.2 8.1 6.2 23

VISIBILITY

Mean number of days with fog 8 7 8 10 19 18 19 21 16 12 9 7 154 44

* Sea level pressure is station pressure reduced to sea level

These tables were prepared by the National Climatic Data Center (NCDC), National Environmental Satellite, Data & Information Service (NESDIS), NOAA
522 ■ Appendix B ■ Volume 9

COASTAL AREA OFF CORDOVA, AK

Between 57°N to 61°N and 140°W to 146°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 13.2 11.2 6.3 5.7 2.3 1.1 0.6 1.5 5.2 9.0 13.3 12.1 6.6

Wave Height > 9 feet 1 18.8 16.9 11.6 9.5 4.7 2.5 1.5 3.6 8.2 13.2 16.4 18.3 10.1

Visibility < 2 nautical miles 1 6.4 8.8 4.8 4.7 4.7 3.7 5.1 5.5 4.9 3.9 4.2 5.4 5.1

Precipitation 1 22.6 22.2 19.0 18.4 16.6 12.9 14.3 15.7 20.6 20.8 22.0 25.6 19.0

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.3 0.1 0.0 0.0 0.0 0.1

Mean Temperature (°F) 38.8 38.3 39.4 41.7 46.1 51.2 55.3 57.1 54.1 47.8 42.3 39.7 46.4

Temperature < 33° F 1 12.1 11.9 6.1 0.9 0.1 0.1 0.0 0.0 0.0 0.5 3.6 8.8 3.4

Mean RH (%) 84 84 81 81 83 83 85 85 83 80 80 83 83

Overcast or Obscured 1 55.2 56.8 46.9 48.1 55.5 56.1 62.7 57.4 50.0 45.1 46.3 54.7 53.0

Mean Cloud Cover (8ths) 6.5 6.5 6.1 6.2 6.6 6.7 7.0 6.6 6.3 6.3 6.3 6.6 6.5

Mean SLP (mbs) 1003 1004 1007 1009 1012 1014 1016 1014 1010 1003 1002 1002 1008

Ext. Max. SLP (mbs) 1049 1054 1040 1050 1040 1041 1047 1038 1038 1036 1046 1047 1054

Ext. Min. SLP (mbs) 959 941 962 968 972 975 985 972 961 950 955 939 939

Prevailing Wind Direction SE SE SE SE SE SE W W SE SE SE SE SE

Thunder and Lightning 1 0.3 0.4 0.3 0.3 0.2 0.1 0.2 0.3 0.2 0.2 0.6 0.3 0.3

COASTAL AREA OFF SEWARD, AK

Between 57°N to 61°N and 146° to 151°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 12.6 11.2 8.0 5.3 2.5 1.0 0.4 1.3 3.9 7.9 10.6 14.4 5.9

Wave Height > 9 feet 1 17.2 15.9 12.6 8.9 5.3 3.0 2.0 3.8 7.7 13.5 15.2 18.5 9.6

Visibility < 2 nautical miles 1 6.5 7.8 4.8 5.0 5.0 6.5 7.3 8.1 5.2 4.0 4.3 5.4 5.8

Precipitation 1 24.4 21.9 19.8 19.2 19.4 14.3 15.5 15.4 21.6 22.9 20.0 22.9 19.4

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.1 0.3 0.3 0.1 0.0 0.0 0.0 0.1

Mean Temperature (°F) 37.4 36.1 37.6 40.2 44.8 49.9 54.6 56.0 52.0 45.4 40.4 37.4 45.2

Temperature < 33° F 1 15.5 20.9 13.3 3.8 0.3 0.0 0.0 0.0 0.1 1.6 6.3 16.7 5.5

Mean RH (%) 84 83 81 82 83 85 86 86 84 81 80 82 83

Overcast or Obscured 1 54.2 51.9 45.7 48.1 53.7 57.3 58.5 53.9 50.2 45.9 43.2 47.7 51.2

Mean Cloud Cover (8ths) 6.3 6.3 6.0 6.1 6.3 6.6 6.7 6.2 6.1 6.0 6.0 6.1 6.2

Mean SLP (mbs) 1004 1004 1005 1008 1011 1013 1015 1013 1008 1001 1000 1001 1007

Ext. Max. SLP (mbs) 1055 1056 1037 1050 1054 1053 1041 1049 1041 1043 1050 1047 1056

Ext. Min. SLP (mbs) 958 939 954 951 976 979 991 966 963 951 951 948 939

Prevailing Wind Direction E E E E E E E W SE W NW E E

Thunder and Lightning 1 0.3 0.1 0.4 0.5 0.2 0.1 0.2 0.1 0.3 0.3 0.4 0.2 0.2

COASTAL AREA OFF KODIAK, AK

Between 56°N to 61°N and 151°W to 157°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 8.3 9.2 6.3 4.0 2.1 0.8 0.4 1.2 3.4 7.1 11.0 10.0 4.4

Wave Height > 9 feet 1 14.5 14.9 6.7 5.6 2.9 1.5 0.8 2.4 4.6 12.6 15.7 16.5 6.5

Visibility < 2 nautical miles 1 7.9 7.3 5.3 5.3 5.2 6.6 8.2 9.6 6.4 3.9 4.3 6.8 6.5

Precipitation 1 23.3 19.0 17.4 16.0 18.4 18.0 14.4 16.4 19.1 19.2 20.9 18.2 18.0

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.2 0.1 0.0 0.0 0.0 0.1

Mean Temperature (°F) 35.9 33.2 36.4 38.4 43.5 48.3 53.4 54.5 51.6 44.5 38.6 35.0 44.2

Temperature < 33° F 1 22.8 34.4 19.7 10.7 0.4 0.0 0.2 0.0 0.1 3.2 15.2 27.8 8.7

Mean RH (%) 84 82 84 85 85 86 86 87 85 82 82 84 85

Overcast or Obscured 1 53.2 48.3 44.5 42.5 48.3 54.5 51.6 52.1 48.0 42.7 45.6 44.7 48.4

Mean Cloud Cover (8ths) 6.2 5.9 5.9 5.8 6.1 6.4 6.3 6.2 6.1 5.8 5.8 5.9 6.1

Mean SLP (mbs) 1003 1004 1005 1007 1010 1012 1015 1013 1009 999 1001 1003 1008

Ext. Max. SLP (mbs) 1048 1055 1050 1039 1037 1053 1040 1056 1040 1052 1051 1050 1056

Ext. Min. SLP (mbs) 952 956 950 961 959 969 975 972 959 953 954 951 950

Prevailing Wind Direction E NW NE NW E SW SW SW SW W NW W SW

Thunder and Lightning 1 0.4 0.4 0.2 0.1 0.3 0.1 0.1 0.2 0.1 0.1 0.3 0.1 0.2

1 Percentage Frequency

These data are based upon observations made by ships in transit. These ships tend to avoid bad weather when possible thus biasing the data toward good weather samples.

METEOROLOGICAL TABLES
■ Appendix B ■ 523

COASTAL AREA OFF UNIMAK, AK

Between 53°N to 56°N and 157°W to 165°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 11.7 11.2 8.9 5.9 2.8 1.4 0.9 1.7 4.9 10.5 12.9 14.7 7.1

Wave Height > 9 feet 1 22.4 22.4 19.0 17.0 10.2 6.0 6.0 8.1 14.2 20.7 25.1 28.2 16.5

Visibility < 2 nautical miles 1 11.3 13.0 12.6 12.1 11.5 13.1 18.6 20.8 10.9 5.8 7.5 11.9 12.4

Precipitation 1 19.8 20.9 18.8 18.4 16.4 15.1 12.4 15.0 15.2 15.6 18.8 21.1 17.2

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) 36.6 35.4 36.1 37.4 41.9 46.9 51.1 53.1 51.0 45.4 40.7 38.2 42.7

Temperature < 33° F 1 16.9 23.0 18.7 14.8 2.3 0.1 0.1 0.0 0.0 0.7 4.5 12.5 7.8

Mean RH (%) 85 85 85 85 85 87 88 89 85 82 82 84 85

Overcast or Obscured 1 51.1 51.1 50.6 50.6 55.6 62.2 67.8 67.4 50.8 39.8 44.8 50.7 53.7

Mean Cloud Cover (8ths) 6.4 6.5 6.4 6.5 6.7 6.9 7.1 7.1 6.5 6.2 6.3 6.5 6.6

Mean SLP (mbs) 1000 1002 1004 1007 1008 1011 1015 1013 1008 1004 1001 999 1006

Ext. Max. SLP (mbs) 1050 1060 1059 1060 1049 1055 1060 1054 1058 1053 1060 1046 1060

Ext. Min. SLP (mbs) 944 951 938 951 950 964 975 963 949 937 942 944 937

Prevailing Wind Direction W NW NW W W W W W W NW W W W

Thunder and Lightning 1 0.3 0.3 0.2 0.2 0.1 0.1 0.1 0.1 0.2 0.2 0.2 0.4 0.2

COASTAL AREA OFF DUTCH HARBOR, AK

Between 51°N to 55°N and 165° to 172°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 11.7 9.9 9.3 7.2 4.1 1.5 1.3 1.6 5.2 8.8 12.7 13.0 6.9

Wave Height > 9 feet 1 21.8 18.3 17.5 17.0 10.7 5.4 4.4 6.9 11.9 17.9 23.0 23.8 14.6

Visibility < 2 nautical miles 1 10.4 10.8 11.1 10.9 10.0 15.4 28.6 28.5 12.1 6.3 7.9 9.7 13.8

Precipitation 1 22.9 23.2 20.7 20.8 16.1 14.8 14.8 15.2 14.7 17.1 19.9 21.8 18.3

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) 35.7 35.0 35.8 37.4 41.2 45.4 48.9 50.7 49.3 44.3 40.0 37.8 42.0

Temperature < 33° F 1 21.4 25.3 21.1 12.5 1.1 0.1 0.0 0.0 0.0 0.4 4.2 11.7 8.0

Mean RH (%) 85 84 84 84 84 87 89 90 86 83 82 83 85

Overcast or Obscured 1 50.3 51.7 51.3 55.3 61.2 73.4 81.3 77.1 57.1 46.0 45.0 48.5 58.9

Mean Cloud Cover (8ths) 6.6 6.6 6.6 6.8 7.1 7.5 7.8 7.6 6.9 6.5 6.4 6.5 6.9

Mean SLP (mbs) 999 1001 1004 1009 1009 1011 1015 1013 1008 1006 1002 999 1007

Ext. Max. SLP (mbs) 1060 1060 1054 1048 1055 1046 1050 1041 1043 1060 1055 1060 1060

Ext. Min. SLP (mbs) 946 935 937 958 950 963 968 970 945 942 936 942 935

Prevailing Wind Direction NE N WWWWWWWWWW W

Thunder and Lightning 1 0.2 0.4 0.3 0.2 0.1 0.1 0.1 0.1 0.1 0.2 0.3 0.4 0.2

COASTAL AREA OFF ADAK, AK

Between 51°N to 55°N and 172°W to 180°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 14.1 12.7 12.8 9.4 4.3 1.3 1.2 1.6 4.9 8.4 14.3 15.8 7.7

Wave Height > 9 feet 1 28.0 25.0 25.3 21.7 12.7 6.5 5.2 8.0 14.4 19.7 27.8 29.3 17.9

Visibility < 2 nautical miles 1 12.1 12.2 13.7 11.3 12.7 19.8 34.2 31.1 13.8 7.1 8.9 11.4 16.5

Precipitation 1 24.0 23.3 23.8 21.4 16.8 14.5 13.8 14.8 15.7 16.5 19.9 24.7 18.7

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) 35.3 35.1 35.7 37.5 40.7 44.3 48.1 50.2 48.8 44.5 39.9 37.2 41.9

Temperature < 33° F 1 23.1 25.1 20.7 8.4 0.7 0.1 0.1 0.0 0.1 0.2 3.3 11.9 7.1

Mean RH (%) 84 85 84 84 85 88 90 90 86 83 82 83 86

Overcast or Obscured 1 50.5 55.1 56.1 57.8 67.6 79.7 86.4 79.9 59.1 47.0 49.0 50.0 62.9

Mean Cloud Cover (8ths) 6.6 6.8 6.9 7.0 7.3 7.7 7.9 7.7 7.0 6.5 6.5 6.6 7.1

Mean SLP (mbs) 997 1000 1003 1008 1009 1011 1014 1012 1009 1007 1002 998 1006

Ext. Max. SLP (mbs) 1039 1055 1045 1053 1053 1044 1060 1054 1042 1049 1055 1054 1060

Ext. Min. SLP (mbs) 931 950 951 957 963 962 969 971 960 940 952 940 931

Prevailing Wind Direction NE NE N NW W W W SW W W W W W

Thunder and Lightning 1 0.4 0.3 0.4 0.3 0.1 0.1 0.1 0.1 0.2 0.3 0.4 0.5 0.2

1 Percentage Frequency

These data are based upon observations made by ships in transit. These ships tend to avoid bad weather when possible thus biasing the data toward good weather samples.

METEOROLOGICAL TABLES
524 ■ Appendix B ■ Volume 9

COASTAL AREA OFF ATTU, AK

Between 51°N to 55°N and 172°W to 180°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 14.8 13.6 12.0 8.5 4.1 1.2 1.0 1.7 4.0 8.5 17.4 14.8 7.7

Wave Height > 9 feet 1 29.1 30.6 26.8 21.9 12.3 6.3 5.3 6.9 12.4 20.0 30.1 29.9 18.3

Visibility < 2 nautical miles 1 13.0 13.8 15.1 12.6 12.7 23.6 40.7 35.3 14.3 7.2 10.0 12.2 18.5

Precipitation 1 25.3 25.7 25.3 21.0 15.3 15.3 14.4 15.8 15.3 17.1 22.2 25.8 19.3

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) 34.2 33.9 34.7 36.8 39.9 43.1 47.3 49.8 48.8 44.5 39.0 35.9 40.9

Temperature < 33° F 1 31.8 34.5 27.4 11.9 0.9 0.1 0.1 0.1 0.1 0.3 5.5 17.8 10.1

Mean RH (%) 84 84 84 83 85 89 91 91 87 82 82 83 86

Overcast or Obscured 1 50.4 53.6 55.4 57.7 69.7 84.3 87.3 80.4 58.4 48.4 49.2 52.3 64.6

Mean Cloud Cover (8ths) 6.7 6.8 6.9 6.9 7.3 7.8 8.0 7.7 6.8 6.5 6.6 6.7 7.1

Mean SLP (mbs) 996 999 1003 1008 1011 1011 1013 1011 1010 1009 1002 998 1006

Ext. Max. SLP (mbs) 1050 1047 1048 1047 1051 1060 1060 1052 1041 1052 1056 1059 1060

Ext. Min. SLP (mbs) 939 939 945 933 960 971 970 975 951 956 939 937 933

Prevailing Wind Direction E NE NE W NW W SW SW WWWW W

Thunder and Lightning 1 0.4 0.4 0.5 0.4 0.2 0.0 0.1 0.0 0.2 0.2 0.4 0.4 0.2

COASTAL AREA OFF BRISTOL BAY, AK

Between 55°N to 59°N and 157° to 165°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 5.5 8.1 4.0 3.6 1.5 0.5 0.4 1.2 3.1 7.5 10.7 8.7 2.8

Wave Height > 9 feet 1 11.2 13.5 7.9 10.8 3.6 2.5 2.6 3.1 7.2 10.1 19.0 17.6 7.0

Visibility < 2 nautical miles 1 10.0 8.6 11.7 14.0 13.7 18.0 19.3 17.0 10.0 5.0 6.2 7.5 14.0

Precipitation 1 23.0 25.2 20.0 20.3 16.2 12.6 15.3 19.0 15.7 16.6 21.8 19.2 17.3

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) 33.1 30.9 32.1 34.0 39.0 44.6 49.3 50.9 49.0 43.3 38.4 36.2 41.7

Temperature < 33° F 1 33.9 44.2 40.4 33.7 8.7 0.8 0.1 0.0 0.0 1.8 10.3 19.3 12.2

Mean RH (%) 89 85 89 91 88 90 91 91 88 84 84 85 89

Overcast or Obscured 1 49.4 49.7 49.5 53.4 53.9 57.0 67.2 71.0 49.3 45.6 47.9 49.0 56.4

Mean Cloud Cover (8ths) 6.2 6.3 6.2 6.5 6.5 6.7 7.1 7.2 6.4 6.2 6.3 6.3 6.6

Mean SLP (mbs) 1006 1008 1009 1010 1009 1011 1015 1012 1007 1003 1004 1001 1010

Ext. Max. SLP (mbs) 1043 1057 1056 1060 1043 1060 1040 1040 1040 1046 1042 1045 1060

Ext. Min. SLP (mbs) 946 951 941 955 950 963 975 960 956 938 960 955 938

Prevailing Wind Direction N N N NW E W W SW NW NW NW E W

Thunder and Lightning 1 0.2 0.2 0.1 0.2 0.1 0.1 0.1 0.0 0.1 0.4 0.2 0.5 0.1

COASTAL AREA OFF ST. PAUL, AK

Between 55°N to 59°N and 165°W to 172°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 9.6 7.5 4.9 4.0 1.6 0.7 0.4 1.1 3.6 6.4 10.2 9.5 4.4

Wave Height > 9 feet 1 21.6 15.5 13.8 9.2 4.8 1.6 1.3 4.7 7.6 13.1 20.2 23.4 11.0

Visibility < 2 nautical miles 1 16.8 18.0 15.6 13.8 19.5 22.4 29.2 25.0 13.4 7.8 9.4 14.5 17.5

Precipitation 1 32.2 34.1 27.1 28.4 19.4 15.0 19.1 20.5 19.8 20.6 24.8 32.1 23.6

Temperature > 69° F 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) 31.8 27.2 29.1 31.3 36.8 42.6 46.9 48.9 46.9 41.4 37.0 33.4 38.8

Temperature < 33° F 1 39.0 60.9 55.6 48.2 14.8 0.6 0.0 0.0 0.0 3.2 15.7 37.9 21.0

Mean RH (%) 86 86 88 88 89 92 93 93 88 85 84 86 89

Overcast or Obscured 1 55.4 57.2 59.5 59.1 68.6 75.7 81.7 78.1 60.1 51.1 52.5 60.9 64.2

Mean Cloud Cover (8ths) 6.7 6.8 6.7 6.8 7.2 7.4 7.7 7.6 7.0 6.8 6.7 7.0 7.1

Mean SLP (mbs) 1007 1003 1007 1008 1009 1012 1013 1010 1006 1004 1002 1003 1007

Ext. Max. SLP (mbs) 1049 1057 1048 1052 1039 1041 1042 1040 1050 1041 1054 1056 1057

Ext. Min. SLP (mbs) 958 953 944 965 959 961 981 972 961 936 951 935 935

Prevailing Wind Direction NE N N NW N NW W SW NW NW NW N NW

Thunder and Lightning 1 0.0 0.2 0.1 0.2 0.0 0.1 0.0 0.0 0.0 0.0 0.2 0.1 0.1

1 Percentage Frequency

These data are based upon observations made by ships in transit. These ships tend to avoid bad weather when possible thus biasing the data toward good weather samples.

METEOROLOGICAL TABLES
■ Appendix B ■ 525

COASTAL AREA OFF NUNIVAK, AK

Between 59°N to 62°N and 165°W to 171°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 3.4 4.9 3.1 1.6 4.6 2.6 0.8 0.9 3.9 9.0 13.1 4.7 3.1

Wave Height > 9 feet 1 19.9 10.6 1.4 2.7 5.1 4.2 1.1 2.9 6.2 11.4 18.3 11.8 5.9

Visibility < 2 nautical miles 1 24.7 22.5 20.5 10.9 18.5 20.5 25.9 22.4 10.2 5.1 13.3 20.1 19.4

Precipitation 1 28.3 26.6 27.8 29.5 15.2 14.3 14.7 16.0 19.1 24.6 38.4 19.8 19.1

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) 26.6 22.1 24.8 27.2 36.6 40.4 46.2 48.0 46.3 40.1 32.1 23.4 40.0

Temperature < 33° F 1 78.2 90.2 75.9 71.9 22.3 4.1 0.1 0.0 0.1 9.9 44.8 86.9 20.1

Mean RH (%) 92 76 90 86 88 91 92 92 88 86 82 85 90

Overcast or Obscured 1 65.4 58.5 66.7 55.7 70.4 69.2 74.4 76.5 62.5 60.2 63.0 60.8 68.0

Mean Cloud Cover (8ths) 6.8 5.9 6.5 6.4 6.8 7.1 7.5 7.4 7.2 7.1 7.1 6.9 7.1

Mean SLP (mbs) 1011 1008 1009 1010 1009 1012 1013 1011 1009 1004 1001 1008 1010

Ext. Max. SLP (mbs) 1043 1043 1035 1032 1031 1043 1035 1029 1037 1030 1030 1042 1043

Ext. Min. SLP (mbs) 966 967 971 984 976 981 986 981 978 959 970 973 959

Prevailing Wind Direction SE NE SE N E N S SW NNNN N

Thunder and Lightning 1 0.0 0.3 0.0 0.0 0.0 0.0 0.1 0.3 0.0 0.4 0.0 0.0 0.1

COASTAL AREA OFF ST. MATTHEW, AK

Between 59°N to 62°N and 171° to 178°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 8.3 10.1 8.2 3.8 2.9 0.5 0.3 1.0 4.8 3.6 7.2 9.1 5.2

Wave Height > 9 feet 1 26.5 23.8 10.0 13.4 4.0 0.7 1.0 1.0 5.9 11.2 20.5 24.8 13.6

Visibility < 2 nautical miles 1 22.8 28.6 24.9 22.5 22.6 30.3 30.7 27.4 14.6 6.8 14.0 24.0 23.4

Precipitation 1 31.3 36.5 27.4 31.6 19.5 12.9 14.7 26.0 26.5 29.3 32.5 37.7 28.1

Temperature > 69° F 0.1 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) 27.0 19.2 19.7 24.8 33.8 39.8 46.6 48.4 45.8 38.5 30.0 23.5 33.7

Temperature < 33° F 1 64.2 87.0 94.3 73.1 37.9 1.6 0.0 0.2 0.2 8.5 61.1 81.5 41.6

Mean RH (%) 88 85 82 80 90 91 92 92 88 86 84 91 89

Overcast or Obscured 1 65.8 62.3 54.8 58.1 79.5 80.2 83.4 79.5 64.7 70.8 70.9 68.2 70.5

Mean Cloud Cover (8ths) 6.9 6.8 6.3 6.6 7.6 7.6 7.7 7.6 7.2 7.4 7.3 7.3 7.2

Mean SLP (mbs) 1001 1002 1009 1010 1009 1012 1013 1008 1007 1006 1003 1004 1006

Ext. Max. SLP (mbs) 1045 1050 1042 1041 1035 1032 1041 1045 1041 1040 1040 1041 1050

Ext. Min. SLP (mbs) 961 964 964 981 978 983 971 975 968 965 963 955 955

Prevailing Wind Direction NE NE NE NE NE E SW SW NE N NE NE NE

Thunder and Lightning 1 0.1 0.1 0.2 0.0 0.0 0.1 0.1 0.0 0.1 0.3 0.2 0.2 0.1

COASTAL AREA OFF ST. LAWRENCE, AK

Between 62°N to 66°N and 160°W to 172°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 5.1 2.3 2.7 3.4 0.6 0.3 0.6 0.5 2.6 6.1 14.4 5.3 1.6

Wave Height > 9 feet 1 25.0 0.0 1.0 0.7 0.0 0.3 0.9 2.3 3.6 3.3 10.3 25.0 2.1

Visibility < 2 nautical miles 1 22.4 17.5 11.6 12.8 16.5 18.9 20.1 13.7 7.6 6.8 7.9 10.0 14.5

Precipitation 1 20.8 33.3 18.5 21.1 25.1 7.9 10.4 13.6 17.9 22.6 38.7 15.0 15.0

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) 23.8 11.8 14.5 17.2 32.5 41.8 47.6 48.4 43.6 33.2 25.9 23.9 42.5

Temperature < 33° F 1 95.7 97.0 95.3 94.1 46.5 2.4 0.1 0.0 1.2 40.4 68.9 81.8 12.7

Mean RH (%) 98 90 78 82 90 87 89 88 86 85 88 91 87

Overcast or Obscured 1 69.4 62.6 37.4 31.1 68.7 52.6 60.6 55.6 53.4 49.8 65.7 52.4 55.5

Mean Cloud Cover (8ths) 6.7 6.7 4.6 4.2 6.8 6.2 6.7 6.7 6.6 6.3 6.9 6.3 6.5

Mean SLP (mbs) 1015 1002 1013 1013 1007 1012 1012 1010 1009 1005 1003 1000 1010

Ext. Max. SLP (mbs) 1042 1039 1043 1034 1025 1030 1032 1033 1042 1036 1032 1030 1043

Ext. Min. SLP (mbs) 979 981 976 983 989 980 991 976 973 971 960 980 960

Prevailing Wind Direction SE NNNNSSNNNNN N

Thunder and Lightning 1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.2 0.2 0.9 0.0 0.1

1 Percentage Frequency

These data are based upon observations made by ships in transit. These ships tend to avoid bad weather when possible thus biasing the data toward good weather samples.

METEOROLOGICAL TABLES
526 ■ Appendix B ■ Volume 9

COASTAL AREA OFF CAPE LISBURNE, AK

Between 66°N to 70°N and 170°W to 180°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 0.0 0.0 0.0 0.0 0.0 0.7 0.4 0.7 1.7 5.8 3.4 27.3 1.4

Wave Height > 9 feet 1 25.0 0.0 50.0 0.0 0.0 0.0 1.2 3.0 8.4 11.4 28.6 44.4 4.5

Visibility < 2 nautical miles 1 33.3 33.3 25.0 33.3 18.2 25.6 24.1 22.5 9.8 16.7 16.7 0.0 19.9

Precipitation 1 0.0 50.0 33.3 50.0 37.5 7.3 7.5 9.5 15.9 35.1 50.0 22.2 12.8

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) 33.3 14.4 27.5 32.7 36.9 39.7 42.2 41.2 35.0 26.4 14.1 9.0 38.2

Temperature < 33° F 1 50.0 66.7 50.0 66.7 23.1 9.0 2.9 4.5 29.9 80.1 92.9 91.7 18.3

Mean RH (%) 90 88 97 72 93 89 89 86 91 89

Overcast or Obscured 1 100.0 0.0 75.0 66.7 83.3 41.3 43.5 59.9 60.5 63.6 66.7 45.5 54.1

Mean Cloud Cover (8ths) 8.5 5.8 7.3 7.7 7.4 5.7 6.0 6.8 6.7 7.0 6.7 5.9 6.5

Mean SLP (mbs) 991 1017 1010 1003 1011 1013 1011 1012 1012 1010 1013 1006 1011

Ext. Max. SLP (mbs) 1004 1038 1027 1009 1023 1029 1046 1035 1040 1044 1030 1021 1046

Ext. Min. SLP (mbs) 979 1002 996 997 992 987 987 985 975 975 979 984 975

Prevailing Wind Direction SE N W W N SE SE N NW N NE N NW

Thunder and Lightning 1 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.0 0.4 0.0 0.0 0.1

COASTAL AREA OFF BARROW, AK

Between 70°N to 74°N and 145°W to 170°W

WEATHER ELEMENTS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC ANNUAL

Wind > 33 knots 1 0.8 0.0 0.0 2.9 0.4 0.5 0.5 0.5 1.2 1.8 3.5 1.7 1.0

Wave Height > 9 feet 1 0.0 0.0 0.8 2.6 0.0 0.0 0.6 0.3 1.9 0.8 7.1 0.0 1.0

Visibility < 2 nautical miles 1 16.7 12.6 7.6 12.2 9.4 18.5 29.1 21.7 19.5 17.1 9.7 10.0 21.4

Precipitation 1 30.3 17.3 18.4 25.9 28.9 21.2 11.6 13.8 26.2 32.5 18.3 23.8 18.8

Temperature > 69° F 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0

Mean Temperature (°F) -16.4 -14.6 -15.7 2.6 22.0 31.2 37.6 37.0 30.7 12.4 -8.5 -13.0 27.0

Temperature < 33° F 1 100 99.5 100 98.6 92.3 69.1 9.7 20.5 58.1 93.5 99.3 100 45

Mean RH (%) 99 89 91 95 97 97 91 91 91 90 94 100 92

Overcast or Obscured 1 27.0 26.4 20.5 33.9 65.2 47.8 47.4 61.7 68.0 50.2 30.1 35.9 54.7

Mean Cloud Cover (8ths) 4.4 4.2 3.8 4.9 6.8 6.3 6.0 6.8 7.1 5.8 3.7 4.4 6.3

Mean SLP (mbs) 1022 1023 1018 1016 1021 1016 1014 1012 1012 1014 1017 1019 1014

Ext. Max. SLP (mbs) 1045 1046 1039 1042 1041 1038 1035 1033 1039 1042 1050 1048 1050

Ext. Min. SLP (mbs) 992 996 998 989 990 994 981 976 983 986 983 981 976

Prevailing Wind Direction W N NE E E N E E E NE E E E

Thunder and Lightning 1 1.5 0.9 0.0 0.0 0.7 0.0 0.0 0.0 0.1 0.1 0.0 0.9 0.1

1 Percentage Frequency

These data are based upon observations made by ships in transit. These ships tend to avoid bad weather when possible thus biasing the data toward good weather samples.

METEOROLOGICAL TABLES
■ Appendix B ■ 527

Mean Surface Water Temperatures and Densities Ketchikan 55°20'N., 131°38'W. Sitka 57°03'N., 135°20'W. Juneau 58°18'N., 134°25'W. Skagway 59°27'N., 135°19'W. Yakutat 59°33'N., 139°44'W. Cordova 60°33'N., 145°46'W. Seward 60°06'N., 149°27'W. Womens Bay 57°43'N., 152°31'W. Anchorage 61°15'N., 149°53'W.

Massacre Bay 

52°48'N., 173°10'W.

Unalaska 

53°53'N., 166°32'W.

Sweeper Cove 

51°51'N., 176°39'W.

Years of Record 44 24 29 22 26 14 35 17 9 15 12 23 

Temp (°C) 5.2 4.5 2.2 2.5 3.8 2.9 3.4 0.7 -0.9 2.3 2.5 2.8 Jan 

Density 21.0 22.1 21.2 23.2 22.3 23.3 22.2 21.1 14.3 24.3 21.5 23.2 

Temp (°C) 5.1 4.2 2.1 2.2 3.5 2.7 3.1 0.9 -0.9 2.1 2.0 2.6 Feb 

Density 21.6 22.4 21.8 23.3 22.4 23.3 22.1 21.6 16.2 24.4 21.7 22.9 

Temp (°C) 5.4 4.4 2.8 2.3 3.8 2.6 3.2 1.5 -0.4 2.2 2.4 3.1 Mar 

Density 21.8 22.2 21.9 23.2 22.4 23.4 22.1 22.5 16.6 24.6 22.2 22.5 

Temp (°C) 6.4 5.9 4.5 3.4 5.3 4.0 4.5 3.6 0.9 3.2 3.6 3.5 Apr Density 21.7 21.8 20.9 23.0 22.0 23.3 21.3 22.4 16.3 24.3 21.5 22.1 

Temp (°C) 8.9 8.8 7.6 6.7 7.7 6.0 7.3 6.4 6.1 4.6 5.2 4.6 May Density 20.6 20.0 15.2 17.9 21.2 22.8 16.5 19.0 15.4 23.5 20.2 22.4 

Temp (°C) 12.2 11.3 10.3 9.9 10.8 8.3 10.5 8.7 11.4 6.5 7.3 6.2 Jun 

Density 19.1 18.8 10.7 8.0 19.7 21.7 9.8 16.1 11.4 23.0 19.9 23.2 

Temp (°C) 13.8 13.4 11.0 10.6 12.8 10.2 12.2 11.3 14.2 8.3 8.9 7.2 Jul 

Density 18.5 18.5 9.3 3.5 17.6 20.5 6.5 17.0 6.2 22.8 21.1 23.5 

Temp (°C) 14.0 13.9 10.6 10.2 12.9 11.2 12.2 11.7 13.6 9.5 9.5 7.6 Aug Density 18.3 19.0 10.0 3.4 17.7 19.4 9.2 20.2 4.9 23.2 22.0 23.7 

Temp (°C) 12.0 12.1 9.1 8.8 11.4 10.0 10.7 10.0 11.2 8.8 8.3 7.4 Sep Density 18.7 19.1 11.7 9.1 19.1 19.8 13.3 19.8 5.9 23.8 21.1 23.4 

Temp (°C) 9.5 9.3 6.6 6.5 9.0 7.8 8.1 6.9 5.9 6.8 6.1 5.9 Oct 

Density 18.5 19.9 14.4 16.2 20.6 21.0 17.5 20.9 7.8 23.9 20.8 23.4 

Temp (°C) 7.2 7.1 4.6 4.4 6.7 6.2 5.9 4.0 0.8 4.4 4.5 4.6 Nov 

Density 18.5 21.0 18.0 20.3 21.5 22.5 19.9 20.7 9.9 23.6 21.5 23.4 

Temp (°C) 5.8 5.6 3.2 3.3 4.9 4.7 4.5 1.8 -0.6 2.7 3.1 3.4 Dec 

Density 19.9 21.6 20.4 22.4 22.1 22.8 21.5 21.6 12.3 24.3 21.6 23.4 

Temp (°C) 8.8 8.4 6.2 5.9 7.7 6.4 7.1 5.6 5.1 5.1 5.3 4.9 Mean 

Density 19.8 20.5 16.3 16.1 20.7 22.0 16.8 20.2 11.4 23.9 21.2 23.1 

F (Fahrenheit) = 1.8C (Celsius) + 32 

Density as used in this table is the specific gravity of the sea water or the ratio between the weight of a sea-water 

sample and the weight of an equal volume of distilled water at 15°C (59°F). 

Atmospheric Pressure Conversion Table

 

Inches Millibars Inches Millibars Inches Millibars

28.44 963 29.32 993 30.21 1023 

28.53 966 29.41 996 30.30 1026 

28.62 969 29.50 999 30.39 1029 

28.70 972 29.59 1002 30.48 1032 

28.79 975 29.68 1005 30.56 1035 

28.88 978 29.77 1008 30.65 1038 

28.97 981 29.86 1011 30.74 1041 

29.06 984 29.94 1014 30.83 1044 

28.15 987 30.03 1017 30.92 1047 

28.24 990 30.12 1020 31.01 1050 
528 ■ Appendix B ■ Volume 9

Pacifi c Ocean Distances

(nautical miles)

Midway IslandPort Allen, HINawiliwili, HIPearl Harbor, HIHonolulu, HIKahalui, HIKawaihae, HIHilo, HIKuluk Bay, AKUnimak Pass, AKKodiak, AKAnchorage, AKSeward, AKPort Valdez, AKCape Spencer, AKSitka, AKKetchikan, AKSeattle, WASwiftsure Bank, WACape Flattery, WAPortland, ORAstoria, ORSan Francisco, CALos Angeles, CALong Beach, CASan Diego, CA

Panama Canal

8°53.0'N., 79°31.0'W. 5707 4777 4767 4690 4685 4609 4594 4527 5604 5228 4924 5117 4940 4984 4603 4538 4387 4044 - 3920 3888 3803 3270 2939 2939 2867

San Diego, CA

32°43.0'N., 117°10.5'W. 3097 2347 2330 2283 2278 2212 2219 2175 2806 2412 2115 2303 2124 2174 1787 1723 1575 1228 - 1104 1074 989 455 95 94 -

Long Beach, CA

33°46.2'N., 118°13.3'W. 3034 2302 2284 2241 2236 2173 2183 2143 2725 2331 2034 2223 2043 2092 1707 1643 1497 1148 - 1024 992 908 374 3 -

Los Angeles, CA

33°45.0'N., 118°16.2'W. 3031 2299 2281 2238 2233 2170 2180 2140 2722 2328 2031 2220 2040 2089 1703 1639 1493 1144 - 1020 989 904 371 -

San Francisco, CA

37°48.5'N., 122°24.0'W. 2792 2146 2128 2096 2091 2036 2051 2019 2403 1990 1693 1882 1702 1745 1366 1302 1156 807 - 683 652 567 -

Astoria, OR

46°11.7'N., 123°50.0'W. 2724 2281 2262 2251 2246 2207 2235 2214 2071 1626 1261 1435 1242 1239 883 815 660 278 - 153 85 -

Portland, OR

45°33.0'N., 122°41.7'W. 2809 2366 2347 2336 2331 2292 2320 2299 2156 1711 1346 1520 1327 1324 968 900 745 362 - 238 -

Cape Flattery, WA

48°26.0'N., 124°47.0'W. 2694 2308 2289 2290 2285 2245 2276 2260 - - - - - - - - - 124 10 -

Swiftsure Bank, WA

48°31.0'N., 125°00.0'W. - - - - - - - - 1973 1510 1124 1294 1100 1100 739 681 518 134 -

Seattle, WA

47°36.2'N., 122°20.3'W. 2818 2432 2413 2414 2409 2369 2400 2384 2107 1644 1258 1428 1234 1234 976* 815 659* -

Ketchikan, AK

55°20.5'N., 131°38.7'W. 2570 2387 2368 2388 2383 2361 2405 2398 1656 1193 742 892 682 713 307 224 -

Sitka, AK

57°03.1'N., 135°20.5'W. 2481 2380 2361 2390 2385 2365 2412 2410 1490 1027 564 708 464 479 85 -

Cape Spencer, AK

58°10.0'N., 136°38.3'W. 2472 2407 2388 2416 2411 2398 2445 2447 1450 987 505 641 422 400 -

Port Valdez

61°06.0'N., 146°24.0'W. 2386 2445 2429 2473 2468 2463 2513 2524 1224 761 280 385 144 -

Seward, AK

60°06.0'N., 149°26.0'W. 2250 2351 2332 2378 2373 2377 2432 2439 1115 652 175 274 -

Anchorage, AK

61°14.2'N., 149°53.3'W. 2305 2459 2440 2482 2477 2479 2535 2542 1151 688 242 -

Kodiak, AK

57°47.1'N., 152°25.1'W. 2088 2203 2184 2235 2230 2233 2289 2296 968 505 -

Unimak Pass, AK

54°20.0'N., 164°45.0'W. 1680 1972 1963 2024 2028 2044 2110 2126 463 -

Kuluk Bay, AK

51°51.6'N., 176°37.6'W. 1460 1990 1989 2057 2061 2099 2164 2198 -

Hilo, HI

19°44.1'N., 155°03.5'W. 1338 297 287 201 196 121 83 -

Kawaihae, HI

20°02.3'N., 155°49.9'W. 1278 240 230 145 140 85 -

Kahalui, HI

20°54.0'N., 156°28.2'W. 1232 193 181 94 89 -

Honolulu, HI

21°18.5'N., 157°52.3'W. 1150 106 96 9 -

Pearl Harbor, HI

21°20.0'N., 157°58.3'W. 1146 102 92 -

Nawiliwili, HI

21°57.4'N., 159°21.5'W. 1069 21 -

Port Allen, HI

24°51.1'N., 159°35.6'W. 1042 -

Midway Island

28°13.0'N., 177°22.0'W. -

* via inside passage
■ Appendix B ■ 529

Gulf of Alaska Distances

(nautical miles)

Unimak PassFalse PassUngaChignikUyakKodiakAnchorageHomerSeldovaSewardLatoucheWhittierPort ValdezCordovaYakutatCape SpencerSitkaCape DecisionDixon EntranceSwiftsure Bank

Swiftsure Bank

48°31.0'N., 125°00.0'W. 1510 1473 1394 1301 1200 1124 1294 1178 1167 1100 1076 1113 1100 1093 869 739 681 588 500 -

Dixon Entrance

54°28.0'N., 132°52.0'W. 1120 1064 953 874 762 687 845 729 718 642 617 647 634 627 402 259 192 106 -

Cape Decision

55°59.4'N., 134°08.1'W. 1064 1016 892 811 689 613 763 647 636 553 527 542 529 522 295 162 95 -

Sitka

57°03.1'N., 135°20.5'W. 1027 980 865 772 628 564 708 591 580 494 467 492 479 472 231 85 -

Cape Spencer

58°10.0'N., 136°38.3'W. 987 926 811 717 571 505 641 525 514 422 395 413 400 393 141 -

Yakutat

59°32.9'N., 139°43.9'W. 897 844 730 636 480 414 538 422 411 312 286 298 285 278 -

Cordova

60°33.4'N., 145°45.3'W. 763 711 597 503 339 282 387 270 260 146 85 96 78 -

Port Valdez

61°06.0'N., 146°24.0'W. 761 709 595 501 337 280 385 267 257 144 83 96 -

Whittier

60°46.8'N., 148°39.6'W. 742 689 574 481 317 261 367 249 239 125 64 -

Latouche

60°03.3'N., 147°54.1'W. 678 626 511 418 254 201 300 183 172 61 -

Seward

60°06.0'N., 149°26.0'W. 652 600 485 392 228 175 274 158 147 -

Seldova

59°26.5'N., 151°43.0'W. 562 510 395 302 138 115 139 16 -

Homer

59°36.0'N., 151°24.0'W. 573 521 406 313 149 126 143 -

Anchorage

61°14.2'N., 149°53.3'W. 688 636 521 428 264 242 -

Kodiak

57°47.1'N., 152°25.1'W. 505 453 338 245 80 -

Uyak

57°38.6'N., 154°00.0'W. 440 388 273 180 -

Chignik

56°17.8'N., 158°24.0'W. 289 236 122 -

Unga

55°10.6'N., 160°29.8'W. 187 135 -

False Pass

54°51.4'N., 163°24.0'W. 86 -

Unimak Pass

54°20.0'N., 164°45.0'W. -
530 ■ Appendix B ■ Volume 9

Bering Sea and Arctic Ocean Distances

(nautical miles)

Alaska-Canada BoundaryBarter IslandBarrowWainwrightPoint LayPoint Hope

DeeringCape Prince of WalesPort ClarenceSavoongaNomeGolovnin BayUnalakleetSt. MichaelApoon BayHooper BayBethelPlatinumDillinghamNaknekMeshikPort MollerSt. Paul IslandMassacre BayAlcan HarborKiskaConstantine HarborKuluk BayDutch Harbor

Unimak Pass

Unimak Pass

54°20.0'N., 164°45.0'W. 1490 1428 1155 1079 998 868 900 702 708 642 646 686 737 711 708 472 421 307 384 377 277 208 254 833 805 672 614 463 75 -

Dutch Harbor

53°52.7'N., 166°31.8'W. 1503 1440 1167 1092 1011 881 913 715 720 654 659 699 750 724 721 485 464 343 432 425 325 256 239 777 749 616 558 407 -

Kuluk Bay

51°51.6'N., 176°37.6'W. 1678 1616 1343 1268 1187 1057 1089 891 896 830 835 875 926 900 897 678 776 662 785 779 694 627 387 396 368 235 175 -

Constantine Harbor

51°24.0'N., 179°18.1'W. 1763 1701 1428 1353 1272 1142 1174 976 981 915 920 960 1011 985 982 775 903 789 919 912 832 769 501 249 222 79 -

Kiska

51°58.3'N., 177°34.5'W. 1762 1700 1427 1352 1271 1141 1173 975 980 914 919 958 1009 984 981 783 931 817 951 945 871 809 526 185 157 -

Alcan Harbor

52°44.0'N., 174°04.5'W. 1795 1733 1460 1385 1304 1174 1206 1008 1013 945 950 990 1044 1018 1015 830 1007 893 1036 1029 978 920 604 33 -

Massacre Bay

52°48.9'N., 174°15.6'W. 1819 1756 1483 1408 1327 1197 1229 1031 1036 970 975 1015 1066 1040 1037 854 1034 921 1062 1056 991 934 632 -

St. Paul Island

57°07.6'N., 170°17.9'W. 1317 1255 982 906 825 695 727 529 535 468 470 504 555 529 528 304 415 302 444 437 381 335 -

Port Moller

55°59.0'N., 160°36.5'W. 1469 1407 1134 1059 978 848 880 682 687 621 618 652 703 678 676 452 310 196 207 198 88 -

Meshik

56°56.5'N., 158°49.0'W. 1477 1414 1141 1066 985 855 887 689 695 628 625 660 712 685 684 459 293 179 130 118 -

Naknek

58°41.5'N., 157°16.0'W. 1507 1442 1169 1094 1012 883 915 717 722 656 653 687 738 712 711 486 315 202 72 -

Dillingham

59°02.0'N., 158°29.0'W. 1513 1448 1175 1100 1019 889 921 723 728 662 659 693 744 719 718 493 322 208 -

Platinum

59°01.5'N., 161°52.0'W. 1358 1296 1023 948 866 737 769 571 576 510 507 541 592 566 565 340 120 -

Bethel

60°49.0'N., 161°47.0'W. 1472 1410 1137 1061 980 850 883 685 690 624 620 655 706 680 679 454 -

Hooper Bay

61°29.0'N., 166°04.0'W. 1058 995 722 647 566 436 468 270 276 209 200 235 286 260 259 -

Apoon Pass

63°02.6'N., 163°22.3'W. 1010 947 674 599 518 388 420 222 228 229 116 85 88 53 -

St. Michael

63°32.4'N., 161°54.8'W. 1007 945 672 596 515 385 417 219 225 230 110 59 35 -

Unalakleet

63°53.0'N., 160°50.0'W. 1025 963 690 615 534 404 436 238 244 254 126 66 -

Golovnin Bay

64°22.3'N., 163°06.7'W. 961 899 626 551 470 340 372 174 179 197 62 -

Nome

64°29.0'N., 165°26.0'W. 901 839 566 490 409 279 312 114 119 139 -

Savoonga

63°43.0'N., 170°27.0'W. 912 850 577 502 420 291 323 125 151 -

Port Clarence

65°17.1'N., 166°24.5'W. 846 783 510 435 354 223 255 57 -

Cape Prince of Wales

65°37.6'N., 168°31.5'W. 787 725 452 377 296 166 198 -

Deering

66°06.0'N., 162°44.0'W. 794 732 458 383 302 172 -

Point Hope

68°21.0'N., 167°18.0'W. 621 560 286 211 130 -

Point Lay

68°21.0'N., 163°08.0'W. 496 434 161 86 -

Wainwright

70°40.0'N., 160°00.0'W. 412 350 77 -

Barrow

71°18.0'N., 156°48.0'W. 337 274 -

Barter Island

70°09.0'N., 143°40.0'W. 62 -

Alaska-Canada Boundary

69°43.0'N., 141°00.0'W. -
■ Appendix B ■ 531

Distance of Visibility for Objects Having Various Elevations 

 

Height 

(feet) 

Distance 

(nautical miles) 

Distance 

(statute miles) 

Height 

(meters) 

 Height 

(feet) 

Distance 

(nautical miles)

Distance 

(statute miles) 

Height 

(meters) 

1 1.2 1.3 0.3 120 12.8 14.7 36.6 

2 1.7 1.9 0.6 125 13.1 15.1 38.1 

3 2.0 2.3 0.9 130 13.3 15.4 39.6 

4 2.3 2.7 1.2 135 13.6 15.6 41.2 

5 2.6 3.0 1.5 140 13.8 15.9 42.7 

6 2.9 3.3 1.8 145 14.1 16.2 44.2 

7 3.1 3.6 2.1 150 14.3 16.5 45.7 

8 3.3 3.8 2.4 160 14.8 17.0 48.8 

9 3.5 4.0 2.7 170 15.3 17.6 51.8 

10 3.7 4.3 3.1 180 15.7 18.1 54.9 

11 3.9 4.5 3.4 190 16.1 18.6 57.9 

12 4.1 4.7 3.7 200 16.5 19.0 61.0 

13 4.2 4.9 4.0 210 17.0 19.5 64.0 

14 4.4 5.0 4.3 220 17.4 20.0 67.1 

15 4.5 5.2 4.6 230 17.7 20.4 70.1 

16 4.7 5.4 4.9 240 18.1 20.9 73.2 

17 4.8 5.6 5.2 250 18.5 21.3 76.2 

18 5.0 5.7 5.5 260 18.9 21.7 79.3 

19 5.1 5.9 5.8 270 19.2 22.1 82.3 

20 5.2 6.0 6.1 280 19.6 22.5 85.3 

21 5.4 6.2 6.4 290 19.9 22.9 88.4 

22 5.5 6.3 6.7 300 20.3 23.3 91.4 

23 5.6 6.5 7.0 310 20.6 23.7 94.5 

24 5.7 6.6 7.3 320 20.9 24.1 97.5 

25 5.9 6.7 7.6 330 21.3 24.5 100.6 

26 6.0 6.9 7.9 340 21.6 24.8 103.6 

27 6.1 7.0 8.2 350 21.9 25.2 106.7 

28 6.2 7.1 8.5 360 22.2 25.5 109.7 

29 6.3 7.3 8.8 370 22.5 25.9 112.8 

30 6.4 7.4 9.1 380 22.8 26.2 115.8 

31 6.5 7.5 9.5 390 23.1 26.6 118.9 

32 6.6 7.6 9.8 400 23.4 26.9 121.9 

33 6.7 7.7 10.1 410 23.7 27.3 125.0 

34 6.8 7.9 10.4 420 24.0 27.6 128.0 

35 6.9 8.0 10.7 430 24.3 27.9 131.1 

36 7.0 8.1 11.0 440 24.5 28.2 134.1 

37 7.1 8.2 11.3 450 24.8 28.6 137.2 

38 7.2 8.3 11.6 460 25.1 28.9 140.2 

39 7.3 8.4 11.9 470 25.4 29.2 143.3 

40 7.4 8.5 12.2 480 25.6 29.5 146.3 

41 7.5 8.6 12.5 490 25.9 29.8 149.4 

42 7.6 8.7 12.8 500 26.2 30.1 152.4 

43 7.7 8.8 13.1 510 26.4 30.4 155.5 

44 7.8 8.9 13.4 520 26.7 30.7 158.5 

45 7.8 9.0 13.7 530 26.9 31.0 161.5 

46 7.9 9.1 14.0 540 27.2 31.3 164.6 

47 8.0 9.2 14.3 550 27.4 31.6 167.6 

48 8.1 9.3 14.6 560 27.7 31.9 170.7 

49 8.2 9.4 14.9 570 27.9 32.1 173.7 

50 8.3 9.5 15.2 580 28.2 32.4 176.8 

55 8.7 10.0 16.8 590 28.4 32.7 179.8 

60 9.1 10.4 18.3 600 28.7 33.0 182.9 

65 9.4 10.9 19.8 620 29.1 33.5 189.0 

70 9.8 11.3 21.3 640 29.5 34.1 195.1 

75 10.1 11.7 22.9 660 30.1 34.6 201.2 

80 10.5 12.0 24.4 680 30.5 35.1 207.3 

85 10.8 12.4 25.9 700 31.0 35.6 213.4 

90 11.1 12.8 27.4 720 31.4 36.1 219.5 

95 11.4 13.1 29.0 740 31.8 36.6 225.6 

100 11.7 13.5 30.5 760 32.3 37.1 231.7 

105 12.0 13.8 32.0 780 32.7 37.6 237.7 

110 12.3 14.1 33.5 800 33.1 38.1 243.8 

115 12.5 14.4 33.1 820 33.5 38.6 249.9 

 

This table gives the approximate geographic range of visibility for an object which may be seen by an observer. It is necessary to add to the 

distance for the height of any object the distance corresponding to the height of the observer’s eye above sea level. 

Example – determine the geographic visibility of an object 65 feet above the water, for an observer whose eye is 35 feet above the water: 

 9.4 nautical miles = Height of object (65 feet) 

 6.9 nautical miles = Height of observer (35 feet) 

16.3 nautical miles = Computed geographic visibility
532 ■ Appendix B ■ Volume 9

Conversion of Degrees to Points and Points to Degrees

 

Deg ° Min ' Points Deg ° Min ' Points 

000 00 N 180 00 S 

002 49 182 49 

005 38 N 1⁄2 E 185 38 S 1⁄2 W 

008 26 188 26 

011 15 N x E 191 15 S x W 

014 04 194 04 

016 53 N x E 1⁄2 E 196 53 S x W 1⁄2 W 

019 41 199 41 

022 30 NNE 202 30 SSW 

025 19 205 19 

028 08 NNE 1⁄2 E 208 08 SSW 1⁄2 W 

030 56 210 56 

033 45 NE x N 213 45 SW x W 

036 34 216 34 

039 23 NE 1⁄2 N 219 23 SW 1⁄2 S 

042 11 222 11 

045 00 NE 225 00 SW 

047 49 227 49 

050 38 NE 1⁄2 E 230 38 SW 1⁄2 W 

053 26 233 26 

056 15 NE x E 236 15 SW x W 

059 04 239 04 

061 53 NE x E 1⁄2 E 241 53 SW x W 1⁄2 W 

064 41 244 41 

067 30 ENE 247 30 WSW 

070 19 250 19 

073 08 ENE 1⁄2 E 253 08 WSW 1⁄2 W 

075 56 255 56 

078 45 E x N 258 45 W x S 

081 34 261 34 

084 23 E 1⁄2 N 264 23 W 1⁄2 S 

087 11 267 11 

090 00 E 270 00 W 

092 49 272 49 

095 38 E 1⁄2 S 275 38 W 1⁄2 S 

098 26 278 26 

101 15 E x S 281 15 W x N 

104 04 284 04 

106 53 ESE 1⁄2 E 286 53 WNW 1⁄2 W 

109 41 289 41 

112 30 ESE 292 30 WNW 

115 19 295 19 

118 08 SE x E 1⁄2 E 298 08 NW x W 1⁄2 W 

120 56 300 56 

123 45 SE x E 303 45 NW x W 

126 34 306 34 

129 23 SE 1⁄2 E 309 23 NW 1⁄2 W 

132 11 312 11 

135 00 SE 315 00 NW 

137 49 317 49 

140 38 SE 1⁄2 S 320 38 NW 1⁄2 N 

143 26 323 26 

146 15 SE x S 326 15 NW x N 

149 04 329 04 

151 53 SSE 1⁄2 E 331 53 NNW 1⁄2 W 

154 41 334 41 

157 30 SSE 337 30 NNW 

160 19 340 19 

163 08 S x E 1⁄2 E 343 08 N x W 1⁄2 W 

165 56 345 56 

168 45 S x E 348 45 N x W 

171 34 351 34 

174 23 S 1⁄2 E 354 23 N 1⁄2 W 

177 11 357 11 
■ Appendix B ■ 533

Determination of Wind Speed by Sea Condition 

Miles per 

hour Knots Descriptive Sea Conditions Wind Force 

(Beaufort) 

Probable Wave 

Height (feet) 

0-1 0-1 Calm Sea smooth and mirror like 0 - 

1-3 1-3 Light Air Scale-like ripples without foam crests 1 1⁄4 

4-7 4-6 Light Breeze Small, short wavelets; crests have a glassy appearance and do not break. 2 1⁄2 

8-12 7-10 Gentle Breeze Large wavelets; some crests begin to break; foam has glassy appearance. 

Occasional white foam crests. 3 2 

13-18 11-16 Moderate Breeze Small waves, become longer; fairly frequent white foam crests. 4 4 

19-24 17-21 Fresh Breeze Moderate waves, taking a more pronounced long form; many white foam 

crests; there may be some spray. 5 6 

25-31 22-27 Strong Breeze Large waves begin to form; white foam crests are more extensive 

everywhere; there may be some spray. 6 10 

32-38 28-33 Near Gale Sea heaps up and white foam from breaking waves begin to be blown in 

streaks along the direction of the wind; spindrift begins. 7 14 

39-46 34-40 Gale 

Moderately high waves of greater length; edges of crests break into 

spindrift; foam is blown in well-marked streaks along the direction of the 

wind. 

8 18 

47-54 41-47 Strong Gale High waves; dense streaks of foam along the direction of the wind; crests 

of waves begin to topple, tumble and roll over; spray may reduce visibility. 9 23 

55-63 48-55 Storm 

Very high waves with long overhanging crests. The resulting foam in great 

patches is blown in dense white streaks along the direction of the wind. On 

the whole, the surface of the sea is white in appearance. The tumbling of 

the sea becomes heavy and shock-like. Visibility is reduced. 

10 29 

64-72 56-63 Violent Storm 

Exceptionally high waves that may obscure small and medium-sized ships. 

The sea is completely covered with long white patches of foam lying along 

the direction of the wind. Everywhere the edges of the wave crests are 

blown into froth. Visibility is reduced. 

11 37 

73+ 64+ Hurricane The air is filled with foam and spray. Sea completely white with driving 

spray; visibility is very much reduced. 12 45 

Table for Estimating Time of Transit 

Speed (knots) 

8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 30 

days/ 

hours 

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

days/ 

hours

 Distance 

 (nautical miles) 

10 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 - - - - - - 

20 0/3 0/2 0/2 0/2 0/2 0/2 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 0/1 

30 0/4 0/3 0/3 0/3 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/1 0/1 0/1 0/1 0/1 0/1 

40 0/5 0/4 0/4 0/4 0/3 0/3 0/3 0/3 0/3 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/2 0/1 

50 0/6 0/6 0/5 0/5 0/4 0/4 0/4 0/3 0/3 0/3 0/3 0/3 0/3 0/2 0/2 0/2 0/2 0/2 0/2 

60 0/8 0/7 0/6 0/5 0/5 0/5 0/4 0/4 0/4 0/4 0/3 0/3 0/3 0/3 0/3 0/3 0/3 0/2 0/2 

70 0/9 0/8 0/7 0/6 0/6 0/5 0/5 0/5 0/4 0/4 0/4 0/4 0/4 0/3 0/3 0/3 0/3 0/3 0/2 

80 0/10 0/9 0/8 0/7 0/7 0/6 0/6 0/5 0/5 0/5 0/4 0/4 0/4 0/4 0/4 0/3 0/3 0/3 0/3 

90 0/11 0/10 0/9 0/8 0/8 0/7 0/6 0/6 0/6 0/5 0/5 0/5 0/5 0/4 0/4 0/4 0/4 0/4 0/3 

100 0/13 0/11 0/10 0/9 0/8 0/8 0/7 0/7 0/6 0/6 0/6 0/5 0/5 0/5 0/5 0/4 0/4 0/4 0/3 

200 1/1 0/22 0/20 0/18 0/17 0/15 0/14 0/13 0/13 0/12 0/11 0/11 0/10 0/10 0/9 0/9 0/8 0/8 0/7 

300 1/14 1/9 1/6 1/3 1/1 0/23 0/21 0/20 0/19 0/18 0/17 0/16 0/15 0/14 0/14 0/13 0/13 0/12 0/10 

400 2/2 1/20 1/16 1/12 1/9 1/7 1/5 1/3 1/1 1/0 0/22 0/21 0/20 0/19 0/18 0/17 0/17 0/16 0/13 

500 2/15 2/8 2/2 1/21 1/18 1/14 1/12 1/9 1/7 1/5 1/4 1/2 1/1 1/0 0/23 0/22 0/21 0/20 0/17 

600 3/3 2/19 2/12 2/7 2/2 1/22 1/19 1/16 1/14 1/11 1/9 1/8 1/6 1/5 1/3 1/2 1/1 1/0 0/20 

700 3/16 3/6 2/22 2/16 2/10 2/6 2/2 1/23 1/20 1/17 1/15 1/13 1/11 1/9 1/8 1/6 1/5 1/4 0/23 

800 4/4 3/17 3/8 3/1 2/19 2/14 2/9 2/5 2/2 1/23 1/20 1/18 1/16 1/14 1/12 1/11 1/9 1/8 1/3 

900 4/17 4/4 3/18 3/10 3/3 2/21 2/16 2/12 2/8 2/5 2/2 1/23 1/21 1/19 1/17 1/15 1/14 1/12 1/6 

1000 5/5 4/15 4/4 3/19 3/11 3/5 2/23 2/19 2/15 2/11 2/8 2/5 2/2 2/0 1/21 1/19 1/18 1/16 1/9 

2000 10/10 9/6 8/8 7/14 6/23 6/10 5/23 5/13 5/5 4/22 4/15 4/9 4/4 3/23 3/19 3/15 3/11 3/8 2/19 

3000 15/15 13/21 12/12 11/9 10/10 9/15 8/22 8/8 7/20 7/8 6/23 6/14 6/6 5/23 5/16 5/10 5/5 5/0 4/4 

4000 20/20 18/21 16/16 15/4 13/21 12/20 11/22 11/3 10/10 9/19 9/6 8/19 8/8 7/22 7/14 7/6 6/23 6/16 5/13 

5000 26/1 23/4 20/20 18/23 17/9 16/1 14/21 13/21 13/1 12/6 11/14 10/23 10/10 9/22 9/11 9/1 8/16 8/8 6/23 

6000 31/6 27/19 25/0 22/17 20/20 19/6 17/21 16/16 15/15 14/17 13/21 13/4 12/12 11/22 11/9 10/21 10/10 10/0 8/8 
534 ■ Appendix B ■ Volume 9

Standard Abbreviations Used In Broadcasts

 

Aids to Navigation Organizations 

Aeronautical Radiobeacon AERO RBN Commander, Coast Guard District (#) CCGD(#) 

Articulated Daybeacon ART DBN Coast Guard CG 

Articulated Light ART LT Corps of Engineers COE 

Destroyed DESTR National Geospatial-Intelligence Agency NGA 

Discontinued DISCONTD National Ocean Service NOS 

Established ESTAB National Weather Service NWS 

Exposed Location Buoy ELB Vessels 

Fog Signal Station FOG SIG Aircraft A/C 

Large Navigation Buoy LNB Fishing Vessel F/V 

Light LT Liquefied Natural Gas Carrier LNG 

Light List Number LLNR Motor Vessel2 M/V 

Lighted Bell Buoy LBB Pleasure Craft P/C 

Lighted Buoy LB Research Vessel R/V 

Lighted Gong Buoy LGB Sailing Vessel S/V 

Lighted Horn Buoy LHB Compass Directions 

Lighted Whistle Buoy LWB North N 

Ocean Data Acquisition System ODAS South S 

Privately Maintained PRIV MAINTD East E 

Radar Beacon RACON West W 

Radar Reflector RA REF Northeast NE 

Temporarily Replaced by Unlighted 

Buoy TRUB Northwest NW 

Temporarily Replaced by Lighted 

Buoy TRLB Southeast SE 

Whistle WHIS Southwest SW 

Light Characteristics Months 

Alternating AL January JAN 

Characteristic CHAR February FEB 

Composite Group-Flashing FL(2+1) March MAR 

Composite Group-Occulting OC(2+1) April APR 

Continuous Quick-Flashing Q May MAY 

Fixed and Flashing FFL June JUN 

Fixed F July JUL 

Group-Flashing FL(3) August AUG 

Group-Occulting OC(2) September SEP 

Interrupted Quick-Flashing IQ October OCT 

Isophase ISO November NOV 

Morse Code MO(A) December DEC 

Occulting OC Days of the Week 

Single-Flashing FL Monday MON 

Colors1 Tuesday TUE 

Black B Wednesday WED 

Blue BU Thursday THU 

Green G Friday FRI 

Orange OR Saturday SAT 

Red R Sunday SUN 

White W 

Yellow Y 

 

1 Color refers to light characteristics of Aids to Navigation only 

2 M/V includes: Steam Ship, Container Vessel, Cargo Vessel, etc.
■ Appendix B ■ 535

Standard Abbreviations Used In Broadcasts (continued)

 

Countries and States South Dakota SD 

Alabama AL Tennessee TN 

Alaska AK Texas TX 

American Samoa AS United States US 

Arizona AZ Utah UT 

Arkansas AR Vermont VT 

California CA Virgin Islands VI 

Canada CN Virginia VA 

Colorado CO Washington WA 

Connecticut CT West Virginia WV 

Delaware DE Wisconsin WI 

District of Columbia DC Wyoming WY 

Florida FL Various 

Georgia GA Anchorage ANCH 

Guam GU Anchorage Prohibited ANCH 

PROHIB 

Hawaii HI Approximate APPROX 

Idaho ID Atlantic ATLC 

Illinois IL Authorized AUTH 

Indiana IN Average AVG 

Iowa IA Bearing BRG 

Kansas KS Breakwater BKW 

Kentucky KY Broadcast Notice to Mariners BNM 

Louisiana LA Channel CHAN 

Maine ME Code of Federal Regulations CFR 

Maryland MD Continue CONT 

Marshall Islands MH Degrees (temp; geo pos) DEG 

Massachusetts MA Diameter DIA 

Mexico MX Edition ED 

Michigan MI Effect/Effective EFF 

Minnesota MN Entrance ENTR 

Mississippi MS Explosive Anchorage EXPLOS 

ANCH 

Missouri MO Fathom(s) FM(S) 

Montana MT Foot/Feet FT 

Nebraska NE Harbor HBR 

Nevada NV Height HT 

New Hampshire NH Hertz HZ 

New Jersey NJ Horizontal Clearance HOR CL 

New Mexico NM Hour HR 

International Regulations for 

Preventing Collisions at Sea New York NY COLREGS 

North Carolina NC Kilohertz KHZ 

North Dakota ND Kilometer KM 

Northern Mariana Islands MP Knot(s) KT(S) 

Ohio OH Latitude LAT 

Oklahoma OK Local Notice to Mariners LNM 

Oregon OR Longitude LONG 

Pennsylvania PA Maintained MAINTD 

Puerto Rico PR Maximum MAX 

Rhode Island RI Megahertz MHZ 

South Carolina SC Millibar MB 
536 ■ Appendix B ■ Volume 9

Standard Abbreviations Used In Broadcasts (continued) 

 

Various (continued) Rock RK 

Millimeter MM Saint ST 

Minute (time; geographic position) MIN Second (time; geographic position) SEC 

Moderate MOD Signal Station SIG STA 

Mountain, Mount MT Station STA 

Nautical Mile(s) NM Statute Mile(s) SM 

Notice to Mariners NM Storm Signal Station S SIG STA 

Obstruction OBSTR Temporary TEMP 

Occasion/Occasionally OCCASION Thunderstorm TSTORM 

Operating Area OPAREA Through THRU 

Pacific PAC True T 

Point(s) PT(S) Uncovers; Dries UNCOV 

Position POS Universal Coordinate Time UTC 

Position Approximate PA Urgent Marine Information Broadcast UMIB 

Pressure PRES Velocity VEL 

Private/Privately PRIV Vertical Clearance VERT CL 

Prohibited PROHIB Visibility VIS 

Publication PUB Yard(s) YD 

Range RGE Warning WARN 

Reported REP Weather WX 

Restricted RESTR Wreck WK 
■ Appendix B ■ 537

Measurements and Equivalencies

Unit Equivalency

nautical mile 1,852 meters

6,076.12 feet

statute mile

5,280 feet

1,609.3 meters

1.6093 kilometers

cable 0.1 nautical mile (CN) 

720 feet (US) 

fathom 6 feet

1.8288 meters

foot 0.3048 meter

inch 2.54 centimeters

meter

39.37 inches

3.281 feet

1.0936 yards

kilometer 1,000 meters

knot 1.6877 feet per second

0.5144 meters per second

miles per hour (statute) 1.466 feet per second

0.44704 meters per second

acre 43,560 square feet

4,046.82 square meters

pound (avoirdupois) 453.59 gram

gram 0.0022046 pound (avoirdupois)

0.035274 ounce

short ton 2,000 pounds

long ton 2,240 pounds

metric ton 2,204.6 pounds

kilogram 2.2 pounds

liter 1.0567 quarts

barrel (petroleum) 42 gallons (US)

Conversion Factors

Known Value Multiply By Unknown Value

Linear

inches

25.40 millimeters

2.540 centimeters

centimeters 0.032808 feet

feet

30.48 centimeters

0.3048 meters

0.00016458 nautical miles

yard 0.9144 meters

meters

3.2808 feet

1.094 yards

0.0005399 nautical miles

statute miles

0.86897 nautical miles

1.6093 kilometers

1,609.3 meters

nautical miles 1.151 statute miles

Area

square feet 0.0929 square meters

0.00002296 acres

square meters 10.764 square feet

0.0002471 acres

acres

4,046.9 square meters

43,560 square feet

0.404685 hectare

hectare

2.471054 acres

10,000 square meters

1.07639x105 square feet

Depths

fathoms 1.8288 meters

meters 0.54681 fathoms

3.2808 feet

feet 0.3048 meters

Rate

feet per second

0.5925 knots

0.6818 miles per hour

30.48 centimeters per second

statute miles per 

hour

0.8689 knots

1.467 feet per second

0.447 meters per second

knots

1.151 miles per hour

0.5144 meters per second

1.6878 feet per second

centimeters per 

second

0.01944 knots

0.02237 miles per hour

0.032808 feet per second

Mass

grams

0.035275 ounces

0.002205 pounds

ounces 28.349 grams

pounds 0.45359 kilograms

short tons

2,000 pounds

0.89286 long tons

0.9072 metric tons

Mass

long tons

2,240 pounds

1.12 short tons

1.016 metric tons

metric tons

1,000 kilograms

0.9842 long tons

1.1023 short tons

2,204.6 pounds

Volume

barrels 

(petroleum)

42 gallons (US)

158.99 liters

barrels 

(liquid, US)

31.5 gallons (US)

26.229 gallons (British)

119.24 liters

gallons (US) 0.02381 barrels (petroleum)

3.7854 liters

liters 0.26417 gallons (US)
538 ■ Appendix B ■ Volume 9
Appendix C

■ Appendix C ■ 539
540 ■ Appendix C ■ Volume 9

Marine Protected Areas

MPA Site Name MPA Description MPA Restrictions of 

Interest to Mariners MPA Management Approach Managing Agency and Contact Information

Navigation Fishing

Conservation/

Management 

Focus

Level of Protection

Vessel Traffi cAnchoringCommercial FishingRecreational FishingNatural HeritageCultural HeritageSustainable ProductionUniform Multiple UseZoned Multiple UseZoned (No Take Areas)No TakeNo ImpactNo Access

Alaska Maritime 

National Wildlife Refuge

Several sites spread along most of

Alaska's 47,300 mile coastline, 

extending from Forrester Island

N to Gulf of Alaska, W to include all

Aleutians and N to Icy Cape on the 

Arctic Ocean.

U.S. Fish & Wildlife Service 

Alaska Regional Offi ce 

907–786–3309

On-Site Information

907–235–6546

Stellar Sea Lion 

Protection Areas

Numerous sites located throughout 

Alaska; centered around Steller 

Sea Lion rookeries and haulout 

sites.

National Marine Fisheries 

Service Alaska Region

907–586–7221

Alaska Peninsula 

National Wildlife Refuge

Extends in a 200-mile arc from 

57°26.1'N., 156°2.9'W. southwest 

to 55°43.2'N., 160°8.3'W. Also 

includes a small coastal section on 

the Bering Sea side at Port Moller.

U.S. Fish & Wildlife Service 

Alaska Regional Offi ce 

907–786–3309

On-Site Information

907–235–3339

Cook Inlet From Cook Inlet north of line 

between Cape Douglas and Point 

Adam; surface area about 9,973 

nm2

National Marine Fisheries 

Service Alaska Region

907–586-7221

Kachemak Bay 

Research Reserve

East edge of Cook Inlet which 

includes waters of Kachemak Bay 

east of the line connecting Anchor 

Point with Point Pogibshi; surface 

area about 431 nm2

Alaska Fish & Game 

Headquarters

907–465–4100

On-Site Information

907–235–4799

Kodiak National Wildlife 

Refuge

Includes Karluk River, Alitak 

Lagoon (including Rodman Reach), 

Lazy Bay, and Sukhoi Lagoon.

U.S. Fish & Wildlife Service 

Alaska Regional Offi ce 

907–786-3309

On-Site Information

907–487–2600

Katmai National Park 

and Preserve

Located between Shelikof Straits 

and Bristol Bay in southwest 

Alaska; includes entire mainland 

shoreline along Shelikof Straits.

National Park Service 

Alaska Area Region

907–644–3510

On-Site Information

907–246–3305

Togiak National Wildlife 

Refuge

Includes Kulukak Bay, Togiak River, 

Igushik River, and Snake River.

U.S. Fish & Wildlife Service 

Alaska Regional Offi ce 

907–786–3309

On-Site Information

907–842–1063

Yukon Delta National 

Wildlife Refuge

Surrounds Ninivak Island, including 

Kinak Bay and part of Kuskokwim 

Bay.

U.S. Fish & Wildlife Service 

Alaska Regional Offi ce 

907–786–3309

On-Site Information

907–543–3151

Selawik National Wildlife 

Refuge

East boundary is the shoreline from 

Selawik Lake to Hotham Inlet and 

all river and inlets to the west.

U.S. Fish & Wildlife Service 

Alaska Regional Offi ce 

907–786–3309

On-Site Information

907–442–3799

 Restricted – Activities that are fully or partially allowed and may have specifi c regulations or restrictions

 Prohibited – Activities that are not allowed unless authorized by permit

 Applicable to this MPA

 Data not available

This information is summarized from offi cial sources, including the National Inventory of Marine Protected Areas, and appropriate State/Federal laws and regulations. For complete, detailed, 

current, and offi cial information on these sites, please consult the relevant authorities, including Federal and State laws and regulations (such as the Code of Federal Regulations), and other 

appropriate authorities.

X

X

X

X

X

X

X

X

X

X

X

X

X
INDEX

A

A.C. Point 16648 · · · · · · · · · · 222

Abbreviations for Broadcast · · · · · 22

Aberdeen Rock 16592· · · · · · · · 263

Abraham Bay 16430 · · · · · · · · 426

Acharon Channel 16240 · · · · · · 466

Acheredin Bay 16553 · · · · · · · · 325

Acheredin Point 16553, 16551 · · · 325

Acorn Rock 16471 · · · · · · · · · 406

Adak Bight 16475 · · · · · · · · · · 404

Adak Island 16471 · · · · · · · · · 404

Adak Strait 16471, 16467· · · · · · 406

Admiralty Bay 16004 · · · · · · · · 491

Adugak Island 16511 · · · · · · · · 380

Afognak 16594 · · · · · · · · · · · 244

Afognak Bay 16594 · · · · · · · · · 244

Afognak Island 16604· · · · · · · · 241

Afognak Point 16594 · · · · · · · · 245

Afognak River 16594 · · · · · · · · 244

Afognak Strait 16594 · · · · · · · · 245

Agamgik Bay 16522· · · · · · · · · 369

Agattu Island 16434, 16423 · · · · 427

Agattu Roadstead 16434, 16423 · · 428

Aghik Island 16587, 16013 · · · · · 302

Aghiyuk Island 16587, 16013· · · · 302

Agligadak Island 16480 · · · · · · · 393

Agligadak Reefs 16480 · · · · · · · 393

Agnes Cove 16682 · · · · · · · · · 189

Agriculture, Department of· · · 35, 506

Agripina Bay 16568 · · · · · · · · · 298

Aguchik Island 16603, 16576· · · · 294

Aguliak Island 16704 · · · · · · · · 185

Aguligik Island 16603, 16576· · · · 294

Aguliuk Point 16500 · · · · · · · · 376

Aiaktalik Cove 16590 · · · · · · · · 267

Aiaktalik Island 16590 · · · · · · · 267

Aiaktalik Island Light 5 16590 · · · 267

Aialik Bay 16682 · · · · · · · · · · 192

Aialik Cape 16682· · · · · · · · · · 192

Aichilik River 16042 · · · · · · · · 497

Aids to navigation · · · · · · · · 9, 109

Aids to Navigation on Artificial

Islands and Fixed Structures

(in part)· · · · · · · · · · · · · 45

Aiktak Island 16531· · · · · · · · · 346

Air Almanac· · · · · · · · · · · · · 501

Aircraft procedures for directing

surface craft · · · · · · · · · · 16

Aiugnak Columns 16568 · · · · · · 299

Akhiok 16591 · · · · · · · · · · · · 271

Akhiok Bay 16591· · · · · · · · · · 271

Akhiok Island 16591 · · · · · · · · 271

Akhiok Reef 16591 · · · · · · · · · 271

Akjemguiga Cove 16648 · · · · · · 220

Akoliakatat Pass 16087 · · · · · · · 488

Akulurak 16240· · · · · · · · · · · 467

Akumwarvik Bay 16648· · · · · · · 220

Akun Bay 16531 · · · · · · · · · · 349

Akun Head 16531 · · · · · · · · · · 350

Akun Island 16531 · · · · · · · · · 348

Akun Strait 16532 · · · · · · · · · 350

Akun Strait Light 16532 · · · · · · 350

Akutan 16532 · · · · · · · · · · · · 350

Akutan Bay 16532 · · · · · · · · · 350

Akutan Harbor 16532· · · · · · · · 350

Akutan Island 16531 · · · · · · · · 351

Akutan Pass 16528 · · · · · · · · · 353

Akutan Peak 16531 · · · · · · · · · 351

Akutan Point 16532· · · · · · · · · 350

Alaganik 16013 · · · · · · · · · · · 141

Alaganik Slough 16013 · · · · · · · 141

Alagnak River 16323 · · · · · · · · 443

Alaid Island 16435 · · · · · · · · · 422

Alakanuk 16240· · · · · · · · · · · 466

Alaska Highway · · · · · · · · · · · 159

Alaska Island 16045· · · · · · · · · 494

Alaska Maritime National

Wildlife Refuge · · · · · · · · 111

Alaska Peninsula 16011, 16013· · · 291

Alaska Peninsula National

Wildlife Refuge · · · · · · · · 111

Alaska Range · · · · · · · · · · · · 234

Alaska-Canada Boundary

Monument No. 1 16041 · · · · 498

Albatross Anchorage 16553· · · · · 316

Albatross Bank 16580· · · · · · · · 268

Alcan Harbor 16423, 16436 · · · · 421

Alder Rock 17301 · · · · · · · · · · 131

Aleks Rock 16520 · · · · · · · · · · 338

Aleut Point 16440· · · · · · · · · · 415

Aleut Village 16594 · · · · · · · · · 244

Aleutian Islands 16011, 16012 · · · 341

Aleutian Rock 16597 · · · · · · · · 285

Aleutian Trench 16011, 16012 · · · 343

Alexai Point 16432 · · · · · · · · · 422

Alexander 16660 · · · · · · · · · · 227

Alexander Island 16594 · · · · · · · 244

Alexander Point 16556, 16540 · · · 311

Alf Island 16597· · · · · · · · · · · 285

Aligo Point 16682· · · · · · · · · · 193

Aliksemit Island 16587, 16013 · · · 302

Alimuda Bay 16515 · · · · · · · · · 366

Alinchak Bay 16575, 16580· · · · · 296

Alitak Bay 16590 · · · · · · · · · · 270

Alitak Lagoon 16591 · · · · · · · · 271

Aliulik Peninsula 16590 · · · · · · 267

Alligator Island 16605 · · · · · · · 275

Alligator Island Light 16605 · · · · 275

Alpine Cove 16590 · · · · · · · · · 272

Alsek Glacier 16760· · · · · · · · · 133

Alsek River 16760· · · · · · · · · · 133

Amagat Island 16535 · · · · · · · · 333

Amak Island 16520 · · · · · · · · · 436

Amakdedori 16648 · · · · · · · · · 221

Amakdedori Creek 16648· · · · · · 221

Amakdedulia Cove 16648· · · · · · 220

Amaknak Island 16529 · · · · · · · 357

Amalik Bay 16576, 16580· · · · · · 295

Amatignak Island 16460 · · · · · · 413

Amatuli Cove 16606 · · · · · · · · 207

Amber Bay 16568 · · · · · · · · · · 300

Amchitka Island 16440 · · · · · · · 414

Amchitka Pass 16460 · · · · · · · · 413

Amee Bay 16592 · · · · · · · · · · 263

Amendments (NMR's) · · · · · · · · · 1

American Bay 16553 · · · · · · · · 315

American Practical Navigator · · · 501

Amerk Point 16702 · · · · · · · · · 182

Amik Island 16591 · · · · · · · · · 272

Amlia Island 16480 · · · · · · · · · 393

Amlia Pass 16490 · · · · · · · · · · 393

Amook Island 16597 · · · · · · · · 285

Amos Bay 16500 · · · · · · · · · · 381

Amtagis Island 16480· · · · · · · · 394

Amugul Bay 16522 · · · · · · · · · 368

Amukta Island 16500, 16480 · · · · 388

Amukta Pass 16480 · · · · · · · · · 390

AMVER · · · · · · · · · · · · · · · · 40

AMVER Reporting Required · · · · · 40

Anagaksik Island 16477· · · · · · · 402

Anaktuvuk River 16004· · · · · · · 492

Anangula (Ananiuliak) Island

16511 · · · · · · · · · · · · · 379

Anchor Cove 16683 · · · · · · · · · 188

Anchor Point 16315 · · · · · · · · 448

Anchor Point 16645 · · · · · · · · 219

Anchor Point Light 16645 · · · · · 219

Anchorage 16665, 16663 · · · · · · 232

Anchorage Bay 16566· · · · · · · · 303

Anchorage Cove 16762 · · · · · · · 132

Anchorage Regulations · · · · · · · 49

Anchorages · · · · · · · · · · · · · 110

Anderson Bay 16517 · · · · · · · · 364

Anderson Point 16044 · · · · · · · 495

Anderson Point 16517 · · · · · · · 364

Andreanof Islands 16012 · · · · · · 390

Andreon Bay 16604 · · · · · · · · · 241

■ Index ■ 541

The numbers of the largest scale

charts on which the names appear follow the indexed items. Some geographic names are indexed more than

once when more than one place has

the same geographic name. Charts

published by the National GeospatialIntelligence Agency are indicted by an

asterisk.
Andronica Island 16553 · · · · · · 322

Andronica Island Light 16553 · · · 322

Angun Lagoon 16042 · · · · · · · · 497

Angun Point 16042 · · · · · · · · · 497

Anguvik Island 16566· · · · · · · · 304

Aniak 16006· · · · · · · · · · · · · 453

Aniakchak Bay 16568 · · · · · · · · 301

Aniakchak Crater 16343 · · · · · · 438

Animal and Plant Health Inspection

Service · · · · · · · · · · · · · 35

Animal Import Centers · · · · · · · 506

Ankau, The 16761 · · · · · · · · · 134

Annoy Rock 16463 · · · · · · · · · 409

Anowik Island 16587, 16013 · · · · 302

Anton Larsen Bay 16594 · · · · · · 249

Apavawook Cape 16006 · · · · · · · 461

Aphrewn River 16006· · · · · · · · 464

Apoon Pass 16240· · · · · · · · · · 467

Applegate Cove 16501 · · · · · · · 384

Applegate Island 16705 · · · · · · · 175

Applegate Rock 16701 · · · · · · · 179

Applegate Shoal Light 16701 · · · · 179

Arch Point 16520 · · · · · · · · · · 344

Arch Point 16549 · · · · · · · · · · 327

Arch Point Light 2 16549· · · · · · 327

Arch Rock 16645 · · · · · · · · · · 199

Arch Rock Light 3A 16530 · · · · · 360

Archimandritof Shoals 16645,

16646 · · · · · · · · · · · · · 216

Arctic Ocean 16003 · · · · · · · · · 479

Arey Island 16043· · · · · · · · · · 495

Argonne Channel 16474 · · · · · · 407

Argonne Point 16471 · · · · · · · · 406

Ariadne Cove 16681· · · · · · · · · 197

Ariadne Island 16681 · · · · · · · · 197

Armeria Bay 16434, 16423 · · · · · 427

Armeria Point 16434, 16423 · · · · 427

Army Corps of Engineers (USACE) · 38

Arre Rocks 16006 · · · · · · · · · · 460

Articulated daybeacons · · · · · · · 11

Articulated lights· · · · · · · · · · · 11

Ashiiak Island 16568 · · · · · · · · 298

Ashishik Point 16500 · · · · · · · · 375

Askinuk Mountains 16240, 16006 · 464

Aspid Bay 16515 · · · · · · · · · · 366

Astrolabe Bay 17301 · · · · · · · · 131

Astrolabe Point 17301 · · · · · · · 131

Astrolabe Rocks 17301 · · · · · · · 131

Astronomical Almanac · · · · · · · 501

Asuksak Island 16478· · · · · · · · 402

Asuksak Pass 16477· · · · · · · · · 402

Atigaru Point 16064 · · · · · · · · 492

Atka 16490 · · · · · · · · · · · · · 396

Atka Island 16480· · · · · · · · · · 394

Atka Pass 16484· · · · · · · · · · · 400

Atkins Island 16540· · · · · · · · · 318

Atkulik Island 16566 · · · · · · · · 303

Attu 16433 · · · · · · · · · · · · · 424

Attu Island 16421 · · · · · · · · · · 422

Augustine Island 16648· · · · · · · 221

Augustine Rocks 16648· · · · · · · 221

Auk Bay 16683 · · · · · · · · · · · 187

Austin Cove 16421 · · · · · · · · · 424

Automated Mutual-assistance Vessel

Rescue System (AMVER) · · · · 40

Avatanak Island 16531 · · · · · · · 348

Avatanak Point 16531· · · · · · · · 348

Avatanak Strait 16531 · · · · · · · 348

Axel Lind Island 16705 · · · · · · · 165

Ayakulik Island 16601 · · · · · · · 288

Ayakulik River 16601 · · · · · · · · 288

Ayugadak Point 16441 · · · · · · · 416

Azamis Cove 16477 · · · · · · · · · 403

Aziak 16200 · · · · · · · · · · · · · 475

Aziak Island 16478 · · · · · · · · · 402

Azimuth Point 16594 · · · · · · · · 252

B

Babcock Creek 16681· · · · · · · · 197

Baby Islands 16528 · · · · · · · · · 353

Baby Pass 16528 · · · · · · · · · · 353

Bailey Ledge 16529 · · · · · · · · · 360

Bainbridge Glacier 16683· · · · · · 187

Bainbridge Island 16702 · · · · · · 182

Bainbridge Passage 16702 · · · · · 183

Balboa Bay 16553 · · · · · · · · · · 316

Bald Head 16200 · · · · · · · · · · 471

Bald Head Chris Island 16705 · · · 166

Baldwin Peninsula 16005· · · · · · 483

Bales Landing 16556, 16540 · · · · 314

Balika Cove 16594 · · · · · · · · · 250

Ballast Island 16553 · · · · · · · · 316

Ban Island 16604 · · · · · · · · · · 277

Banner Bay 16487 · · · · · · · · · 397

Banner Point 16487 · · · · · · · · 397

Baralof Bay 16553 · · · · · · · · · 324

Baralof Bay Light 16553 · · · · · · 324

Bare Island 16594· · · · · · · · · · 247

Barling Bay 16592 · · · · · · · · · 265

Barnabas Rock 16592· · · · · · · · 262

Barnes Cove 16704 · · · · · · · · · 185

Barometer Mountain 16594 · · · · 255

Barren Islands 16606 · · · · · · · · 206

Barrow 16082 · · · · · · · · · · · · 489

Barry Arm 16700 · · · · · · · 168 - 169

Barter Island 16043· · · · · · · · · 495

Barwell Island 16682 · · · · · · · · 188

Basalt Rock 16531 · · · · · · · · · 349

Bass Harbor 16705 · · · · · · · · · 164

Battery Point 16531 · · · · · · · · 352

Bay of Islands 16474 · · · · · · · · 406

Bay of Isles 16701· · · · · · · · · · 180

Bay of Waterfalls 16471· · · · · · · 407

Bay Point 16551 · · · · · · · · · · 325

Beach River 16701 · · · · · · · · · 146

Beacon Point 16300 · · · · · · · · 451

Bear Bay 16549 · · · · · · · · · · · 328

Bear Cape 16709 · · · · · · · · · · 148

Bear Cove 16645 · · · · · · · · · · 218

Bear Cove 16682 · · · · · · · · · · 193

Bear Glacier 16682 · · · · · · · · · 190

Bear Island 16599· · · · · · · · · · 284

Bear Island 16605· · · · · · · · · · 276

Bear Point 16682 · · · · · · · · · · 194

Bear Rock 16549 · · · · · · · · · · 331

Bearings · · · · · · · · · · · · · · · · 1

Beartrack Creek 16520 · · · · · · · 435

Beartrap Bay 16708· · · · · · · · · 153

Beaufort Lagoon 16042· · · · · · · 497

Beaufort Sea 16003 · · · · · · · · · 490

Beautiful Isle 16681 · · · · · · · · 197

Beauty Bay 16681· · · · · · · · · · 197

Beaver Bay 16480 · · · · · · · · · · 395

Beaver Bay 16551 · · · · · · · · · · 326

Beaver Inlet 16522 · · · · · · · · · 368

Becharof Lake 16323 · · · · · · · · 440

Bechevin Bay 16486 · · · · · · · · 399

Bechevin Bay 16535 · · · · · · · · 335

Bechevin Point 16486 · · · · · · · 399

Beechey Point 16062 · · · · · · · · 493

Beehive Island 16682 · · · · · · · · 193

Belkofski 16549· · · · · · · · · · · 329

Belkofski Bay 16549 · · · · · · · · 329

Belkofski Point 16549 · · · · · · · 329

Belleview Beach 16471 · · · · · · · 409

Beluga Hill 16300· · · · · · · · · · 450

Beluga River 16663, 16660 · · · · · 227

Beluga Shoal 16663· · · · · · · · · 231

Belvedere Island 16046 · · · · · · · 494

Bendel Island 16540 · · · · · · · · 319

Berger Island 16681 · · · · · · · · 199

Bering Glacier 16016 · · · · · · · · 137

Bering River 16723 · · · · · · · · · 140

Bering Sea 16006 · · · · · · · · · · 431

Bering Strait 16003· · · · · · · · · 479

Bernard Harbor 16043 · · · · · · · 496

Bernard Spit 16043 · · · · · · · · · 496

Bert Point 16590 · · · · · · · · · · 272

Bertoncini Island 16062 · · · · · · 492

Besboro Island 16200· · · · · · · · 471

Bethel 16006 · · · · · · · · · · · · 452

Bettles Bay 16700· · · · · · · · · · 168

Bettles Island 16702 · · · · · · · · 181

Beulah Island 16240 · · · · · · · · 469

Beverly Cove 16474· · · · · · · · · 407

Bidarka Point 16708 · · · · · · · · 155

Big Alinchak Bay 16575 · · · · · · 296

Big Bay 16604 · · · · · · · · · · · 274

Big Diomede Island 16200 · · · · · 482

Big Flat 16323 · · · · · · · · · · · 439

Big Fort Channel 16604 · · · · · · 241

Big Fort Island 16604· · · · · · · · 241

542 ■ Index ■ Volume 9
Big Koniuji Island 16540 · · · · · · 318

Big Lagoon 16535 · · · · · · · · · 334

Big Rock 16594 · · · · · · · · · · · 244

Big Rock 16648 · · · · · · · · · · · 223

Billings Head 16531 · · · · · · · · 350

Billings Head Bight 16520 · · · · · 350

Billings Head Light 16531 · · · · · 350

Binnacle Bay 16434, 16423· · · · · 427

Biorka 16522 · · · · · · · · · · · · 368

Bird Cape 16440 · · · · · · · · · · 415

Bird Island 16535 · · · · · · · · · · 336

Bird Island 16540 · · · · · · · · · · 318

Bird Islet 16595· · · · · · · · · · · 253

Bird Reef 16646· · · · · · · · · · · 210

Bird Rock 16597 · · · · · · · · · · 283

Bishop Point 16518· · · · · · · · · 363

Bishop Rock 16702 · · · · · · · · · 180

Black Bay 16681 · · · · · · · · · · 194

Black Bluffs 16382 · · · · · · · · · 456

Black Cape 16500 · · · · · · · · · · 381

Black Cape 16604 · · · · · · · · · · 276

Black Hill 16520 · · · · · · · 435 - 436

Black Island 16474 · · · · · · · · · 407

Black Mountain 16681 · · · · · · · 194

Black Peak 16343 · · · · · · · · · · 438

Black Peak 16501 · · · · · · · · · · 384

Black Point 16200 · · · · · · · · · 470

Black Point 16551 · · · · · · · · · 327

Black Point 16592 · · · · · · · · · 264

Black Point 16594 · · · · · · · · · 251

Black Reef 16648 · · · · · · · · · · 222

Black River 16240 · · · · · · · · · 465

Black River Entrance Light 16240 · 465

Black Rock 16315· · · · · · · · · · 448

Black Rock 16513· · · · · · · · · · 375

Black Rock 16551· · · · · · · · · · 327

Blackface Point 16462 · · · · · · · 411

Blackstone Bay 16705 · · · · · · · 170

Blackstone Glacier 16705· · · · · · 171

Blackstone Point 16705 · · · · · · 171

Bligh Island 16708 · · · · · · · · · 155

Bligh Reef 16708 · · · · · · · · · · 155

Bligh Reef Light 16708 · · · · · · · 155

Blind Breaker 16553 · · · · · · · · 325

Blind Cove 16475 · · · · · · · · · · 404

Blizhni Point 16761 · · · · · · · · 133

Block Island 16705 · · · · · · · · · 176

Blodgett Island 16596 · · · · · · · 258

Blossom Shoals 16087 · · · · · · · 488

Blue Fiord 16705 · · · · · · · · · · 175

Blueberry Bay 16521 · · · · · · · · 370

Bluefox Bay 16487 · · · · · · · · · 398

Bluefox Bay 16605 · · · · · · · · · 276

Bluff 16200 · · · · · · · · · · · · · 472

Bluff Point 16363 · · · · · · · · · · 438

Bluff Point 16549 · · · · · · · · · · 328

Bluff Point 16556, 16540 · · · · · · 313

Bluff Point 16592 · · · · · · · · · · 261

Bluff Point 16645 · · · · · · · · · · 219

Blunt Point 16553 · · · · · · · · · 315

Blying Sound 16683 · · · · · · · · 187

Bobrof Island 16463 · · · · · · · · 410

Bobrof Volcano 16463 · · · · · · · 410

Bodfish Island 16062 · · · · · · · · 492

Bogoslof Hill 16382· · · · · · · · · 456

Bogoslof Island 16500 · · · · · · · 376

Boiler Point 16535 · · · · · · · · · 334

Boiling Pinnacles 16500 · · · · · · 376

Bold Cape 16549 · · · · · · · · · · 330

Bolshoi Islands 16490 · · · · · · · 395

Bomb Point 16709 · · · · · · · · · 149

Boot Bay 16475 · · · · · · · · · · · 404

Boot Point 16590 · · · · · · · · · · 267

Boswell Bay 16709 · · · · · · · · · 142

Boswell Rock 16709 · · · · · · · · 142

Boulder Bay 16513 · · · · · · · · · 373

Boulder Bay 16556, 16540 · · · · · 313

Boulder Bay 16592 · · · · · · · · · 261

Boulder Bay 16708 · · · · · · · · · 155

Boulder Point 16663, 16662 · · · · 231

Boussole Bay 17301· · · · · · · · · 131

Boussole Head 17301 · · · · · · · · 131

Bowditch · · · · · · · · · · · · · · 501

Bowen Anchorage 16683 · · · · · · 188

Bowers Bank 16012· · · · · · · · · 414

Bowers Ridge 16012 · · · · · · · · 414

Box Island 16478 · · · · · · · · · · 402

Box Point 16701 · · · · · · · · · · 146

Bradford Point 16322· · · · · · · · 445

Bradley River 16645 · · · · · · · · 219

Brevig Mission 16204· · · · · · · · 477

Bridge and cable clearances· · · · · · 7

Bridge lights and clearance gages · · 11

Bridges · · · · · · · · · · · · · · · · 1

Bristol Bay 16011 · · · · · · · · · · 434

Broad Bay 16528 · · · · · · · · · · 361

Broad Bight 16531 · · · · · · · · · 352

Broad Point 16593 · · · · · · · · · 259

Broadcast Abbreviations · · · · · · · 22

Broken Oar Cove 16761 · · · · · · 136

Broken Point 16511 · · · · · · · · 377

Broken Point 16576, 16597 · · · · 282

Brooks Range 16003 · · · · · · · · 479

Brother Islands 16561 · · · · · · · 309

Brown Mountain 16681 · · · · · · 199

Brownlow Point 16045 · · · · · · · 495

Bruin Bay 16648 · · · · · · · · · · 221

Brundage Head 16528 · · · · · · · 354

Buchanan Point 16432 · · · · · · · 422

Buck Bight 16515· · · · · · · · · · 365

Buck Island 16515 · · · · · · · · · 365

Buckland 16005· · · · · · · · · · · 483

Buckland River 16005 · · · · · · · 483

Bukhti Point 16441· · · · · · · · · 418

Buldir Island 16440 · · · · · · 413, 420

Buldir Reef 16440· · · · · · · · · · 420

Bulldog Cove 16682 · · · · · · · · 190

Bullen (Savakvik) Point 16046 · · · 494

Bumble Bay 16601 · · · · · · · · · 288

Bumpy Point 16462· · · · · · · · · 410

Bun Point 16591 · · · · · · · · · · 272

Buoys· · · · · · · · · · · · · · · · · 11

Burr Point 16648 · · · · · · · · · · 221

Busby Island 16707 · · · · · · · · · 155

Busby Island Light 16707 · · · · · 155

Bush Banks 16706 · · · · · · · · · 171

Bush Point 16592· · · · · · · · · · 263

Bush Point Light 2 16592 · · · · · 263

Buyers Cove 16708 · · · · · · · · · 163

C

Cabin Bay 16705 · · · · · · · · · · 164

Cabin Cove 16475· · · · · · · · · · 403

Cabin Point 16463 · · · · · · · · · 410

Cable Bay 16462 · · · · · · · · · · 411

Cable clearances· · · · · · · · · · · · 7

Cable ferries · · · · · · · · · · · · · · 1

Caines Head 16682 · · · · · · · · · 190

Camden Bay 16044 · · · · · · · · · 495

Camel Islet 16480· · · · · · · · · · 392

Campbell Bay 16708 · · · · · · · · 162

Campers Cove 16475 · · · · · · · · 404

Campers Point 16475· · · · · · · · 404

Canal Point 16240 · · · · · · · · · 468

Candle 16005 · · · · · · · · · · · · 483

Candlestick Point 16501 · · · · · · 383

Cannery Bay 16517 · · · · · · · · · 364

Cannery Point 16517 · · · · · · · · 364

Canning River 16045 · · · · · · · · 495

Canoe Bay 16551 · · · · · · · · · · 327

Canoe Passage 16709 · · · · · · · · 149

Cape Adagdak 16471 · · · · · · · · 406

Cape Agamsik 16462 · · · · · · · · 411

Cape Aiak 16514 · · · · · · · · · · 372

Cape Aklek 16575, 16580 · · · · · · 297

Cape Aksit 16535 · · · · · · · 337, 344

Cape Aliaksin 16553 · · · · · · · · 317

Cape Alitak 16591· · · · · · · · · · 270

Cape Alitak Light 16591 · · · · · · 270

Cape Amagalik 16462· · · · · · · · 411

Cape Aslik 16511 · · · · · · · · · · 376

Cape Aspid 16515 · · · · · · · · · · 366

Cape Atushagvik 16576, 16580 · · · 294

Cape Avinof 16006· · · · · · · 449, 451

Cape Ayutka 16568 · · · · · · · · · 301

Cape Barnabas 16592 · · · · · · · · 262

Cape Beaufort 16103 · · · · · · · · 487

Cape Blossom 16005 · · · · · · · · 483

Cape Chagak 16500· · · · · · · · · 376

Cape Chakik 16477 · · · · · · · · · 402

Cape Cheerful 16518 · · · · · · · · 362

Cape Chichagof 16323 · · · · · · · 440

■ Index ■ 543
Cape Chiniak 16580 · · · · · · · · 293

Cape Chiniak 16593 · · · · · · · · 259

Cape Chiniak Light 16593 · · · · · 259

Cape Chlanak 16471 · · · · · · · · 406

Cape Chunu 16463 · · · · · · · · · 408

Cape Cleare 16701 · · · · · · · · · 145

Cape Constantine 16322 · · · · · · 444

Cape Corwin 16006 · · · · · · · · · 459

Cape Current 16605 · · · · · · · · 276

Cape Current Narrows 16605 · · · 276

Cape Darby 16200 · · · · · · · · · 471

Cape Deceit 16005 · · · · · · · · · 483

Cape Denbigh 16200 · · · · · · · · 471

Cape Devine 16553 · · · · · · · · · 322

Cape Dezhneva 16005 · · · · · · · 482

Cape Douglas 16200 · · · · · · · · 475

Cape Douglas 16580 · · · · · · · · 292

Cape Elizabeth Light 16645 · · · · 209

Cape Espenberg 16005 · · · · · · · 483

Cape Etolin 16006 · · · · · · · · · 458

Cape Etolin Anchorage 16006 · · · 459

Cape Fairfield 16683 · · · · · · · · 188

Cape Fairweather 16760 · · · · · · 133

Cape Glazenap 16520 · · · · · · · · 436

Cape Grant 16598· · · · · · · · · · 287

Cape Greig 16011 · · · · · · · · · · 439

Cape Greville 16593 · · · · · · · · 260

Cape Gull 16576, 16580 · · · · · · 294

Cape Halkett 16065· · · · · · · · · 492

Cape Hall 16006 · · · · · · · · · · 460

Cape Hepburn 16590 · · · · · · · · 272

Cape Hinchinbrook 16709 · · · · · 147

Cape Hinchinbrook Light 16709 · · 147

Cape Horn 16553 · · · · · · · · · · 321

Cape Idak 16513 · · · · · · · · · · 375

Cape Idalug 16480 · · · · · · · · · 393

Cape Igvak 16570 · · · · · · · · · · 297

Cape Ikolik 16601· · · · · · · · · · 288

Cape Ikti 16561, 16013 · · · · · · · 306

Cape Ilktugitak 16576, 16580 · · · 295

Cape Ilmalianuk 16511 · · · · · · · 377

Cape Izhut 16594 · · · · · · · · · · 243

Cape Izigan 16513 · · · · · · · · · 373

Cape Junken 16683 · · · · · · · · · 188

Cape Kagalus 16478 · · · · · · · · 401

Cape Kaguyak 16590 · · · · · · · · 266

Cape Kalekta 16528· · · · · · · · · 356

Cape Kanatak 16570 · · · · · · · · 297

Cape Karluk 16598 · · · · · · · · · 287

Cape Kasiak 16592 · · · · · · · · · 266

Cape Kasilof 16662, 16660 · · · · · 227

Cape Kayakliut 16568 · · · · · · · 298

Cape Kekurnoi 16575, 16580 · · · 296

Cape Kiavak 16592 · · · · · · · · · 266

Cape Kiguga 16471 · · · · · · · · · 406

Cape Kigun 16486 · · · · · · · · · 400

Cape Kigunak 16511 · · · · · · · · 377

Cape Kigushimkada 16500 · · · · · 378

Cape Korovin 16487 · · · · · · · · 396

Cape Kostromitinof 16594 · · · · · 243

Cape Kovrizhka 16518 · · · · · · · 363

Cape Krenitzin 16535 · · · · · · · 335

Cape Krusenstern 16005 · · · · · · 485

Cape Kubugakli 16575, 16580 · · · 296

Cape Kudugnak 16490 · · · · · · · 395

Cape Kuliak 16576, 16580 · · · · · 294

Cape Kuliuk 16597 · · · · · · · · · 283

Cape Kumlik 16566· · · · · · · · · 302

Cape Kumliun 16566 · · · · · · · · 303

Cape Kunmik 16568 · · · · · · · · 300

Cape Kutuzof 16011 · · · · · · · · 438

Cape Kuyuyukak 16568· · · · · · · 299

Cape Lazaref 16535 · · · · · · · · · 344

Cape Liakik 16592 · · · · · · · · · 265

Cape Lisburne 16122 · · · · · · · · 487

Cape Lutke 16520· · · · · · · · · · 344

Cape Manning 16006 · · · · · · · · 459

Cape Mansfield 16683 · · · · · · · 188

Cape Mendenhall 16006 · · · · · · 459

Cape Menshikof 16011 · · · · · · · 439

Cape Miga 16471 · · · · · · · · · · 408

Cape Moffett 16471 · · · · · · · · · 406

Cape Mohican 16006 · · · · · · · · 458

Cape Mordvinof 16520 · · · · · · · 435

Cape Morgan 16531· · · · · · · · · 352

Cape Mountain 16200 · · · · · · · 481

Cape Newenham 16305· · · · · · · 449

Cape Newland 16605 · · · · · · · · 275

Cape Ninilchik 16640· · · · · · · · 219

Cape Nome 16200 · · · · · · · · · 473

Cape Nukshak 16603, 16576 · · · · 293

Cape Nuniliak 16576, 16594 · · · · 279

Cape Pankof 16535 · · · · · · · · · 336

Cape Paramanof 16604 · · · · · · · 277

Cape Peirce 16305 · · · · · · · · · 449

Cape Prince of Wales 16200 · · · · 481

Cape Prominence 16521 · · · · · · 370

Cape Providence 16568 · · · · · · · 299

Cape Puget 16683· · · · · · · · · · 187

Cape Resurrection 16682· · · · · · 188

Cape Rodney 16200· · · · · · · · · 475

Cape Romanzof 16006, 16240 · · · 464

Cape Rozhnof 16363 · · · · · · · · 437

Cape Rukavitsie 16520 · · · · · · · 344

Cape Sabak 16434, 16423 · · · · · 427

Cape Sabine 16121 · · · · · · · · · 487

Cape Sagak 16500 · · · · · · · · · 380

Cape Sajaka 16462 · · · · · · · · · 410

Cape Sarichef 16520· · · · · · 345, 434

Cape Sarichef Light 16520 · · · · · 345

Cape Sasmik 16463 · · · · · · · · · 409

Cape Sedanka 16522 · · · · · · · · 367

Cape Seniavin 16011 · · · · · · · · 438

Cape Shaw 16480 · · · · · · · · · · 396

Cape Simpson 16067 · · · · · · · · 492

Cape Sitkinak 16590 · · · · · · · · 268

Cape Spencer 17301 · · · · · · · · 130

Cape Spencer Light 17301 · · · · · 130

Cape St. Elias 16723 · · · · · · · · 139

Cape St. Elias Light 16723 · · · · · 139

Cape St. Hermogenes 16604 · · · · 242

Cape St. Stephen 16441 · · · · · · 418

Cape Starichkof 16517 · · · · · · · 364

Cape Starichkof 16640 · · · · · · · 219

Cape Starr 16511 · · · · · · · · · · 379

Cape Stephens Light 16240 · · · · 468

Cape Suckling 16723 · · · · · · · · 138

Cape Sudak 16463 · · · · · · · · · 409

Cape Suworof 16323 · · · · · · · · 441

Cape Tachilni 16535 · · · · · · · · 333

Cape Tanak 16500 · · · · · · · · · 375

Cape Thompson 16005 · · · · · · · 486

Cape Thompson 16540 · · · · · · · 318

Cape Tolstoi 16551 · · · · · · · · · 326

Cape Trinity 16590 · · · · · · · · · 270

Cape Tusik 16460, 16467 · · · · · · 408

Cape Udak 16500 · · · · · · · · · · 381

Cape Uganik 16576, 16597 · · · · · 281

Cape Ugat 16597 · · · · · · · · · · 283

Cape Ugyak 16603, 16576 · · · · · 294

Cape Unalishagvak 16570· · · · · · 297

Cape Upright 16006· · · · · · · · · 460

Cape Uyak 16598 · · · · · · · · · · 286

Cape Vancouver 16006 · · · · · · · 463

Cape Wedge 16553 · · · · · · · · · 320

Cape Wislow 16518 · · · · · · · · · 362

Cape Wrangell 16430 · · · · · · · · 425

Cape Yakak 16471 · · · · · · · · · 407

Cape Yakataga 16016 · · · · · · · · 138

Cape Yanaliuk 16521 · · · · · · · · 370

Cape York 16200 · · · · · · · · · · 476

Captain Harbor 16549 · · · · · · · 329

Captains Bay 16530· · · · · · · · · 360

Careful Point 16474 · · · · · · · · 406

Carlisle Island 16501 · · · · · · · · 385

Carlisle Pass 16501 · · · · · · · · · 382

Carlsen Point 16597 · · · · · · · · 285

Carlsen Reef 16597 · · · · · · · · · 285

Carolyn Island 16200 · · · · · · · · 472

Carry Inlet 16604 · · · · · · · · · · 240

Carson Creek 16741 · · · · · · · · 137

Carter 16300 · · · · · · · · · · · · 451

Carter Bay 16300 · · · · · · · · · · 451

Carter Spit 16300 · · · · · · · · · · 451

Cascade Bight 16531 · · · · · · · · 352

Cascade Glacier 16762 · · · · · · · 132

Cascade Rock 16474 · · · · · · · · 406

Casco Cove 16432· · · · · · · · · · 423

Castle Bay 16566 · · · · · · · · · · 303

Castle Cape 16566 · · · · · · · · · 303

Castle Island 16463 · · · · · · · · · 408

Castle Island 16500 · · · · · · · · · 376

Castle Rock 16305 · · · · · · · · · 450

Castle Rock 16500 · · · · · · · · · 376

544 ■ Index ■ Volume 9
Castle Rock 16540 · · · · · · · · · 319

Cat Head 16704 · · · · · · · · · · · 185

Cataract Bight 16471 · · · · · · · · 407

Cataract Cove 16682 · · · · · · · · 193

Cathead Bay 16704 · · · · · · · · · 185

Cathead Shoal 16704 · · · · · · · · 185

Cathedral Island 16592 · · · · · · · 263

Caton Cove 16553 · · · · · · · · · 321

Caton Harbor 16547 · · · · · · · · 338

Caton Island 16547 · · · · · · · · · 338

Caton Shoal 16553 · · · · · · · · · 323

Cave Point 16520 · · · · · · · · · · 435

Cedar Bay 16700 · · · · · · · · · · 164

Cemetery Cove 16511 · · · · · · · 377

Cenotaph Island 16762 · · · · · · · 132

Center Point 16433 · · · · · · · · · 424

Central Island 16568 · · · · · · · · 300

Chagulak Island 16500 · · · · · · · 387

Chagulak Pass 16500 · · · · · · · · 388

Chagvan Bay 16305· · · · · · · · · 450

Chagvan Mountain 16300 · · · · · 450

Challenge Entrance 16045 · · · · · 494

Challenge Island 16045· · · · · · · 494

Chalugas Bay 16480 · · · · · · · · 393

Chamberlain Bay 16708 · · · · · · 161

Chamisso Island 16005 · · · · · · · 483

Chance Cove 16681· · · · · · · · · 196

Chance Lagoon 16681 · · · · · · · 196

Chandalar River· · · · · · · · · · · 467

Chaniliut 16240· · · · · · · · · · · 467

Chankliut Island 16561, 16566· · · 305

Channel Island 16701 · · · · · · · 178

Channel Islands 16710 · · · · · · · 149

Channel Rock 16570 · · · · · · · · 297

Channel Rock 16595 · · · · · · · · 253

Channel Rock 16705 · · · · · · · · 185

Chapel Cove 16471 · · · · · · · · · 407

Chapel Roads 16471 · · · · · · · · 407

Chart Datum · · · · · · · · · · · · · 3

Chart Numbering System · · · · · · · 7

Chart Projections · · · · · · · · · · · 3

Chart symbols and abbreviations · · · 3

Charts and Publications-National

Ocean Service · · · · · · · · · 499

Charts and Publications-Other U.S.

Government Agencies· · · · · 500

Chase Island 16704 · · · · · · · · · 185

Chat Island 16682 · · · · · · · · · 192

Chatham Island 16645 · · · · · · · 209

Chelan Bank 16528 · · · · · · · · · 356

Chena River· · · · · · · · · · · · · 467

Chenega 16701 · · · · · · · · · · · 186

Chenega Island 16701 · · · · · · · 185

Chenik Head 16648· · · · · · · · · 221

Chenik Mountain 16648 · · · · · · 220

Chernabura Island 16540· · · · · · 318

Cherni Island 16547 · · · · · · · · 339

Chernof Point 16594 · · · · · · · · 246

Chernofski Harbor 16516· · · · · · 366

Chernofski Point 16516 · · · · · · 366

Chevak 16006 · · · · · · · · · · · · 464

Chiachi Bay 16556, 16540 · · · · · 310

Chiachi Island 16556, 16540 · · · · 310

Chiachi Islands 16556, 16540 · · · 310

Chiachi Point 16594 · · · · · · · · 245

Chicago Harbor 16761 · · · · · · · 136

Chichagof Bay 16553 · · · · · · · · 316

Chichagof Harbor 16433 · · · · · · 424

Chichagof Point 16433 · · · · · · · 424

Chicken Island 16702· · · · · · · · 180

Chief Cove 16597 · · · · · · · · · · 283

Chief Point 16597· · · · · · · · · · 283

Chiginagak Bay 16568 · · · · · · · 299

Chignik 16566 · · · · · · · · · · · 304

Chignik Bay 16566 · · · · · · · · · 303

Chignik Lagoon 16566 · · · · · · · 304

Chignik Spit Light 16566· · · · · · 303

Childs Glacier 16013 · · · · · · · · 141

Chilkat 16723 · · · · · · · · · · · · 140

Chimney Cove 16531 · · · · · · · · 348

China Poot Bay 16645 · · · · · · · 215

Chiniak Bay 16594, 16593 · · · · · 252

Chiniak Island 16593 · · · · · · · · 259

Chinitna Bay 16640· · · · · · · · · 223

Chip Cove 16590 · · · · · · · · · · 272

Chirikof Island 16580, 16587,

16013 · · · · · · · · · · · · · 269

Chirikof Point 16432 · · · · · · · · 422

Chisak Bay 16477 · · · · · · · · · · 403

Chisik Island 16640· · · · · · · · · 224

Chistiakof Island 16343· · · · · · · 438

Chiswell Islands 16682 · · · · · · · 189

Chitka Cove 16440 · · · · · · · · · 415

Chitka Point 16440 · · · · · · · · · 415

Choris Peninsula 16005 · · · · · · 483

Chowiet Island 16587, 16013· · · · 302

Christie Point 16081 · · · · · · · · 491

Christmas Tree Point 16463 · · · · 409

Chrome Bay 16645 · · · · · · · · · 209

Chugach Bay 16645 · · · · · · · · 200

Chugach Islands 16645 · · · · · · · 208

Chugach Mountains 16700 · · · · · 142

Chugach Passage 16645 · · · · · · 209

Chuginadak Island 16501· · · · · · 384

Chuginadak Pass 16501 · · · · · · 382

Chugul Island 16478 · · · · · · · · 401

Chugul Pass 16478 · · · · · · · · · 401

Chugul Point 16441 · · · · · · · · 417

Chuitna River 16663, 16660 · · · · 226

Chukchi Sea 16003 · · · · · · · · · 479

Chunak Point 16520 · · · · · · · · 436

Chunak Point 16535 · · · · · · · · 335

Chuniksak Point 16430· · · · · · · 426

Cinder Point 16511 · · · · · · · · · 377

Cinder River 16011 · · · · · · · · · 439

Citizenship and Immigration

Services · · · · · · · · · · · · · 39

Claim Point 16645 · · · · · · · · · 209

Clam Gulch 16640 · · · · · · · · · 220

Clam Islands 16704· · · · · · · · · 184

Clam Lagoon 16475 · · · · · · · · 405

Clarence Lagoon 16041· · · · · · · 498

Clark Bay 16553 · · · · · · · · · · 315

Clark Slough 16322· · · · · · · · · 445

Clarks Point 16322 · · · · · · · · · 444

Claybluff Point 16741 · · · · 137 - 138

Clean Water Act (CWA) · · · · · · · 26

Cliff Island 16596 · · · · · · · · · · 258

Cliff Point 16596 · · · · · · · · · · 258

Clifford Island 16547 · · · · · · · · 339

Cloudy Cape 16682 · · · · · · · · · 194

Clover Rock 16597 · · · · · · · · · 284

Clubbing Rocks 16540 · · · · · · · 339

Coach Butte 16662 · · · · · · · · · 225

Coal Bay 16551 · · · · · · · · · · · 326

Coal Bay 16645, 16646 · · · · · · · 215

Coal Cape 16556, 16540 · · · · · · 310

Coal Cape Mountain Range

16556, 16540 · · · · · · · · · 310

Coal Cove 16646 · · · · · · · · · · 211

Coal Harbor 16553 · · · · · · · · · 326

Coal Point 16556 · · · · · · · · · · 311

Coal Point 16645, 16646 · · · · · · 215

Coast Guard · · · · · · · · · · · · · 39

Coast Guard District Offices · · · · 502

Coast Guard droppable,

floatable pumps· · · · · · · · · 19

Coast Guard Radio Broadcasts · · · 503

Coast Guard radio stations· · · · · · 20

Coast Guard Sector Offices · · · · · 502

Coast Guard Stations · · · · · · · · 502

Coast Guard vessels,

warning signals· · · · · · · · · 30

Coast Pilot · · · · · · · · · · · · 1, 499

Cochrane Bay 16705 · · · · · · · · 170

Code of Signals, International · · · 501

Coffee Point 16322 · · · · · · · · · 445

Coffee Point 16323 · · · · · · · · · 441

Coghill Point · · · · · · · · · · · · 170

Cohen Island 16645· · · · · · · · · 215

Cohoe 16662 · · · · · · · · · · · · 227

Cold Bay 16549 · · · · · · · · · · · 331

Coleman Bay 16682· · · · · · · · · 193

College Fiord 16700 · · · · · · 168, 170

Collinson Point 16044 · · · · · · · 495

COLREGS Demarcation Lines · 48, 110

Columbia Bay 16708 · · · · · · · · 162

Columbia Glacier 16708 · · · · · · 162

Column Rocks 16440 · · · · · · · · 415

Colville River 16063, 16004 · · · · 492

Combine Flats 16322 · · · · · · · · 445

Comfort Cove 16708 · · · · · · · · 153

Commerce, Department of · · · · · 35

■ Index ■ 545
Communications · · · · · · · · · · 125

Compass roses on charts · · · · · · · 8

Concord Point 16501 · · · · · · · · 384

Cone Island 16490 · · · · · · · · · 395

Cone Mountain 16300 · · · · · · · 451

Cone Peak 16551 · · · · · · · · · · 327

Conquer Point 16441 · · · · · · · · 418

Constantine Bay 16528 · · · · · · · 357

Constantine Harbor 16446 · · · · · 415

Constantine Harbor 16709 · · · · · 148

Contact Point 16648 · · · · · · · · 221

Control of shipping in time of

emergency or war · · · · · · · 30

Controller Bay 16723 · · · · · · · · 139

Cook Inlet 16660, 16640 · · · · · · 201

Coolie Hat 16463 · · · · · · · · · · 410

Cooper Island 16081 · · · · · · · · 491

Cooper Islands 16433· · · · · · · · 424

Copper Bay 16704 · · · · · · · · · 184

Copper River 16013· · · · · · · · · 141

Cordova 16710 · · · · · · · · · · · 150

Cormorant Rock 16599· · · · · · · 284

Cormorant Rock 16762· · · · · · · 132

Corwin Rock 16501· · · · · · · · · 384

COSPAS-SARSAT system · · · · · · 20

Cottle Island 16062 · · · · · · · · · 492

Cottonwood Bay 16594 · · · · · · · 280

Cottonwood Bay 16648 · · · · · · · 222

Course Point 16594· · · · · · · · · 252

Courses · · · · · · · · · · · · · · · · 1

Cow Pens, The 16705 · · · · · · · · 165

Cowanesque Rock 16606 · · · · · · 206

Coxcomb Point 16592 · · · · · · · 262

Crab Bay 16702 · · · · · · · · · · · 181

Crafton Island 16705 · · · · · · · · 175

Crafton Island Light 16705 · · · · · 175

Crag Point 16594 · · · · · · · · · · 249

Crater Anchorage 16500 · · · · · · 387

Crater Bay 16441 · · · · · · · · · · 416

Crater Bay 16682 · · · · · · · · · · 193

Crater Cove 16475 · · · · · · · · · 404

Crater Mountain 16240· · · · · · · 468

Crater Point 16382 · · · · · · · · · 456

Crescent Bay 16486· · · · · · · · · 399

Crillon Inlet 16762 · · · · · · · · · 132

Critical Habitat, Designated · · · · 106

Crooked Island 16315 · · · · · · · 448

Crooked Island 16595 · · · · · · · 254

Cross Bay 16531 · · · · · · · · · · 349

Cross Island 16061 · · · · · · · · · 493

Cross Island 16553 · · · · · · · · · 325

Cross Point 16531 · · · · · · · · · 349

Cross Sound 17301 · · · · · · · · · 130

Crow Arm 16521 · · · · · · · · · · 371

Crow Point 16363· · · · · · · · · · 438

Crow Reef 16363 · · · · · · · · · · 438

Crowley Rock 16547 · · · · · · · · 337

Cruising schedules· · · · · · · · · · 15

Cub Island 16592 · · · · · · · · · · 263

Cub Point 16556, 16540 · · · · · · 313

Culross Bay 16705 · · · · · · · · · 167

Culross Island 16705 · · · · · · · · 167

Culross Island Light 16705 · · · · · 167

Culross Passage 16705 · · · · · · · 168

Cup Cove 16682 · · · · · · · · · · 194

Currents · · · · · · · · · · · · · 1, 112

Cushing Bay 16561 · · · · · · · · · 309

Customs and Border Protection · · · 41

Customs Ports of Entry and

Stations · · · · · · · · · · · · 504

Cyane Rock 16595 · · · · · · · · · 253

D

Dakavak Bay 16576, 16580 · · · · · 295

Dall Point 16006 · · · · · · · · · · 464

Dalnoi Point 16381 · · · · · · · · · 455

Damage to Aids to Navigation · · · · 48

Danger Bay 16594 · · · · · · · · · 243

Danger Island 16701 · · · · · · · · 179

Danger Reef 16594 · · · · · · · · · 244

Danger signal · · · · · · · · · · · · 30

Danger zone · · · · · · · · · · · · 434

Danger zones · · · · · · · · · · · · 112

Danger Zones and Restricted Area

Regulations · · · · · · · · · · · 99

Dangerous Cape 16592 · · · · · · · 261

Dangerous Cape 16646 · · · · · · · 210

Dangerous Cape Reef 16646 · · · · 210

Dangerous Passage 16701 · · · · · 186

Dark Cove 16441 · · · · · · · · · · 418

Dark Island 16604 · · · · · · · · · 240

Dark Passage 16604· · · · · · · · · 240

Datum, Horizontal · · · · · · · · · · 3

David Island 16568 · · · · · · · · · 299

Davidof Island 16441 · · · · · · · · 416

Davidson Bank 16520· · · · · · · · 346

Dawson · · · · · · · · · · · · · · · 467

Day Harbor 16683 · · · · · · · · · 188

Daylight Harbor 16605 · · · · · · · 276

Daylight saving time · · · · · · · · 126

Dead Man Sands 16323 · · · · · · · 439

Deadman Bay 16590 · · · · · · · · 272

Deadmans Island 16082 · · · · · · 491

Dease Inlet 16081· · · · · · · · · · 491

Decision Point 16706 · · · · · · · · 171

Decision Point Light 16706 · · · · 171

Deep Bay 16487· · · · · · · · · · · 397

Deep Bay 16528· · · · · · · · · · · 354

Deep Bay 16710· · · · · · · · · · · 150

Deep Creek 16661, 16640 · · · · · 219

Deep Water Bay 16705 · · · · · · · 175

Deer Cove 16709 · · · · · · · · · · 148

Deer Island 16363 · · · · · · · · · 437

Deer Island 16549 · · · · · · · · · 331

Deer Passage 16549· · · · · · · · · 331

Deering 16005 · · · · · · · · · · · 483

Defense, Department of · · · · · · · 38

Delarof Harbor 16553 · · · · · · · 324

Delarof Islands 16460· · · · · · · · 412

Delenia Island 16701 · · · · · · · · 186

Delphin Bay 16604 · · · · · · · · · 241

Delphin Island 16604 · · · · · · · · 241

Delta Point Light 16549 · · · · · · 332

Demarcation Bay 16041 · · · · · · 498

Demarcation Point 16041 · · · · · 498

Dent Point 16556, 16540 · · · · · · 314

Department of Agriculture· · · · · · 35

Department of Agriculture, Animal

and Plant Health Inspection

Service (APHIS) Offices · · · · 506

Department of Commerce · · · · · · 35

Department of Defense · · · · · · · 38

Department of Health and Human

Services · · · · · · · · · · · · · 38

Department of Homeland Security · 39

Depths · · · · · · · · · · · · · · · · · 1

Deranof Island 16594 · · · · · · · · 245

Deranof Rock 16594 · · · · · · · · 245

Derbin Bay 16531· · · · · · · · · · 347

Derbin Island 16531 · · · · · · · · 347

Derbin Strait 16531· · · · · · · · · 347

Derby Point 16500 · · · · · · · · · 378

Derickson Bay 16705 · · · · · · · · 175

Derickson Island 16568· · · · · · · 299

Designated Critical Habitat· · · · · 106

Devil Inlet 16604 · · · · · · · · · · 276

Devils Bay 16561, 16013 · · · · · · 306

Devils Cove 16603, 16576 · · · · · 293

Devils Finger 16568 · · · · · · · · 299

Devils Pass 16547 · · · · · · · · · · 338

Devils Prongs 16594 · · · · · · · · 255

Diablo Peak 16681 · · · · · · · · · 197

Dicks Arm 17301 · · · · · · · · · · 130

Dillingham 16322· · · · · · · · · · 445

Dinkum Rocks 16460· · · · · · · · 413

Dinkum Sands 16061· · · · · · · · 493

Diomede 16200 · · · · · · · · · · · 482

Diomede Islands 16200 · · · · · · · 482

Discoverer Bay 16604· · · · · · · · 241

Discoverer Island 16604 · · · · · · 241

Discovery Point 16701 · · · · · · · 179

Disenchantment Bay 16761 · · · · 136

Disk Island 16705· · · · · · · · · · 176

Disposal areas · · · · · · · · · · · · · 7

Disposal Sites · · · · · · · · · · 8, 109

Distance Tables · · · · · · · · · · · 500

Distances · · · · · · · · · · · · · · · 2

Distress: Communication

Procedures · · · · · · · · · · · 13

Ditch, The 16463 · · · · · · · · · · 409

Ditto Islets 16597 · · · · · · · · · · 284

Division Island 16681· · · · · · · · 198

546 ■ Index ■ Volume 9
Division Point 16705 · · · · · · · · 175

Dixon Harbor 17301 · · · · · · · · 131

Doctor Island 16082 · · · · · · · · 491

Documentation · · · · · · · · · · · 40

Doe Point 16363 · · · · · · · · · · 437

Dolgoi Harbor 16549 · · · · · · · · 328

Dolgoi Island 16549 · · · · · · · · 328

Dolina Point 16580 · · · · · · · · · 269

Dolphin Point 16594 · · · · · 245, 280

Dome Point 16556, 16540 · · · · · 314

Dome Rock 16514 · · · · · · · · · 372

Dora Harbor 16535 · · · · · · · · · 337

Dora Reef 16640 · · · · · · · · · · 209

Dorenoi Bay 16553 · · · · · · · · · 316

Dot Island 16594 · · · · · · · · · · 244

Douglas Reef 16580· · · · · · · · · 292

Douglas River 16648 · · · · · · · · 220

Dragon Point 16501 · · · · · · · · 385

Drake Head 16591 · · · · · · · · · 271

Drew Point 16067· · · · · · · · · · 492

Drier Bay 16704 · · · · · · · · · · 184

Drift River 16662, 16660 · · · · · · 225

Driftwood Bay 16500 · · · · · · · · 380

Driftwood Bay 16518 · · · · · · · · 362

Driftwood Bay 16683 · · · · · · · · 188

Driftwood Slough 16006 · · · · · · 464

Dry Bay 16575, 16580 · · · · · · · 297

Dry Bay 16648 · · · · · · · · · · · 223

Dry Bay 16760 · · · · · · · · · · · 133

Dry Spruce Bay 16594 · · · · · · · 247

Dry Spruce Bay Entrance Light

16594 · · · · · · · · · · · · · 247

Dry Spruce Island 16594 · · · · · · 246

Dry Spruce Island Rock Light 7

16594 · · · · · · · · · · · · · 246

Drying Point 16594· · · · · · · · · 247

Dublin Bay 16520· · · · · · · · · · 434

Duchess Island 16045 · · · · · · · 494

Duck Bay 16594 · · · · · · · · · · 243

Duck Island 16061 · · · · · · · · · 494

Duck Mountain 16594 · · · · · · · 243

Dumping Grounds · · · · · · · · 8, 109

Dumping of dredged material · · · · 41

Dushkot Island 16522 · · · · · · · 368

Dutch Group 16705 · · · · · · · · 165

Dutch Harbor 16529 · · · · · · · · 357

E

Eagle Bay 16521 · · · · · · · · · · 371

Eagle Bay 16708 · · · · · · · · · · 162

Eagle Harbor 16553 · · · · · · · · 321

Eagle Harbor 16593 · · · · · · · · 261

Eagle Island 16568 · · · · · · · · · 301

Eagle Lagoon 16708 · · · · · · · · 162

Eagle Point 16521 · · · · · · · · · 371

Eagle Rock 16363· · · · · · · · · · 438

Eagle Rock 16522· · · · · · · · · · 369

Eagle Rock 16547· · · · · · · · · · 338

Eagle Rock 16566· · · · · · · · · · 303

Eaglet Rocks 16474· · · · · · · · · 407

Ear Mountain 16005 · · · · · · · · 482

Earle Cove 16421 · · · · · · · · · · 425

Earthquakes · · · · · · · · · · · · 112

East Amatuli Island 16606 · · · · · 207

East Amatuli Island Light 16606 · · 207

East Anchor Cove 16535 · · · · · · 336

East Arm 16433· · · · · · · · · · · 424

East Arm 16597· · · · · · · · · · · 282

East Bight 16540 · · · · · · · · · · 320

East Cape 16440 · · · · · · · · · · 415

East Cape 16594 · · · · · · · · · · 251

East Channel 16529 · · · · · · · · 360

East Channel Island 16570 · · · · · 297

East Chugach Island 16645· · · · · 208

East Chugach Light 16645 · · · · · 208

East Cove 16500 · · · · · · · · · · 387

East Foreland 16663, 16662 · · · · 230

East Head 16553· · · · · · · · 321, 323

East Landing 16381· · · · · · · · · 455

East Nagai Strait 16540· · · · · · · 319

East Nunatak Glacier 16761 · · · · 136

East Point 16597 · · · · · · · · · · 282

East Twin Bay 16705 · · · · · · · · 166

Eastern Passage 16594 · · · · · · · 244

Easy Cove 16531 · · · · · · · · · · 349

Echo soundings · · · · · · · · · · · · 8

Eddy Island 16471 · · · · · · · · · 406

Eddy Point 16490 · · · · · · · · · · 393

Eddy Rock 16463 · · · · · · · · · · 409

Edmonds Cove 16240· · · · · · · · 465

Eek 16006· · · · · · · · · · · · · · 452

Eek Channel 16300 · · · · · · · · · 449

Eek Island 16300 · · · · · · · · · · 452

Eek River 16006 · · · · · · · · · · 452

Egaksrak Lagoon 16042 · · · · · · 497

Egegik 16323 · · · · · · · · · · · · 441

Egegik Bay 16323· · · · · · · · · · 440

Egegik River 16323 · · · · · · · · · 440

Egg Bay 16487 · · · · · · · · · · · 396

Egg Island 16061 · · · · · · · · · · 493

Egg Island 16240 · · · · · · · · · · 468

Egg Island 16487 · · · · · · · · · · 396

Egg Island 16522 · · · · · · · · · · 367

Egg Island 16535 · · · · · · · · · · 333

Egg Island 16553 · · · · · · · · · · 323

Egg Island 16556, 16540 · · · · · · 311

Egg Island 16591 · · · · · · · · · · 271

Egg Island Channel 16709 · · · · · 141

Egg Islands 16709 · · · · · · · · · 141

Egg Point 16487 · · · · · · · · · · 396

Egg Rocks 16705 · · · · · · · · · · 165

Eickelberg Bay 16708· · · · · · · · 163

Eider Island 16594 · · · · · · · · · 251

Eider Point 16528 · · · · · · · · · 361

Eider Reef 16463 · · · · · · · · · · 409

Eider Rock 16511 · · · · · · · · · · 379

Ekilukruak Entrance 16081 · · · · 491

Eklutna 16660 · · · · · · · · · · · 237

Ekuk 16322 · · · · · · · · · · 444, 447

Ekuk Bluff 16322 · · · · · · · · · · 444

Elbow Hill 16511 · · · · · · · · · · 380

Elder Bay · · · · · · · · · · · · · · 162

Eldred Passage 16645· · · · · · · · 215

Eleanor Cove 16761 · · · · · · · · 136

Eleanor Island 16705 · · · · · · · · 176

Electronic navigation· · · · · · · · 109

Electronic Navigational Chart · · · · 9

Electronic Positioning Aids · · · · · 13

Elephant Head Point 16568 · · · · 301

Elephant Point 16553 · · · · · · · 315

Elephant Rock 16553 · · · · · · · 325

Elephant Rock 16006 · · · · · · · · 460

Elf Point 16708 · · · · · · · · · · · 162

Elim 16200 · · · · · · · · · · · · · 471

Elizabeth Island 16645 · · · · · · · 209

Ellamar 16707, 16708 · · · · · · · 155

Ellsworth Glacier 16683 · · · · · · 188

Elma Island 16547 · · · · · · · · · 338

Elrington Island 16702 · · · · · · · 181

Elrington Passage 16702 · · · · · · 180

Elrington Passage Light 16702· · · 181

Elson Lagoon 16082 · · · · · · · · 491

Eluitkak Pass 16082 · · · · · · · · 491

Emerald Bay 16706 · · · · · · · · · 171

Emerald Cove 16708 · · · · · · · · 163

Emerald Island 16513 · · · · · · · 373

Emerald Island 16706 · · · · · · · 171

Emergency Position Indicating

Radiobeacons (EPIRBs) · · · · 19

Emmonak 16240 · · · · · · · · · · 467

Endangered Marine and

Anadromous Species · · · · · 104

English Bay 16528 · · · · · · · · · 354

English Bay 16646 · · · · · · · · · 210

English Bay 16709 · · · · · · · · · 147

English Bay Reef 16646 · · · · · · 210

Entrance Island 16549 · · · · · · · 328

Entrance Island 16705 · · · · · · · 176

Entrance Island 16707 · · · · · · · 157

Entrance Point 16363 · · · · · · · 437

Entrance Point 16540 · · · · · · · 318

Entrance Point 16594 · · · · · · · 252

Entrance Point 16707 · · · · · · · 157

Entry Cove 16705· · · · · · · · · · 170

Environmental Protection Agency

(EPA) · · · · · · · · · · · · · · 41

Environmental Protection Agency

(EPA) Offices · · · · · · · · · 502

Erskine Bay 16522 · · · · · · · · · 368

Erskine Point 16528 · · · · · · · · 355

Eschscholtz Bay 16005 · · · · · · · 483

■ Index ■ 547
Escort Requirements for Certain

Tankers · · · · · · · · · · · · · 95

Eshamy Bay 16705 · · · · · · · · · 176

Eshamy Lagoon 16705 · · · · · · · 176

Eskimo Islands 16064 · · · · · · · 492

Esther Bay 16705 · · · · · · · · · · 166

Esther Island 16705 · · · · · · · · 166

Esther Lake 16705 · · · · · · · · · 166

Esther Passage 16705, 16700· · · · 166

Esther Rock 16705 · · · · · · · · · 167

Etienne Bay 16430 · · · · · · · · · 425

Etienne Head 16430 · · · · · · · · 425

Etolin Point 16322 · · · · · · · · · 444

Etolin Strait 16006 · · · · · · · · · 459

Evans Island 16702 · · · · · · · · · 180

Ewan Bay 16701 · · · · · · · · · · 186

Excelsior Glacier 16683 · · · · · · 188

Expedition Harbor 16474· · · · · · 406

Expedition Island 16529 · · · · · · 360

Explorer Bay 16480· · · · · · · · · 394

Explorer Mountain 16300 · · · · · 451

Explorer Passage 16463 · · · · · · 409

Eyak River 16709 · · · · · · · · · · 141

F

Fairmount Island 16700 · · · · · · 164

Fairway Rock 16200 · · · · · · · · 482

Fairweather Range 16760 · · · · · 132

Falls Bay 16705 · · · · · · · · · · · 175

Falmouth Harbor 16553, 16540 · · 321

False Bay 16471· · · · · · · · · · · 408

False Pass 16535 · · · · · · · · · · 334

Fassett Point 16591· · · · · · · · · 272

Fathometer Reef 16531· · · · · · · 349

Fatigue Bay (McKay Inlet) 16081,

16067 · · · · · · · · · · · · · 491

Fault Point 16683· · · · · · · · · · 188

Fawn Point 16549 · · · · · · · · · 331

Federal Communications

Commission · · · · · · · · · · 42

Federal Communications

Commission Offices · · · · · · 506

Federal Water Pollution Control

Act (FWPCA) · · · · · · · · · · 26

Fenimore Pass 16484 · · · · · · · · 400

Fenimore Rock 16484 · · · · · · · 400

Ferrum Creek 16681 · · · · · · · · 197

Figure IV Mountain 16300 · · · · · 451

Final Bay 16522· · · · · · · · · · · 368

Finch Cove 16480· · · · · · · · · · 391

Finch Point 16480 · · · · · · · · · 391

Finger Bay 16476 · · · · · · · · · · 405

Finger Shoal 16476· · · · · · · · · 405

Finneys Bay 16547 · · · · · · · · · 338

Finski Bay 16708 · · · · · · · · · · 162

Fire Cove 16682 · · · · · · · · · · 193

Fire Island 16500 · · · · · · · · · · 376

Fire Island 16665, 16663 · · · · · · 232

Fire Island Shoal 16665, 16663 · · 232

Fish Bay 16708 · · · · · · · · · · · 154

Fish havens · · · · · · · · · · · · 8, 38

Fish Island 16701 · · · · · · · · · · 146

Fish Ranch Bay 16561 · · · · · · · 308

Fish River 16200 · · · · · · · · · · 472

Fisherman Cove 16474 · · · · · · · 407

Fisherman Point 16528· · · · · · · 354

Fishhook Bay 16561 · · · · · · · · 307

Fishtrap areas · · · · · · · · · · · · · 8

Fishtraps · · · · · · · · · · · · · · · 38

Flagstaff Hill 16553· · · · · · · · · 325

Flat Bight 16531 · · · · · · · · · · 352

Flat Island 16551 · · · · · · · · · · 326

Flat Island 16590 · · · · · · · · · · 267

Flat Island 16646, 16645 · · · · · · 210

Flat Island Light 16646, 16645 · · · 210

Flaxman Island 16045 · · · · · · · 495

Flemming Island 16702 · · · · · · 182

Flent Point 16708· · · · · · · · · · 163

Flying Eagle Harbor 16540 · · · · · 318

Foam Cove 16521· · · · · · · · · · 370

Fog signals · · · · · · · · · · · · · · 12

Foggy Cape 16568 · · · · · · · · · 301

Foggy Island 16061 · · · · · · · · · 494

Foggy Island Bay 16046 · · · · · · 494

Food and Drug Administration

(FDA) · · · · · · · · · · · · · · 38

Food and Drug Administration

(FDA) Regional Offices · · · · 506

Fool Island 16705· · · · · · · · · · 165

Foot Bay 16561, 16013 · · · · · · · 307

Fortification Bluff 16648 · · · · · · 221

Foul Bay 16604 · · · · · · · · · · · 277

Foul Pass 16705 · · · · · · · · · · 176

Fountain Rock 16709· · · · · · · · 144

Fourpeaked Mountain 16580 · · · · 292

Fourth of July Creek 16682 · · · · 192

Fox Bay 16556, 16540 · · · · · · · 314

Fox Bay 16594 · · · · · · · · · · · 245

Fox Cape 16556, 16540 · · · · · · · 313

Fox Farm Bay 16702 · · · · · · · · 181

Fox Hole 16553 · · · · · · · · · · · 323

Fox Island 16549 · · · · · · · · · · 331

Fox Island 16590 · · · · · · · · · · 272

Fox Island 16682 · · · · · · · · · · 190

Fox Island Light 16549 · · · · · · · 331

Fox Islands 16520· · · · · · · · · · 344

Front Point 16681 · · · · · · · · · 199

Frosty Peak 16535, 16011 · · · 291, 333

Frye Point 16596 · · · · · · · · · · 258

G

Gaamaak Cove 16701 · · · · · · · · 186

Gage Island 16702 · · · · · · · · · 182

Gage Point 16463 · · · · · · · · · · 410

Galena Bay 16707· · · · · · · · · · 156

Gambell 16006 · · · · · · · · · · · 462

Game Sanctuary, Walrus Islands

State 16011, 16315, 16305 · · 448

Gannet Cove 16474 · · · · · · · · · 407

Gannet Rocks 16476 · · · · · · · · 405

Gannet Rocks Light 4 16476 · · · · 405

Garden Cove 16381 · · · · · · · · · 455

Garden Cove 16709 · · · · · · · · · 147

Garden Island 16568 · · · · · · · · 301

Garden Island 16709 · · · · · · · · 147

Gareloi Island 16460 · · · · · · · · 413

Gargoyle Islands 16514 · · · · · · · 373

Gatherer Rock 16709 · · · · · · · · 149

Geese Channel 16590· · · · · · · · 267

Geese Islands 16590 · · · · · · · · 267

General bearings · · · · · · · · · · · 1

Geographic Harbor 16576, 16580 · 295

Geographic range · · · · · · · · · · 10

Gertrude Cove 16441 · · · · · · · · 418

Geyser Bight 16511· · · · · · · · · 377

Gibbon Anchorage 16701· · · · · · 178

Gibson Islands 16433 · · · · · · · · 424

Gilbert Inlet 16762 · · · · · · · · · 132

Gillon Point 16434, 16423 · · · · · 427

Gilmour Point 16701, 16709 · · · · 178

Girdwood 16660 · · · · · · · · · · 232

Glacier Ice · · · · · · · · · · · · · 162

Glacier Island 16708 · · · · · · · · 161

Glacier Island Light 16708 · · · · · 161

Glen Island 16520 · · · · · · · · · 436

Global Positioning System (GPS) · · 13

Glory of Russia Cape 16006 · · · · 460

Goat Harbor 16683 · · · · · · · · · 187

Golden 16700 · · · · · · · · · · · · 169

Goloi Island 16549 · · · · · · · · · 328

Goloi Sandspit Light 3 16549 · · · 328

Golovin 16200 · · · · · · · · · · · 472

Golovnin Bay 16200 · · · · · · · · 472

Golovnin Lagoon 16200 · · · · · · 472

Goodnews Bay (Goodnews) 16300 · 451

Goodnews Bay 16300 · · · · · · · · 450

Goose Bay 16705 · · · · · · · · · · 168

Goose Island 16708 · · · · · · · · · 154

Goose Island Light 16708 · · · · · 154

Goose Rocks 16463 · · · · · · · · · 409

Gore Peak 16645 · · · · · · · · · · 199

Gore Point 16645 · · · · · · · · · · 199

Gore Rock 16645 · · · · · · · · · · 200

Gori Point 16594 · · · · · · · · · · 246

Gorman Strait 16553 · · · · · · · · 322

Government Agencies · · · · · · · · 35

Government Printing Office · · · · 500

Government Rock 16709 · · · · · · 141

GPS Navigation System · · · · · · · 13

Gramp Rock 16460 · · · · · · · · · 412

548 ■ Index ■ Volume 9
Granite Bay 16700· · · · · · · 164, 169

Granite Bay 16705· · · · · · · 167, 186

Granite Cape 16682· · · · · · · · · 193

Granite Cove 16708· · · · · · · · · 163

Granite Island 16682 · · · · · · · · 193

Granite Passage 16682 · · · · · · · 193

Granite Point 16553 · · · · · · · · 321

Grant Point 16520 · · · · · · · · · 436

Grantley Harbor 16204 · · · · · · · 476

Granville Portage 16556, 16540 · · 312

Grassy Island 16322 · · · · · · · · 445

Gravel Point 16709 · · · · · · · · · 141

Graves Harbor 17301 · · · · · · · · 130

Graves Rocks 17301 · · · · · · · · 130

Graveyard Point 16323 · · · · · · · 443

Graveyard Point 16594 · · · · · · · 244

Graveyard Point 16701, 16709 · · · 179

Graveyard Point 16708 · · · · · · · 155

Graveyard Point Light 16323· · · · 443

Gravina Island 16709 · · · · · · · · 149

Gravina Point 16709 · · · · · · · · 149

Gravina Point Light 3 16709 · · · · 149

Gravina Rocks 16708 · · · · · · · · 153

Gray Cliff 16646 · · · · · · · · · · 212

Gray Cliff 16663, 16662· · · · · · · 231

Great Sitkin Island 16471 · · · · · 401

Great Sitkin Pass 16478 · · · · · · 402

Green Bight 16532 · · · · · · · · · 350

Green Island 16474 · · · · · · · · · 406

Green Island 16605 · · · · · · · · · 275

Green Island 16701 · · · · · · · · · 178

Greystone Bay 16705 · · · · · · · · 175

Griffin Point 16042 · · · · · · · · · 497

Grosvold Bay 16553· · · · · · · · · 322

Growler Bay 16708 · · · · · · · · · 162

Grub Gulch 16553 · · · · · · · · · 315

Guguak Bay 16702 · · · · · · · · · 183

Guillemot Island 16553· · · · · · · 316

Gula Point 16441 · · · · · · · · · · 417

Gull Island 16061 · · · · · · · · · · 493

Gull Island 16551 · · · · · · · · · · 327

Gull Island 16553 · · · · · · · · · · 326

Gull Island 16595 · · · · · · · · · · 254

Gull Island 16604 · · · · · · · · · · 274

Gull Island 16640 · · · · · · · · · · 223

Gull Island 16645 · · · · · · · · · · 215

Gull Island 16708 · · · · · · · · · · 154

Gull Island 16741 · · · · · · · · · · 137

Gull Point 16593 · · · · · · · · · · 261

Gull Rock 16006 · · · · · · · · · · 461

Gull Rock 16556, 16540 · · · · · · 314

Gunners Cove 16441 · · · · · · · · 416

Gurney Bay 16598 · · · · · · · · · 288

Gusty Bay 16463 · · · · · · · · · · 410

Guyot Glacier 16741 · · · · · · · · 138

Gwydyr Bay 16061 · · · · · · · · · 493

H

Haenke Island 16761 · · · · · · · · 136

Hag Peak 16556, 16540· · · · · · · 313

Hagemeister Island 16315, 16305 · 448

Hagemeister Strait 16315, 16305 · 448

Hague Channel 16363 · · · · · · · 437

Hague Rock 16547 · · · · · · · · · 339

Hague Rock Light 16547, 16540 · · 339

Halferty Bay 16580 · · · · · · · · · 294

Halftide Rock 16363 · · · · · · · · 438

Halfway Rock 16553 · · · · · · · · 325

Halibut Bay 16598 · · · · · · · · · 287

Halibut Cove 16645· · · · · · · · · 218

Halibut Cove Lagoon 16645 · · · · 218

Hall Island 16006 · · · · · · · · · · 460

Hall Island 16540 · · · · · · · · · · 318

Hallo Bay 16580 · · · · · · · · · · 293

Hamilton 16240 · · · · · · · · · · 467

Hammerhead Cove 16476 · · · · · 405

Hammerhead Island 16436, 16423 · 421

Hanin Rock Light 16594, 16595 · · 252

Hanin Rocks 16595 · · · · · · · · · 252

Hanks Island 16709· · · · · · · · · 149

Hanning Bay 16701· · · · · · · · · 178

Harbor Island 16682 · · · · · · · · 192

Harbor Point 16363· · · · · · · · · 437

Harbor Point 16762· · · · · · · · · 132

Harbormasters · · · · · · · · · · · 125

Harding Gateway 16682 · · · · · · 189

Hardover Point 16681 · · · · · · · 199

Hardscratch Point 16553 · · · · · · 324

Harem Rock 16462 · · · · · · · · · 411

Harriet Point 16662, 16660 · · · · 224

Harriman Fiord 16700 · · · · · · · 169

Harriman Glacier 16700 · · · · · · 170

Harrington Point 16681 · · · · · · 197

Harris Bay 16682 · · · · · · · · · · 193

Harris Point 16682 · · · · · · · · · 194

Harrison Bay 16064· · · · · · · · · 492

Harrison Lagoon 16700 · · · · · · 169

Hartman Island 16570 · · · · · · · 297

Harvard Glacier · · · · · · · · · · · 170

Harvester Island 16599 · · · · · · · 284

Harvester Island Spit Light 2

16599 · · · · · · · · · · · · · 284

Hasgox Point 16460 · · · · · · · · 413

Hawkins Island 16709 · · · · · · · 149

Hawkins Island Cutoff 16709· · · · 148

Haycock Rock 16441 · · · · · · · · 418

Haystacks, The 16553· · · · · · · · 321

Hazard Point 16463· · · · · · · · · 409

Hazen Bay 16006 · · · · · · · · · · 463

Head of Passes 16240 · · · · · · · · 467

Head Point 16594· · · · · · · · · · 244

Head Rock 16475 · · · · · · · · · · 405

Heald Point 16061 · · · · · · · · · 493

Health and Human Services,

Department of · · · · · · · · · 38

Heather Bay 16708 · · · · · · · · · 162

Heather Island 16708· · · · · · · · 162

Heights · · · · · · · · · · · · · · · · 2

Helianthus Cove 16531 · · · · · · · 349

Helicopter evacuation · · · · · · · · 17

Hell Gate 16474· · · · · · · · · · · 407

Hells Hole 16708 · · · · · · · · · · 154

Henderson Island 16553 · · · · · · 322

Heney Range 16709 · · · · · · · · 141

Herbert Island 16501 · · · · · · · · 385

Herd Rock 16462 · · · · · · · · · · 409

Herendeen Bay 16363 · · · · · · · 437

Herendeen Island 16540 · · · · · · 318

Herring Bay 16705 · · · · · · · · · 177

Herring Islands 16645 · · · · · · · 214

Herring Lagoon 16561 · · · · · · · 307

Herring Point 16705 · · · · · · · · 177

Herschel Island 16003 · · · · · · · 498

Hesketh Island 16645· · · · · · · · 215

Hidden Basin 16593 · · · · · · · · 261

Hidden Bay 16471 · · · · · · · · · 407

Hidden Bay 16705 · · · · · · · · · 167

Hidden Harbor 16576 · · · · · · · 295

High Bluffs 16381 · · · · · · · · · 455

High Hill 16500· · · · · · · · · · · 374

High Hill 16511· · · · · · · · · · · 379

High Island 16315 · · · · · · · · · 448

High Island 16553 · · · · · · · · · 323

High Rock 16500 · · · · · · · · · · 389

Hinchinbrook Entrance 16709 · · · 146

Hinchinbrook Island 16709 · · · · 142

Hive Bay 16522 · · · · · · · · · · · 369

Hive Rock 16463 · · · · · · · · · · 410

Hobo Bay 16700 · · · · · · · · · · 168

Hodikof Bay 16433 · · · · · · · · · 423

Hodikof Island 16433 · · · · · · · · 423

Hodikof Point 16433 · · · · · · · · 423

Hog Island 16530 · · · · · · · · · · 361

Hog Island 16594 · · · · · · · · · · 244

Hog Island Light 16594 · · · · · · 244

Hogan Bay 16701 · · · · · · · · · · 179

Hogback Hill 16240· · · · · · · · · 467

Hogg Bay 16702 · · · · · · · · · · 187

Hogg Island 16605 · · · · · · · · · 276

Holgate Arm 16682 · · · · · · · · · 193

Holgate Glacier 16682 · · · · · · · 193

Holiday Island 16595 · · · · · · · · 253

Holidays, public· · · · · · · · · · · 126

Holtz Bay 16433 · · · · · · · · · · 424

Home Cove 16681 · · · · · · · · · 199

Homeland Security Advisory

System · · · · · · · · · · · · · 32

Homeland Security, Department of · 39

Homer 16645, 16646 · · · · · · · · 215

Homer Spit 16645, 16646 · · · · · 215

Homer Spit Light 16645, 16646 · · 215

Hoof Point 16681 · · · · · · · · · · 195

Hook Bay 16566 · · · · · · · · · · 304

■ Index ■ 549
Hook Point 16709 · · · · · · · · · 142

Hooper Bay 16006 · · · · · · · · · 463

Hope 16660 · · · · · · · · · · · · · 232

Horizontal Datum · · · · · · · · · · · 3

Horseshoe Bay 16702· · · · · · · · 180

Horseshoe Cove 16648 · · · · · · · 220

Hot Springs Bay 16463 · · · · · · · 409

Hot Springs Bay 16532 · · · · · · · 351

Hot Springs Cove 16511 · · · · · · 377

Hotham Inlet 16005 · · · · · · · · 483

Hotsprings Bay 16535 · · · · · · · 336

Howe Island 16061 · · · · · · · · · 494

Hub Rock 16682 · · · · · · · · · · 193

Hubbard Glacier 16761 · · · · · · · 136

Huddle Rocks 16514 · · · · · · · · 372

Humboldt Harbor 16553 · · · · · · 323

Hummer Bay 16700 · · · · · · · · 168

Humpback Bay 16517 · · · · · · · 364

Humpback Bay 16556, 16540 · · · 311

Humpback Rock 16594 · · · · · · · 253

Humphrey Point 16042· · · · · · · 497

Humpy Cove 16682· · · · · · · · · 190

Hutchinson Hill 16382 · · · · · · · 456

Hutchinson Reef 16595· · · · · · · 253

Hydra Island 16568 · · · · · · · · · 300

Hydrographic survey source

diagrams · · · · · · · · · · · · · 4

I

Ice· · · · · · · · · · · · · · · · · · 117

Iceberg Point 16708 · · · · · · · · 162

Icehouse Point 16595· · · · · · · · 253

Icon Bay 16594 · · · · · · · · · · · 251

Icy Bay 16700, 16701 · · · · · · · · 186

Icy Bay 16741 · · · · · · · · · · · · 137

Icy Bay 17301 · · · · · · · · · · · · 131

Icy Cape 16087 · · · · · · · · · · · 488

Icy Cape Pass 16088 · · · · · · · · 487

Icy Point 17301 · · · · · · · · · · · 131

Icy Reef 16041 · · · · · · · · · · · 497

Idaliuk Point 16511· · · · · · · · · 380

Igalik Island 16081 · · · · · · · · · 491

Igitkin Bank 16478 · · · · · · · · · 401

Igitkin Bight 16478· · · · · · · · · 401

Igitkin Island 16478 · · · · · · · · 401

Igitkin Pass 16478 · · · · · · · · · 401

Igitkin Point 16478 · · · · · · · · · 401

Igushik Ridge 16322 · · · · · · · · 444

Igushik River 16322 · · · · · · · · 444

Ikatan Bay 16535 · · · · · · · · · · 334

Ikatan Peninsula 16535· · · · · · · 336

Ikatan Point 16535 · · · · · · · · · 334

Ikatan Point Light 16535 · · · · · · 334

Ikiginak Island 16484· · · · · · · · 400

Ikpik Hill 16601 · · · · · · · · · · 288

Ikpikpuk River 16004· · · · · · · · 492

Iksiak Point 16517 · · · · · · · · · 364

Iktua Bay 16702 · · · · · · · · · · 183

Iktua Rocks 16702 · · · · · · · · · 183

Ilak Island 16460 · · · · · · · · · · 412

Iliamna 16013 · · · · · · · · · · · 443

Iliamna Bay 16648 · · · · · · · · · 222

Iliamna Lake 16013· · · · · · · · · 443

Iliamna River 16013 · · · · · · · · 443

Iliamna Volcano 16640 · · · · · · · 224

Iliasik Islands 16549 · · · · · · · · 329

Iliasik Islands Light 16549 · · · · · 329

Iliuliuk Bay 16529 · · · · · · · · · 357

Iliuliuk Harbor 16529 · · · · · · · 360

Iliuliuk Reef 16529 · · · · · · · · · 360

Ilkognak Rock Light 16594· · · · · 246

Immigration and Naturalization

Service Offices· · · · · · · · · 506

Imuruk Basin 16200 · · · · · · · · 477

Imuya Bay 16568 · · · · · · · · · · 298

Inanudak Bay 16511 · · · · · · · · 377

Indian Creek 16663, 16660 · · · · · 226

Indian Head 16549 · · · · · · · · · 330

Indian River 16300 · · · · · · · · · 451

Ingenstrem Rocks 16421, 16423 · · 421

Ingot Island 16705 · · · · · · · · · 176

Iniskin Bay 16648· · · · · · · · · · 222

Iniskin Island 16648 · · · · · · · · 223

Iniskin River 16648· · · · · · · · · 223

Iniskin Rock 16648 · · · · · · · · · 223

Iniskin Shoal 16648 · · · · · · · · 223

Inland Waterways Navigation

Regulations · · · · · · · · · · · 72

Inner Anchorage 16595· · · · · · · 255

Inner Humpback Rock 16595 · · · 254

Inner Iliasik Island 16549 · · · · · 329

Inner Point 16594 · · · · · · · · · 247

Inner Right Cape 16592 · · · · · · 261

Inner Rocks 16433 · · · · · · · · · 424

Inner Seal Rock 16601 · · · · · · · 288

Inner Signal 16522 · · · · · · · · · 367

Innoko River · · · · · · · · · · · · 467

Interference with or Damage to

Aids to Navigation · · · · · · · 48

International Code of Signals · · · 501

International distress signals · · · · 14

Irish Cove 16708 · · · · · · · 154, 162

Irishmans Hat 16518 · · · · · · · · 362

Iron Point 16441 · · · · · · · · · · 417

Isanotski Peaks 16520 · · · · · · · 344

Isanotski Strait (False Pass)

16535 · · · · · · · · · · · · · 334

Isanotski Strait Light 2 16535 · · · 334

Isanotski Strait Light 6 16535 · · · 335

Island Bay 16556, 16540 · · · · · · 314

Island Bay 16570 · · · · · · · · · · 297

Island Bay 16594 · · · · · · · · · · 250

Island Point 16487 · · · · · · · · · 398

Island Rock 16535 · · · · · · · · · 335

Islands of Four Mountains

16501 · · · · · · · · · · · · · 382

Ismailof Island 16645· · · · · · · · 218

Isthmus Bay 16593 · · · · · · · · · 259

Italian Bay 16702 · · · · · · · · · · 184

Ivan Bay 16561 · · · · · · · · · · · 308

Ivan Island 16551 · · · · · · · · · · 327

Ivanof Bay 16556, 16540 · · · · · · 312

Izembek Lagoon 16520 · · · · · · · 436

Izhiga Cove 16511 · · · · · · · · · 377

Izhut Bay 16594 · · · · · · · · · · 242

Izmaylov Island 16702 · · · · · · · 180

J

Jack Bay 16707 · · · · · · · · · · · 157

Jackass Point 16531 · · · · · · · · 349

Jackpot Bay 16701 · · · · · · · · · 186

Jackpot Island 16701 · · · · · · · · 186

Jacksmith Bay 16300 · · · · · · · · 451

Jackson Cove 16708 · · · · · · · · 161

Jackson Hole 16708· · · · · · · · · 161

Jackson Point 16707 · · · · · · · · 158

Jacob Island 16556, 16540 · · · · · 311

Jade Harbor 16708 · · · · · · · · · 163

Jagged Mountain 16300 · · · · · · 450

Jago Lagoon 16043 · · · · · · · · · 497

Jago River 16043 · · · · · · · · · · 497

Jakolof Bay 16645· · · · · · · · · · 214

James Lagoon 16681 · · · · · · · · 196

Japanese Bay 16590· · · · · · · · · 266

Jeanette Island 16046· · · · · · · · 494

Jeanie Cove 16701 · · · · · · · · · 145

Jeanie Point 16701 · · · · · · · · · 146

John Island 16540 · · · · · · · · · 321

John Island 16592 · · · · · · · · · 265

Johnson Bay 16547 · · · · · · · · · 338

Johnson Bay 16704 · · · · · · · · · 185

Johnson Cove 16521 · · · · · · · · 370

Johnson Cove 16702 · · · · · · · · 181

Johnston Channel 16363 · · · · · · 438

Johnston Hill 16011 · · · · · · · · 439

Johnstone Bay 16683 · · · · · · · · 188

Johnstone Passage 16761· · · · · · 136

Johnstone Point 16709 · · · · · · · 148

Johnstone Point Light 16709· · · · 148

Jonah Bay 16705 · · · · · · · · · · 165

Jonah Point 16705 · · · · · · · · · 165

Jones Islands 16062· · · · · · · · · 492

Joshua Green River 16520 · · · · · 436

Jude Island 16551· · · · · · · · · · 325

Juma Reef 16648 · · · · · · · · · · 220

Junction Island 16705 · · · · · · · 186

Jute Bay 16570 · · · · · · · · · · · 297

Jute Island 16570 · · · · · · · · · · 297

550 ■ Index ■ Volume 9
K

Kabuch Point 16535 · · · · · · · · 334

Kachemak Bay 16645· · · · · · · · 213

Kachemak Bay Research Reserve· · 213

Kaflia Bay 16603, 16576 · · · · · · 294

Kagalaska Island 16475· · · · · · · 403

Kagalaska Strait 16475 · · · · · · · 404

Kagamil Island 16501 · · · · · · · 383

Kagamil Pass 16501 · · · · · · · · 382

Kagayan Flats 16553 · · · · · · · · 317

Kageet Point 16741· · · · · · · · · 138

Kaguyak 16580 · · · · · · · · · · · 293

Kaguyak Bay 16590· · · · · · · · · 267

Kaiugnak Bay 16592 · · · · · · · · 266

Kak Island 16566 · · · · · · · · · · 303

Kaknau Creek 17301 · · · · · · · · 131

Kaktovik (Kaktoavik) Lagoon

16043 · · · · · · · · · · · · · 497

Kaktovik 16043 · · · · · · · · · · · 496

Kalekta Bay 16528 · · · · · · · · · 355

Kalgin Island 16662, 16660 · · · · 225

Kalgin Island Light 16662, 16660 · 225

Kalgin Island South Light 16662,

16660 · · · · · · · · · · · · · 225

Kaligagan Island 16531· · · · · · · 347

Kalsin Bay 16593 · · · · · · · · · · 259

Kalsin Island 16593· · · · · · · · · 259

Kalsin Reef 16593· · · · · · · · · · 253

Kamishak Bay 16648 · · · · · · · · 220

Kanaga Bay 16471 · · · · · · · · · 408

Kanaga Island 16460 · · · · · · · · 408

Kanaga Pass 16463, 16467 · · · · · 408

Kanaga Volcano 16460 · · · · · · · 408

Kanak Island 16723· · · · · · · · · 140

Kanakanak 16322· · · · · · · · · · 445

Kanatak Lagoon 16570 · · · · · · · 297

Kanektok River 16300 · · · · · · · 451

Kanu Island 16478 · · · · · · · · · 402

Karab Cove 16434, 16423 · · · · · 428

Karluk 16599 · · · · · · · · · · · · 287

Karluk Anchorage 16599 · · · · · · 287

Karluk Island 16046 · · · · · · · · 494

Karluk Reef 16662, 16660 · · · · · 227

Karluk River 16599 · · · · · · · · · 287

Karpa Island 16553 · · · · · · · · · 322

Kasatochi Island 16486 · · · · · · · 400

Kasegaluk Lagoon 16087 · · · · · · 488

Kasegaluk Lagoon 16102 · · · · · · 487

Kashega 16515 · · · · · · · · · · · 365

Kashega Bay 16515 · · · · · · · · · 365

Kashega Pinnacles 16515· · · · · · 365

Kashega Point 16515 · · · · · · · · 365

Kashunuk River 16006 · · · · · · · 464

Kashvik Bay 16575, 16580 · · · · · 296

Kasilof· · · · · · · · · · · · · · · · 227

Kasilof River 16662, 16660 · · · · · 227

Kasitsna Bay 16645 · · · · · · · · · 214

Kaslokan Point Light 2 16549 · · · 331

Katakuruk (Katakturak) River

16044 · · · · · · · · · · · · · 495

Katalla 16723 · · · · · · · · · · · · 140

Katalla Bay 16723· · · · · · · · · · 140

Katalla River 16723· · · · · · · · · 140

Kateekuk Island 16587, 16013 · · · 302

Katmai Bay 16575, 16580 · · · · · 295

Katmai National Park Preserve

16580 · · · · · · · · · · · · · 296

Katmai Reef 16566 · · · · · · · · · 304

Katmai River 16575, 16580· · · · · 295

Kavalga Island 16460 · · · · · · · · 412

Kawanak Pass 16240 · · · · · · · · 467

Kayak Cape 16522 · · · · · · · · · 369

Kayak Entrance 16723 · · · · · · · 139

Kayak Island 16723 · · · · · · · · · 139

Kazakof Bay 16594 · · · · · · · · · 243

Kekur Island 16593· · · · · · · · · 259

Kekur Point 16594 · · · · · · · · · 249

Kelliher Cove 16433 · · · · · · · · 423

Kelly Rock 16553 · · · · · · · · · · 324

Kelp · · · · · · · · · · · · · · · · · 112

Kelp Bay 16531 · · · · · · · · · · · 347

Kelp Point 16511 · · · · · · · · · · 379

Kelp Point 16549 · · · · · · · · · · 332

Kelp Point 16570 · · · · · · · · · · 297

Kelp Point 16645 · · · · · · · · · · 209

Kempff Bay 16591 · · · · · · · · · 271

Kenai River 16662, 16660 · · · · · 228

Kenmore Head 16535 · · · · · · · 333

Kennedy Entrance 16604· · · · · · 239

Kennedy Entrance 16606· · · · · · 207

Kennon Island 16433 · · · · · · · · 424

Kennoys Island 16551 · · · · · · · 325

Keoklivik River 16006 · · · · · · · 464

Kettle Cape 16513 · · · · · · · · · 374

Khantaak Island Light 16761· · · · 134

Khlebnikof Point 16433 · · · · · · 423

Khvostof Island 16441 · · · · · · · 416

Khvostof Pass 16441 · · · · · · · · 417

Kialegak Point 16006 · · · · · · · · 461

Kiana 16005 · · · · · · · · · · · · 485

Kiavak Bay 16592 · · · · · · · · · · 266

Kichyatt Point 16741 · · · · · · · · 138

Kigul Island 16500 · · · · · · · · · 381

Kigun Bay 16486 · · · · · · · · · · 399

Kikiktak Islands 16004 · · · · · · · 491

Kiliktagit Island 16587, 16013 · · · 302

Kiliuda Bay 16592 · · · · · · · · · 261

Kiliuda Rock 16592· · · · · · · · · 261

Killer Bay 16683 · · · · · · · · · · 188

Kilokak Rocks 16568 · · · · · · · · 298

Kinak Bay 16576, 16580 · · · · · · 294

King Cove 16549 · · · · · · · · · · 330

King Cove 16604 · · · · · · · · · · 242

King Cove Harbor 16549 · · · · · · 330

King Cove Lagoon 16549 · · · · · · 330

King Island 16200 · · · · · · · · · 475

King Salmon Airport 16323 · · · · 442

Kingfisher Point 16478 · · · · · · · 401

Kings Bay 16705 · · · · · · · · · · 175

Kinzarof Lagoon 16549· · · · · · · 332

Kirilof Bay 16440 · · · · · · · · · · 415

Kirilof Point 16446 · · · · · · · · · 415

Kiska Harbor 16442 · · · · · · · · 419

Kiska Island 16441 · · · · · · · · · 417

Kiska Volcano 16441 · · · · · · · · 417

Kismaliuk Bay 16515 · · · · · · · · 366

Kisselen Bay 16522 · · · · · · · · · 368

Kitchen Anchorage 16549 · · · · · 329

Kitoi Bay 16594· · · · · · · · · · · 242

Kitten Pass 16681· · · · · · · · · · 195

Kiukpalik Island 16580 · · · · · · · 293

Kivalina 16005 · · · · · · · · · · · 485

Kiwalik 16005· · · · · · · · · · · · 483

Kiwalik Lagoon 16005 · · · · · · · 483

Kiwalik River 16005 · · · · · · · · 483

Kizhuyak Bay 16594 · · · · · · · · 248

Kizhuyak Point 16594 · · · · · · · 250

Klikitarik Bay 16200 · · · · · · · · 470

Knee Bay 16594· · · · · · · · · · · 250

Knight Island 16705 · · · · · · · · 176

Knight Island 16761· · · · · · 133, 136

Knight Island Passage 16700 · · · · 183

Knik 16660 · · · · · · · · · · · · · 237

Knik Arm 16665, 16663 · · · · · · 232

Knik Arm Shoal 16663, 16665 · · · 234

Knob Point 16460 · · · · · · · · · 413

Knoll Bay 16592 · · · · · · · · · · 266

Knoll Head 16648· · · · · · · · · · 223

Knoll Point 16592 · · · · · · · · · 266

Knot Point 16710 · · · · · · · · · · 150

Knowles Head 16709 · · · · · · · · 149

Kobakof Bay 16480 · · · · · · · · · 394

Kobuk 16005 · · · · · · · · · · · · 485

Kobuk Lake 16005 · · · · · · · · · 483

Kobuk River 16005 · · · · · · · · · 485

Kodiak 16595 · · · · · · · · · · · · 255

Kodiak Harbor 16595· · · · · · · · 255

Kodiak Island 16580· · · · · · 239, 259

Kodiak National Wildlife Refuge · · 271

Kodiak Rock 16594 · · · · · · · · · 253

Kodiak Small-Boat Harbor 16595 · 257

Koggiung 16323 · · · · · · · · · · 442

Kogru River 16064 · · · · · · · · · 492

Kohl Island 16434, 16423 · · · · · 427

Kokechik Bay 16240, 16006 · · · · 464

Kokechik River 16006 · · · · · · · 464

Kokolik River 16101 · · · · · · · · 487

Konets Head 16513 · · · · · · · · · 373

Konganevik (Kangigivik) Point

16044 · · · · · · · · · · · · · 495

Kongishluk Bay 16240 · · · · · · · 465

Koniuji Island 16486 · · · · · · · · 400

Koniuji Island 16594 · · · · · · · · 246

Koniuji Strait 16540 · · · · · · · · 319

■ Index ■ 551
Kookoolik Point 16006 · · · · · · · 462

Koriga Point 16518 · · · · · · · · · 363

Korovin Bay 16487 · · · · · · · · · 396

Korovin Bay 16553 · · · · · · · · · 322

Korovin Island 16553· · · · · · · · 322

Korovin Strait 16553 · · · · · · · · 322

Korovin Volcano 16480· · · · · · · 394

Kotlik 16240 · · · · · · · · · · · · 467

Kotlik River 16240 · · · · · · · · · 467

Kotzebue 16005· · · · · · · · · · · 484

Kotzebue Sound 16005 · · · · · · · 483

Kovurof Bay 16486 · · · · · · · · · 398

Kovurof Point 16486 · · · · · · · · 398

Koyuk 16200 · · · · · · · · · · · · 471

Koyuk River 16200 · · · · · · · · · 471

Koyuktolik Bay 16645 · · · · · · · 210

Koyukuk River · · · · · · · · · · · 467

Krasni Point 16431, 16423 · · · · · 426

Krekatok Island 16240 · · · · · · · 465

Krenitzin Islands 16531 · · · · · · 346

Kresta Point 16421 · · · · · · · · · 425

Krugloi Point 16434, 16423 · · · · 427

Krutoi Island 16761 · · · · · · · · 136

Krysi Pass 16441 · · · · · · · · · · 417

Krysi Point 16441· · · · · · · · · · 416

Kshaliuk Point 16500· · · · · · · · 378

Kudiakof Islands 16520· · · · · · · 436

Kudobin Islands 16363 · · · · · · · 437

Kugrua Bay 16084 · · · · · · · · · 489

Kugrua River 16005 · · · · · · · · 489

Kuiukta Bay 16561, 16013 · · · · · 306

Kujulik Bay 16566 · · · · · · · · · 303

Kuk River 16085 · · · · · · · · · · 488

Kukak Bay 16603, 16576 · · · · · · 293

Kukak Point 16603, 16576 · · · · · 293

Kukpowruk Pass 16102· · · · · · · 487

Kukpowruk River 16102 · · · · · · 487

Kuliak Bay 16576, 16580 · · · · · · 294

Kulichkof Island 16603, 16576 · · · 294

Kuliliak Bay 16514 · · · · · · · · · 371

Kuluk Bay 16475 · · · · · · · · · · 404

Kuluk Shoal 16475 · · · · · · · · · 405

Kulukak Bay 16315 · · · · · · · · · 447

Kulukak Point 16315 · · · · · · · · 447

Kumlik Island 16566 · · · · · · · · 303

Kun River 16240 · · · · · · · · · · 465

Kuparuk River 16004 · · · · · · · · 493

Kupreanof Harbor 16556, 16540 · · 311

Kupreanof Mountain 16594 · · · · 246

Kupreanof Peninsula 16556,

16540 · · · · · · · · · · · · · 313

Kupreanof Peninsula 16576,

16594 · · · · · · · · · · · · · 248

Kupreanof Point 16556, 16540 · · · 313

Kupreanof Strait 16594· · · · · · · 246

Kupreanof Strait 16594, 16576· · · 246

Kusilvak Mountains 16240 · · · · · 466

Kuskokwak Creek 16300 · · · · · · 451

Kuskokwim Bay 16300, 16006 · · · 449

Kuskokwim River 16300, 16006 · · 449

Kustatan River 16662, 16660· · · · 226

Kuzitrin River 16204 · · · · · · · · 477

Kvichak 16323 · · · · · · · · · · · 443

Kvichak Bay 16323 · · · · · · · · · 439

Kvichak River 16323 · · · · · · · · 443

Kwemeluk Pass 16240 · · · · · · · 466

Kwigillingok 16006 · · · · · · · · · 451

Kwiguk 16240 · · · · · · · · · · · 466

Kwiguk Pass 16240 · · · · · · · · · 467

Kwikluak Pass 16240 · · · · · · · · 466

Kwikpak Pass 16240 · · · · · · · · 467

Kwiktalik Mountain 16200 · · · · · 471

L

La Chaussee Spit 16762 · · · · · · 132

La Perouse Glacier 16760 · · · · · 132

Label Reef 16521 · · · · · · · · · · 371

Lagoon Point 16363 · · · · · · · · 436

Laida Rocks 16594 · · · · · · · · · 248

Lake Aleknagik 16322 · · · · · · · 445

Lake Bay 16705 · · · · · · · · · · · 166

Lake Bennett · · · · · · · · · · · · 467

Lake Clark 16013 · · · · · · · · · · 443

Lake Naknek 16323· · · · · · · · · 441

Lake Point 16471 · · · · · · · · · · 407

Lamb Island 16594 · · · · · · · · · 244

Lancashire Rocks 16645 · · · · · · 215

Lance Point 16514 · · · · · · · · · 372

Landlocked Bay 16708 · · · · · · · 155

Larsen Bay 16540 · · · · · · · · · · 320

Larsen Bay 16599 · · · · · · · · · · 286

Lash Bay 16462 · · · · · · · · · · · 411

Laska Cove 16475· · · · · · · · · · 404

Last Knoll 16011 · · · · · · · · · · 436

Last Point 16594 · · · · · · · · · · 244

Last Timber Point Light 6 16594· · 246

Latax Rocks 16604 · · · · · · · · · 239

Latax Rocks Light 16604 · · · · · · 240

Latouche 16702· · · · · · · · · · · 180

Latouche Island 16701 · · · · · · · 179

Latouche Passage 16702 · · · · · · 180

Lava Bight 16531 · · · · · · · · · · 352

Lava Cove 16480 · · · · · · · · · · 392

Lava Point 16480 · · · · · · · · · · 392

Lava Point 16531 · · · · · · · · · · 351

Lazaref Reef 16535 · · · · · · · · · 344

Lazy Bay 16591 · · · · · · · · · · · 270

Lazy Bay Light 2 16591· · · · · · · 271

Leader Island 16556, 16540 · · · · 313

Left Arm 16553 · · · · · · · · · · · 316

Left Cape 16592· · · · · · · · · · · 262

Lefthand Bay 16553· · · · · · · · · 316

Legal public holidays · · · · · · · · 126

Lemesurier Point 16723 · · · · · · 139

Lenard Harbor 16549· · · · · · · · 332

Levelock 16011 · · · · · · · · · · · 443

Libby Island 17301 · · · · · · · · · 130

Libby Island Light 17301 · · · · · · 130

Libbyville 16323 · · · · · · · · · · 442

Lida Island 16547 · · · · · · · · · · 338

Lief Cove 16441· · · · · · · · · · · 418

Light and fog signal

characteristics · · · · · · · · · · 2

Light Lists · · · · · · · · · · · 12, 501

Lighthouse Point 16605 · · · · · · 275

Lighthouse Point Light 16605 · · · 275

Lighthouse Rocks 16587, 16013 · · 302

Lights · · · · · · · · · · · · · · · · 10

Light-sector bearings · · · · · · · · · 1

Likes Creek 16682 · · · · · · · · · 190

Lion Point 16046 · · · · · · · · · · 494

Lipsett Point 16594· · · · · · · · · 244

List of Lights · · · · · · · · · · · · 501

Litnik 16594 · · · · · · · · · · · · 244

Little Afognak 16594 · · · · · · · · 243

Little Alinchak Bay 16575 · · · · · 296

Little Apoon Pass 16240 · · · · · · 467

Little Bay 16531 · · · · · · · · · · 350

Little Bay 16702 · · · · · · · · · · 184

Little Diomede Island 16200 · · · · 482

Little Egg Island 16553· · · · · · · 323

Little Fort Island 16604 · · · · · · 241

Little Green Island 16701 · · · · · 178

Little Kiska Island 16442 · · · · · · 419

Little Koniuji Island 16540 · · · · · 318

Little Mummy Island 16709 · · · · 142

Little Norway 16553 · · · · · · · · 315

Little Raspberry Island 16594 · · · 280

Little River 16597· · · · · · · · · · 283

Little Sitkin Island 16440 · · · · · 415

Little Sitkin Pass 16440 · · · · · · 416

Little Smith Island 16705 · · · · · 177

Little Susitna River 16665, 16663 · 227

Little Tanaga Island 16477 · · · · · 403

Little Tanaga Strait 16475 · · · · · 403

Littlejohn Lagoon 16535 · · · · · · 334

Lituya Bay 16762 · · · · · · · · · · 132

Lituya Glacier 16762 · · · · · · · · 132

Local magnetic disturbances · · · · · 8

Local Notice to Mariners · · · · · · · 9

Lofty Mountain 16528 · · · · · · · 355

Logging Camp Bay 16705 · · · · · 170

Logs and deadheads· · · · · · · · · 112

Lone Island 16705 · · · · · · · · · 165

Lone Peak 16513 · · · · · · · · · · 373

Lone Rock 16500 · · · · · · · · · · 381

Lone Rock 16568 · · · · · · · · · · 299

Lone Rock 16682 · · · · · · · · · · 189

Lonetree Point 16702· · · · · · · · 181

Long Bay 16705· · · · · · · · · · · 168

Long Bay 16708· · · · · · · · · · · 163

Long Beach 16561 · · · · · · · · · 308

552 ■ Index ■ Volume 9
Long Channel 16704 · · · · · · · · 184

Long Island 16062 · · · · · · · · · 493

Long Island 16593 · · · · · · · · · 260

Long Island 16594 · · · · · · · · · 253

Long Island 16681 · · · · · · · · · 199

Long Sands 16322 · · · · · · · · · 447

Lookout Point 16500 · · · · · · · · 381

LORAN-C· · · · · · · · · · · · · · · 13

Lost Harbor 16532 · · · · · · · · · 351

Louies Corner 16556, 16540 · · · · 314

Louis Bay 16705 · · · · · · · · · · 177

Low Cape 16601 · · · · · · · · · · 288

Low Island 16594 · · · · · · · · · · 250

Low Island Anchorage 16594· · · · 250

Low Point 16471 · · · · · · · · · · 407

Lower Arm 16475· · · · · · · · · · 403

Lower Herring Bay 16705 · · · · · 185

Lower Passage 16705 · · · · · · · · 176

Lucky Bay 16702 · · · · · · · · · · 184

Lukanin Bay 16382 · · · · · · · · · 456

Lumber Bay 16553 · · · · · · · · · 316

Luminous range · · · · · · · · · · · 10

Lump Island 16551 · · · · · · · · · 327

Lutris Pass 16708 · · · · · · · · · · 162

M

Macks Head 16553 · · · · · · · · · 321

Macleod Harbor 16701 · · · · · · · 177

Magnet Rock 16645· · · · · · · · · 210

Magnetic disturbances, local · · · · · 8

Maguire Islands 16045 · · · · · · · 494

Main Bay 16705· · · · · · · · · · · 175

Maknik Lagoon 16006 · · · · · · · 461

Makushin 16517 · · · · · · · · · · 364

Makushin Bay 16517 · · · · · · · · 363

Makushin Point 16517 · · · · · · · 364

Makushin Valley 16528 · · · · · · · 361

Makushin Volcano 16518 · · · · · · 363

Malaspina Glacier 16016 · · · · · · 137

Malga Bay 16528 · · · · · · · · · · 353

Malina Bay 16594 · · · · · · · · · · 277

Malina Point Light 16576, 16594· · 248

Malka Bay 16594 · · · · · · · · · · 278

Mallard Bay 16704 · · · · · · · · · 185

Manning Point 16043· · · · · · · · 497

Manning Point 16515· · · · · · · · 366

Manning Rocks 16701 · · · · · · · 180

Marble Point 16363· · · · · · · · · 438

Marine Broadcast Notices to

Mariners · · · · · · · · · · · · · 9

Marine Emergencies and

Oil Spills· · · · · · · · · · · · 125

Marine Pollution · · · · · · · · · · · 26

Marine Product Dissemination

Information · · · · · · · · 37, 501

Marine Protected Areas (MPAs)· 35, 110

Marine Weather Forecasts · · · 37, 505

Marine Weather Services

Charts · · · · · · · · · · · 24, 501

Maritime Security (MARSEC)

Levels, USCG · · · · · · · · · · 32

Marmot Bay 16594 · · · · · · · · · 242

Marmot Cape 16604 · · · · · · · · 242

Marmot Island 16604 · · · · · · · · 242

Marmot Strait 16604 · · · · · · · · 242

Marryat Inlet 16123· · · · · · · · · 486

Marsha Bay 16701 · · · · · · · · · 180

Marshall 16006 · · · · · · · · · · · 467

Martin Harbor 16487 · · · · · · · · 396

Martin Islands 16723 · · · · · · · · 140

Martin Islands Light 16723· · · · · 140

Martin Point 16043 · · · · · · · · · 497

Mary Anderson Cove 16594· · · · · 243

Mary Sachs Entrance 16045 · · · · 495

Marys Bay 16682 · · · · · · · · · · 190

Masked Bay 16701 · · · · · · · · · 186

Massacre Bay 16432 · · · · · · · · 423

McArthur Cove 16681 · · · · · · · 196

McArthur Pass 16441 · · · · · · · · 417

McArthur Pass 16681 · · · · · · · · 195

McArthur Pass Light 16681 · · · · 195

McArthur Reef 16441 · · · · · · · · 417

McCarty Fiord (East Arm) 16681· · 196

McCarty Glacier 16681 · · · · · · · 196

McCarty Lagoon 16681 · · · · · · · 196

McCloud Head 16432 · · · · · · · · 422

McClure Bay 16705 · · · · · · · · · 175

McClure Islands 16046 · · · · · · · 494

McCord 16592 · · · · · · · · · · · 263

McCulloch Rock 16471 · · · · · · · 407

McDonald Cove 16434, 16423 · · · 428

McDonald Lagoon 16592 · · · · · · 263

McGrath 16006 · · · · · · · · · · · 453

McIver Bight 16515· · · · · · · · · 365

McLees Lake 16518 · · · · · · · · · 362

McNeil Cove 16648 · · · · · · · · · 221

McNeil Head 16648· · · · · · 220 - 221

McNeil Islet 16648 · · · · · · · · · 221

McPherson Bay 16705 · · · · · · · 164

Meares Glacier 16705· · · · · · · · 164

Medical advice and/or evacuation · · 19

Mekoryuk 16006 · · · · · · · · · · 459

Mercator projection · · · · · · · · · · 3

Meshik 16343 · · · · · · · · · · · · 438

Mid Reef 16490 · · · · · · · · · · · 393

Midarm Island 16594 · · · · · · · · 243

Middle Arm 16471 · · · · · · · · · 407

Middle Bay 16593 · · · · · · · · · · 259

Middle Bay 16598 · · · · · · · · · · 288

Middle Cape 16598 · · · · · · · · · 287

Middle Ground Shoal 16663,

16662 · · · · · · · · · · · · · 230

Middle Ground Shoal 16709 · · · · 148

Middle Island 16593 · · · · · · · · 259

Middle Lagoon 16535· · · · · · · · 334

Middle Ledge 16462 · · · · · · · · 411

Middle Peak 16433 · · · · · · · · · 424

Middle Point 16709 · · · · · · · · · 147

Middle Reef 16440 · · · · · · · · · 420

Middle Reef 16591 · · · · · · · · · 271

Middle Rock 16707 · · · · · · · · · 157

Middle Rocks 16433 · · · · · · · · 424

Middleton Island 16700· · · · · · · 144

Midnight Cove 16681 · · · · · · · · 196

Midway Bay 16592 · · · · · · · · · 263

Midway Islands 16061 · · · · · · · 493

Midway Reef 16363 · · · · · · · · · 438

Mikhail Point 16430 · · · · · · · · 426

Mikkelsen Bay 16046 · · · · · · · · 494

Miles Glacier 16013· · · · · · · · · 141

Miller Point 16594 · · · · · · · · · 252

Milne Point 16062 · · · · · · · · · 493

Mine Harbor 16363 · · · · · · · · · 438

Mineclearing-Caution · · · · · · · · 28

Miners Point 16576, 16597 · · · · · 282

Mink Island 16705 · · · · · · · · · 175

Mink Point 16597· · · · · · · · · · 283

Missak Bay 16576, 16580 · · · · · · 294

Mist Harbor 16540 · · · · · · · · · 320

Mitrofania 16561, 16013 · · · · · · 307

Mitrofania Bay 16561 · · · · · · · · 308

Mitrofania Island 16561 · · · · · · 308

Moffet Lagoon 16520 · · · · · · · · 436

Moffet Point 16520 · · · · · · · · · 436

Monashka Bay 16594 · · · · · · · · 252

Monolith Point 16434, 16423 · · · 428

Montague Island 16700· · · · · · · 145

Montague Point 16701, 16709 · · · 179

Montague Strait 16701 · · · · · · · 177

Monti Bay 16761 · · · · · · · · · · 134

Moonlight Bay 16681 · · · · · · · · 196

Moose Point 16663, 16660 · · · · · 231

Moose Point Shoal 16663, 16660· · 231

Moraine Island 16741· · · · · · · · 137

Moraine Reef 16741· · · · · · · · · 137

Morakas Point 16323 · · · · · · · · 441

Morgan Point Light 16549 · · · · · 330

Morning Cove 16681 · · · · · · · · 196

Morris Cove 16528 · · · · · · · · · 357

Morzhovoi Bay 16535· · · · · · · · 334

Moser Bay 16591 · · · · · · · · · · 272

Moses Point 16200 · · · · · · · · · 471

Moses Rock 16551 · · · · · · · · · 326

Moss Cape 16549 · · · · · · · · · · 328

Moss Point 16681 · · · · · · · · · · 197

Moundhill Point 16480 · · · · · · · 391

Mount Ballyhoo 16529 · · · · · · · 357

Mount Chiginagak 16568· · · · · · 299

Mount Cleveland 16501 · · · · · · 384

Mount Douglas 16580 · · · · · · · 292

Mount Fairweather 16760 · · · · · 133

Mount Gareloi 16460 · · · · · · · · 413

■ Index ■ 553
Mount Gilbert 16531 · · · · · · · · 348

Mount Herman 16594 · · · · · · · 250

Mount Katmai 16580 · · · · · · · · 296

Mount Kubugakli 16575, 16580 · · 296

Mount Logan 16016 · · · · · · · · 137

Mount Mageik 16580 · · · · · · · · 296

Mount Marshall Reese 16518· · · · 362

Mount McKinley · · · · · · · · · · 234

Mount Moffett 16471 · · · · · · · · 404

Mount St. Elias 16016 · · · · · · · 137

Mount Susitna 16660· · · · · · · · 227

Mount Tulik 16513 · · · · · · · · · 374

Mount Vsevidof 16500 · · · · · · · 378

Mountain Point 16540 · · · · · · · 320

Mountain Slough 16709 · · · · · · 141

Mountain Village 16006 · · · · · · 464

Mt. Eccles 16710 · · · · · · · · · · 150

Mt. Eyak 16710 · · · · · · · · · · · 150

Mud Bay 16566 · · · · · · · · · · · 304

Mud Bay 16645 · · · · · · · · · · · 215

Mueller Cove 16511· · · · · · · · · 379

Mueller Cove 16705· · · · · · · · · 164

Mulgrave Hills 16005 · · · · · · · · 485

Mummy Bay 16702 · · · · · · · · · 184

Mummy Island 16704 · · · · · · · 184

Mummy Island 16709 · · · · · · · 141

Mummy Island Light 16709 · · · · 141

Murder Point 16432 · · · · · · · · 423

Murk Bay 17301 · · · · · · · · · · 131

Murphy Cove 17301 · · · · · · · · 130

Murphys Cove 16547 · · · · · · · · 339

Murre Rocks 16540 · · · · · · · · · 318

Mushroom Reef 16598 · · · · · · · 288

Muskomee Bay 16594 · · · · · · · 280

Mutton Cove 16516· · · · · · · · · 367

N

Naga Point 16471 · · · · · · · · · · 406

Nagahut Rocks 16645 · · · · · · · 208

Nagai Island 16540 · · · · · · · · · 320

Nagai Rocks 16580 · · · · · · · · · 270

Naginak Cove 16517 · · · · · · · · 364

Nakalilok Bay 16568 · · · · · · · · 300

Nakchamik Island 16566 · · · · · · 303

Naked Island 16705, 16709 · · · · · 163

Nakeen 16323· · · · · · · · · · · · 443

Naknek 16323· · · · · · · · · · · · 442

Naknek River 16323 · · · · · · · · 441

Nanwalek 16646 · · · · · · · · · · 210

Narrow Cape 16593· · · · · · · · · 260

Narrow channels · · · · · · · · · · · 30

Narrow Strait 16594 · · · · · · · · 251

Narrows, The 16594 · · · · · · · · 280

Narrows, The 16707 · · · · · · · · 156

Narrows, The 16710 · · · · · · · · 149

Narwhal Island 16046 · · · · · · · 494

Nash Harbor 16006 · · · · · · · · · 458

Nassau Fiord 16700· · · · · · · · · 186

Natalia Peninsula 16592 · · · · · · 264

Natalia Point 16592· · · · · · · · · 264

Nateekin Bay 16530· · · · · · · · · 361

National Data Buoy Center

Meteorological Buoys · · · · · 36

National Environmental Satellite,

Data, and Information Service

(NESDIS) · · · · · · · · · · · · 38

National Geospatial-Intelligence

Agency · · · · · · · · · · · · · · 9

National Geospatial-Intelligence

Agency (NGA)· · · · · · · · · · 38

National Geospatial-Intelligence

Agency Procurement

Information · · · · · · · · · · 500

National Institute of Standards

and Technology· · · · · · · · · 24

National Ocean Service (NOS)· · · · 35

National Ocean Service Offices · · · 499

National Weather Service (NWS) · · 36

National Weather Service

Offices · · · · · · · · · · · 37, 504

National Weather Service

Port Meteorological Officers

(PMOs) · · · · · · · · · · · · · 37

Natoa Island 16682 · · · · · · · · · 193

Naugolka Point 16594 · · · · · · · 280

Nautical Almanac · · · · · · · · · · 501

Nautical charts · · · · · · · · · · · · 35

Nautical Charts · · · · · · · · · · · 499

Naval Observatory · · · · · · · · · · 38

Navigation Rules · · · · · · · · 30, 501

Navigation Safety Regulations · · · · 73

NAVTEX · · · · · · · · · · · · · · · 22

NAVTEX Transmitting Stations · · 503

Navy Cove 16432 · · · · · · · · · · 423

Navy Island 16568 · · · · · · · · · 299

Nazan Bay 16490 · · · · · · · · · · 395

Near Island 16540 · · · · · · · · · 320

Near Island 16595 · · · · · · · 253, 257

Near Islands 16421, 16423 · · · · · 421

Necessity Cove 16561, 16566 · · · · 305

Neck Point 16701 · · · · · · · · · · 145

Needle Rock 16529 · · · · · · · · · 357

Needle, The 16701 · · · · · · · · · 178

Negro Head 16566 · · · · · · · · · 304

Neketa Bay 16605· · · · · · · · · · 275

Nellie Juan Glacier 16705 · · · · · 175

Nellie Martin River 16701 · · · · · 146

Nelson Bay 16709· · · · · · · · · · 150

Nelson Island 16594 · · · · · · · · 251

Nelson Lagoon 16363· · · · · · · · 436

Nelson Reef 16591 · · · · · · · · · 271

Nenana · · · · · · · · · · · · · · · 467

Neragon Island 16240 · · · · · · · 465

Nest Rock 16514 · · · · · · · · · · 372

Neva Cove 16594 · · · · · · · · · · 252

Nevidiskov Bay 16430 · · · · · · · 426

New Fort Hamilton 16240 · · · · · 467

New Year Islands 16704 · · · · · · 184

New Year Islands Light 16704 · · · 184

Newhalen River 16013 · · · · · · · 443

Newman Bay 16592· · · · · · · · · 264

Newport Entrance 16046 · · · · · · 494

Nichols Hills 16322· · · · · · · · · 444

Nichols Point 16535 · · · · · · · · 335

Nichols Spit 16322 · · · · · · · · · 444

Nikiski 16662, 16663 · · · · · · · · 229

Nikiski Bay 16663, 16662· · · · · · 230

Nikolai Cove 16561, 16566 · · · · · 305

Nikolai Creek 16663, 16662 · · · · 226

Nikolski 16511 · · · · · · · · · · · 379

Nikolski Bay 16511 · · · · · · · · · 379

Nile Point 16434, 16423 · · · · · · 427

Ninagiak Island 16580 · · · · · · · 293

Ninilchik 16661, 16640· · · · · · · 219

NIST Time and Frequency

Dissemination Services,

Special Publication 432 · · · · 24

Nitrof Point 16460 · · · · · · · · · 413

Niyrakpak Lagoon 16006 · · · · · · 462

Nizki Island 16435 · · · · · · · · · 422

No Name Cove 16513 · · · · · · · · 373

NOAA Weather Radio · · · · 23, 37, 505

Noatak 16005 · · · · · · · · · · · · 485

Noatak River 16005· · · · · · · · · 485

No-Discharge Zones · · · · · · · · · 26

Noisy Islands 16576, 16597· · · · · 281

Noisy Islands Light 16576, 16597 · 282

Noisy Passage 16576, 16597 · · · · 282

Nokotlek Point 16087 · · · · · · · 488

Nome 16206 · · · · · · · · · · · · 473

Nome River 16200 · · · · · · · · · 473

Nominal range · · · · · · · · · · · · 10

Noon Point 16556, 16540 · · · · · 311

Noorvik 16005 · · · · · · · · · · · 485

Nord Island 16606 · · · · · · · · · 207

Nordyke Island 16648 · · · · · · · 220

North Anchorage 16381 · · · · · · 455

North Arm 16471 · · · · · · · · · · 407

North Arm 16478 · · · · · · · · · · 401

North Arm 16681 · · · · · · · · · · 197

North Cape 16480 · · · · · · · · · 396

North Cape 16594 · · · · · · · · · 250

North Cove 16501 · · · · · · · · · 383

North Crillon Glacier 16762 · · · · 132

North Head 16442 · · · · · · · · · 419

North Head 16531 · · · · · · · · · 351

North Head 16553 · · · · · · · · · 326

North Head 16648 · · · · · · · · · 222

North Island 16474 · · · · · · · · · 406

North Island 16710 · · · · · · · · · 150

North Island Rock 16710 · · · · · · 152

North Pinnacle Rock 16535 · · · · 344

554 ■ Index ■ Volume 9
North Point 16240 · · · · · · · · · 468

North Point 16665, 16663 · · · · · 232

North Point Shoal 16663, 16665 · · 234

North Rocks 16474 · · · · · · · · · 407

North Star Island 16045 · · · · · · 494

North Twin Bay 16702 · · · · · · · 181

North Twin Peak 16591· · · · · · · 271

Northeast Arm 16597· · · · · · · · 282

Northeast Arm 16702· · · · · · · · 184

Northeast Arm Light 1 16597 · · · 282

Northeast Bight 16553, 16556 · · · 320

Northeast Cape 16006 · · · · · · · 461

Northeast Cove 16478 · · · · · · · 402

Northeast Cove 16704 · · · · · · · 185

Northeast Harbor 16540 · · · · · · 318

Northeast Harbor 16547 · · · · · · 338

Northeast Harbor 16598 · · · · · · 287

Northeast Point 16382 · · · · · · · 456

Northeast Point 16547 · · · · · · · 338

Northeast Rocks 16441 · · · · · · · 418

Northwest Bay 16705 · · · · · · · · 176

Northwest Cape 16006 · · · · · · · 462

Northwest Corner Light 16005· · · 483

Northwest Harbor 16540 · · · · · · 318

Northwest Point 16463 · · · · · · · 410

Northwest Reef 16382 · · · · · · · 456

Northwestern Fiord 16682 · · · · · 193

Northwestern Glacier 16682 · · · · 194

Northwestern Lagoon 16682 · · · · 194

Norton Bay 16200 · · · · · · · · · 471

Norton Sound 16006 · · · · · · · · 465

Notice to Mariners · · · · · · · · · · 9

Notices to Mariners · · · · · · · 9, 501

Nubble Point 16645· · · · · · · · · 214

Nuchek 16709 · · · · · · · · · · · 148

Nuka Bay 16681 · · · · · · · · · · 194

Nuka Island 16681 · · · · · · · · · 198

Nuka Passage 16681 · · · · · · · · 198

Nuka Point 16681· · · · · · · · · · 198

Nuka River 16681· · · · · · · · · · 197

Nuka Rock 16681 · · · · · · · · · · 198

Nukshak Island 16603 · · · · · · · 293

Nunachik Pass 16240 · · · · · · · · 467

Nunachuak 16322 · · · · · · · · · 446

Nunatak Fiord 16761 · · · · · · · · 136

Nunivak Island 16006 · · · · · · · 458

Nushagak 16322 · · · · · · · · · · 445

Nushagak Bay 16322 · · · · · · · · 443

Nushagak Point 16322 · · · · · · · 445

Nushagak River 16322 · · · · · · · 443

Nut Island Light 16592 · · · · · · · 263

Nuvagapak Lagoon 16042 · · · · · 497

Nuvagapak Point 16042 · · · · · · 497

Nyman Peninsula 16596 · · · · · · 258

Nyman Spit 16596 · · · · · · · · · 258

O

Oarlock Island 16004 · · · · · · · · 491

Observation Island 16710· · · · · · 150

Observation Point 16240 · · · · · · 468

Observation Point 16592 · · · · · · 261

Obstructions· · · · · · · · · · · · · · 2

Ocean Bay 16592 · · · · · · · · · · 264

Ocean Cape 16761 · · · · · · · · · 133

Ocean Cape Light 16761 · · · · · · 133

Ocean Dumping · · · · · · · · · · · 28

Odiak Channel 16710· · · · · · · · 151

Offshore Traffic Separation

Schemes · · · · · · · · · · · · 94

Offshore Vessel Traffic Management

Recommendations · · · · · · 119

Ogangen Island 16521 · · · · · · · 371

Ogchul Island 16500 · · · · · · · · 381

Oglala Pass 16440· · · · · · · · · · 415

Ogliuga Island 16460 · · · · · · · · 412

Ogliuga Pass 16460 · · · · · · · · · 412

Oglodak Island 16484· · · · · · · · 400

Oil Bay 16648 · · · · · · · · · · · · 223

Oil Pollution · · · · · · · · · · · · · 26

Oil Production Platforms,

Cook Inlet · · · · · · · · · · · 201

Oil Spill Response Resources· · · · 206

Oil Spills · · · · · · · · · · · · · · 125

Okalee Channel 16723 · · · · · · · 140

Okalee Spit 16723 · · · · · · · · · 139

Okee Bay 16511· · · · · · · · · · · 379

Okee Point 16511 · · · · · · · · · · 379

Oksenof Point 16520 · · · · · · · · 435

Okwega Pass 16240 · · · · · · · · · 467

Old Fort Hamilton 16240· · · · · · 467

Old Harbor 16592· · · · · · · · · · 264

Old Iliamna 16013 · · · · · · · · · 443

Old Kaguyak Bay 16590 · · · · · · 267

Old Man Rocks 16522· · · · · · · · 367

Olga Bay 16590 · · · · · · · · · · · 272

Olga Narrows 16590 · · · · · · · · 272

Oliktok Point 16062 · · · · · · · · 492

Olsen Bay 16708 · · · · · · · · · · 153

Olsen Cove 16705· · · · · · · · · · 164

Olsen Island 16700, 16705 · · · · · 164

Omega Island 16551 · · · · · · · · 325

Onion Bay 16576, 16594 · · · · · · 248

Open Bay 16521 · · · · · · · · · · 370

Open Bight 16531 · · · · · · · · · 351

Orca Bay 16709 · · · · · · · · · · · 149

Orca Inlet 16710 · · · · · · · · · · 149

Orizaba Reef 16240 · · · · · · · · · 468

Oruktalik Entrance 16042 · · · · · 497

Oruktalik Lagoon 16042 · · · · · · 497

Orzinski Bay 16553 · · · · · · · · · 315

Osier Island 16761 · · · · · · · · · 136

Ostrof Point 16594 · · · · · · · · · 251

Ostrovka Point 16594· · · · · · · · 246

Osviak 16305 · · · · · · · · · · · · 449

Osviak River 16305 · · · · · · · · · 449

Otkriti Bay 16434, 16423 · · · · · · 428

Otmeloi Point 16594 · · · · · · · · 252

Otter Bight 16513 · · · · · · · · · 375

Otter Cove 16535 · · · · · · · · · · 337

Otter Island 16382 · · · · · · · · · 456

Otter Point 16513· · · · · · · · · · 375

Otter Strait 16540 · · · · · · · · · 318

Outer Iliasik Island 16549 · · · · · 329

Outer Island 16681 · · · · · · · · · 194

Outer Right Cape 16592 · · · · · · 261

Outer Seal Rock 16601 · · · · · · · 288

Outer Signal 16522 · · · · · · · · · 367

Outlet Cape 16576, 16594 · · · · · 248

Ouzinkie 16594 · · · · · · · · · · · 251

Ouzinkie Narrows 16594 · · · · · · 252

Ouzinkie Point 16594 · · · · · · · 252

P

Pacific Shoal 16064· · · · · · · · · 492

Packaged Marine Pollutants · · · · · 27

Pad Island 16556, 16540 · · · · · · 314

Paddy Bay 16701 · · · · · · · · · · 186

Paguna Arm 16682 · · · · · · · · · 194

Palisades Lagoon 16681 · · · · · · 197

Palisades Point 16490 · · · · · · · 395

Palm Point 16723· · · · · · · · · · 140

Palma Bay 17301 · · · · · · · · · · 131

Pancake Rock 16511 · · · · · · · · 380

Panhat Point 16702· · · · · · · · · 182

Pankof Breaker 16535 · · · · · · · 336

Paps, The 16762 · · · · · · · · · · 132

Paradise Cove 16682 · · · · · · · · 193

Paramanof Bay 16604 · · · · · · · 277

Parrot Island 16594· · · · · · · · · 243

Parshas Bay 16708 · · · · · · · · · 153

Partition Cove 16592 · · · · · · · · 264

Party Cape 16604 · · · · · · · · · · 240

Pasagshak Bay 16593 · · · · · · · · 260

Pasagshak Point 16593 · · · · · · · 260

Passage Canal 16705 · · · · · · · · 171

Passage Island 16646 · · · · · · · · 211

Passage Point 16478 · · · · · · · · 402

Pastol Bay 16240 · · · · · · · · · · 467

Pastolik River 16240 · · · · · · · · 468

Patricia Bight 16434, 16423 · · · · 427

Patricia Point 16434, 16423 · · · · 427

Patterson Point 16440 · · · · · · · 416

Patton Bay 16701 · · · · · · · · · · 146

Patton Cove 16460 · · · · · · · · · 413

Paul Island 16556, 16540· · · · · · 311

Pavlof Bay 16551 · · · · · · · · · · 326

Pavlof Harbor 16547 · · · · · · · · 338

Pavlof Islands 16549 · · · · · · · · 328

Pavlof Volcano 16011 · · · · · · · · 291

■ Index ■ 555
Peacock Point 16513 · · · · · · · · 374

Peak Island 16705 · · · · · · · · · 163

Peaked Island 16430 · · · · · · · · 425

Peard Bay 16084 · · · · · · · · · · 489

Pedersen Glacier 16682· · · · · · · 192

Peninsula Island 16556, 16540 · · · 319

Pennsylvania Rock 16705· · · · · · 177

Penny River 16200 · · · · · · · · · 473

Perch Rock 16514 · · · · · · · · · 372

Peregrebni Point 16594 · · · · · · 248

Perenosa Bay 16604 · · · · · · · · 241

Perevalnie Islands 16604 · · · · · · 240

Perevalnie Passage 16604· · · · · · 240

Peril Cape 16594 · · · · · · · · · · 243

Perl Island 16645 · · · · · · · · · · 208

Perl Rock 16645 · · · · · · · · · · 208

Perry Island 16705 · · · · · · · · · 165

Perry Island Light 16705 · · · · · · 166

Perry Passage 16705 · · · · · · · · 166

Perryville 16556, 16540· · · · · · · 310

Peter Island 16517 · · · · · · · · · 364

Peterson Bay 16547· · · · · · · · · 339

Peterson Bay 16645· · · · · · · · · 215

Petes Pass 16682 · · · · · · · · · · 193

Petrel Bank 16460 · · · · · · · · · 414

Petrel Island 16556 · · · · · · · · · 311

Petrel Point 16460 · · · · · · · · · 414

Petrof Glacier 16681 · · · · · · · · 199

Petrof Point 16681 · · · · · · · · · 199

Phipps Point 16709 · · · · · · · · · 148

Phoenix Bay 16604 · · · · · · · · · 241

Picnic Harbor 16645 · · · · · · · · 200

Pigot Bay 16705, 16700· · · · · · · 168

Pikmiktalik River 16240 · · · · · · 468

Pillar Cape 16594 · · · · · · · · · · 242

Pillar Mountain 16594 · · · · · · · 255

Pillar Point 16592 · · · · · · · · · 261

Pillar Rock 16441 · · · · · · · · · · 418

Pillars, The 16500 · · · · · · · · · 381

Pillbox Rock 16463 · · · · · · · · · 410

Pilot Harbor 16681 · · · · · · · · · 197

Pilot Point 16011 · · · · · · · · · · 439

Pilot Rock 16682 · · · · · · · · · · 189

Pilot Rock Light 16682 · · · · · · · 189

Pilot Station 16006 · · · · · · · · · 464

Pilotage, Adak· · · · · · · · · · · · 405

Pilotage, Akutan · · · · · · · · · · 351

Pilotage, Alitak · · · · · · · · · · · 270

Pilotage, Anchorage · · · · · · · · 235

Pilotage, Attu Island · · · · · · · · 423

Pilotage, Bethel · · · · · · · · · · · 453

Pilotage, Cape Spencer, Alaska · · · 131

Pilotage, Chignik · · · · · · · · · · 304

Pilotage, Cold Bay · · · · · · · · · 331

Pilotage, Cook Inlet· · · · · · · · · 206

Pilotage, Cordova · · · · · · · · · · 152

Pilotage, Dutch Harbor· · · · · · · 359

Pilotage, Egegik Bay · · · · · · · · 440

Pilotage, General · · · · · · · · · · 120

Pilotage, Homer · · · · · · · · · · 216

Pilotage, Humboldt Harbor · · · · 324

Pilotage, Icy Bay · · · · · · · · · · 137

Pilotage, Isanotski Strait · · · · · · 334

Pilotage, Kenai · · · · · · · · · · · 228

Pilotage, King Cove· · · · · · · · · 330

Pilotage, Kiska Harbor · · · · · · · 420

Pilotage, Kivalina/Cape

Krusenstern · · · · · · · · · · 486

Pilotage, Kodiak Island · · · · · · · 241

Pilotage, Kulukak Point · · · · · · 447

Pilotage, Larsen Bay · · · · · · · · 286

Pilotage, Naknek · · · · · · · · · · 441

Pilotage, Nazan Bay· · · · · · · · · 396

Pilotage, Nikiski · · · · · · · · · · 229

Pilotage, Nushagak · · · · · · · · · 444

Pilotage, Old Harbor · · · · · · · · 264

Pilotage, Port Bailey · · · · · · · · 248

Pilotage, Port Heiden · · · · · · · · 438

Pilotage, Port Moller · · · · · · · · 437

Pilotage, Port Wakefield · · · · · · 248

Pilotage, Regions · · · · · · · · · · 122

Pilotage, Seward · · · · · · · · · · 190

Pilotage, St. George· · · · · · · · · 455

Pilotage, St. Paul · · · · · · · · · · 456

Pilotage, Tanaga Bay · · · · · · · · 411

Pilotage, Togiak· · · · · · · · · · · 448

Pilotage, Uganik Bay · · · · · · · · 281

Pilotage, Ugashik Bay· · · · · · · · 439

Pilotage, Valdez · · · · · · · · · · · 159

Pilotage, Whittier · · · · · · · · · · 172

Pilotage, Yakutat Bay, Alaska

16761 · · · · · · · · · · · · · 135

Pincer Point 16463 · · · · · · · · · 410

Pingok Island 16062 · · · · · · · · 492

Pingokraluk Point 16041 · · · · · · 498

Pingorarok Pass 16086 · · · · · · · 488

Pinkidulia Cove 16648 · · · · · · · 220

Pinnacle Island 16006 · · · · · · · 460

Pinnacle Point 16490 · · · · · · · · 394

Pinnacle Rock 16531 · · · · · · · · 349

Pinnacle Rock 16540 · · · · · · · · 339

Pinnacle Rock 16681 · · · · · · · · 198

Pinnacle Rock 16709 · · · · · · · · 142

Pinnacle Rock 16723 · · · · · · · · 139

Pinusuk Island 16556· · · · · · · · 310

Pipelaying barges · · · · · · · · · · 111

Piper Cove 16475 · · · · · · · · · · 403

Pirate Cove 16553 · · · · · · · · · 323

Pirate Cove 16705 · · · · · · · · · 168

Pirate Shake 16553, 16556 · · · · · 320

Pisa Point 16433 · · · · · · · · · · 424

Pisa Tower 16433 · · · · · · · · · · 424

Pit Rock 16476 · · · · · · · · · · · 405

Pitt Point 16066 · · · · · · · · · · 492

Pivot Point 16592· · · · · · · · · · 262

Platinum 16300· · · · · · · · · · · 450

Pleiades Islands 16700 · · · · · · · 183

Pleiades Light 16700 · · · · · · · · 184

Plover Islands 16081 · · · · · · · · 491

Plum Island Rocks 16474· · · · · · 407

Poa Island 16531 · · · · · · · · · · 349

Pochnoi Point 16460 · · · · · · · · 414

Podsopochni Bay 16486 · · · · · · 399

Podsopochni Point 16486 · · · · · 399

Pogromni Volcano 16520 · · · 344, 435

Point Adam 16645 · · · · · · · · · 210

Point Banks 16604 · · · · · · · · · 240

Point Barber 16709 · · · · · · · · · 148

Point Barrow 16082 · · · · · · · · 490

Point Bazil 16701 · · · · · · · · · · 178

Point Bede 16645 · · · · · · · · · · 210

Point Bentinck 16709 · · · · · · · 142

Point Brower 16061 · · · · · · · · 494

Point Bryant 16701 · · · · · · · · · 177

Point Campbell 16665, 16663 · · · 232

Point Carrew 16761· · · · · · · · · 134

Point Cochrane · · · · · · · · · · · 170

Point Collie 16085 · · · · · · · · · 488

Point Countess 16702 · · · · · · · 183

Point Dexter 16200 · · · · · · · · · 471

Point Divide 16363 · · · · · · · · · 437

Point Doran 16700 · · · · · · · · · 169

Point Eleanor 16705 · · · · · · · · 176

Point Eleanor Light 16705 · · · · · 176

Point Elrington 16702 · · · · · · · 181

Point Elrington Light 16702 · · · · 181

Point Esther 16705 · · · · · · · · · 167

Point Esther Light 16705· · · · · · 166

Point Franklin 16084 · · · · · · · · 489

Point Freemantle 16707 · · · · · · 156

Point Freemantle 16708 · · · · · · 162

Point Grace 16702 · · · · · · · · · 180

Point Helen 16701 · · · · · · · · · 179

Point Helen Light 16701 · · · · · · 179

Point Hey 16723 · · · · · · · · · · 140

Point Hope 16124· · · · · · · · · · 486

Point Horn 16709· · · · · · · · · · 147

Point Jackson 16204 · · · · · · · · 476

Point Kadin 16518 · · · · · · · · · 363

Point Latouche 16761 · · · · · · · 133

Point Lay 16101 · · · · · · · · · · 487

Point MacKenzie 16665, 16663· · · 232

Point Manby 16761 · · · · · · · · · 133

Point Marsh 16085 · · · · · · · · · 488

Point Martin 16013 · · · · · · · · · 141

Point McIntyre 16061 · · · · · · · 493

Point Munoz 16761· · · · · · · · · 134

Point Naskowhak 16646 · · · · · · 211

Point Nowell 16705· · · · · · · · · 176

Point of Rocks 16704 · · · · · · · · 184

Point Pakenham 16700 · · · · · · · 168

Point Pellew 16705 · · · · · · · · · 165

Point Petrof 16548 · · · · · · · · · 339

Point Pigot 16705· · · · · · · · · · 170

556 ■ Index ■ Volume 9
Point Pigot Light 16705 · · · · · · 170

Point Pogibshi 16645, 16646 · · · · 211

Point Pogibshi Light 16645, 16646· 211

Point Possession 16665, 16663· · · 231

Point Pyke 16683 · · · · · · · · · · 187

Point Riou Spit 16741 · · · · · · · 137

Point Romanof 16240 · · · · · · · 468

Point Romanof Light 16240 · · · · 468

Point Spencer 16204 · · · · · · · · 476

Point Spencer Light 16204 · · · · · 476

Point Steele 16709 · · · · · · · · · 142

Point Tebenkof 16518· · · · · · · · 363

Point Turner 16761 · · · · · · · · · 134

Point Waters 16702 · · · · · · · · · 183

Point Welcome 16540 · · · · · · · 318

Point Whitshed 16709 · · · · · · · 141

Point Woodcock 16701 · · · · · · · 177

Point Woronzof 16665, 16663 · · · 232

Pokok Bay 16042 · · · · · · · · · · 497

Pole Island 16046 · · · · · · · · · · 494

Polivnoi Rock 16513 · · · · · · · · 373

Polka Rock 17301· · · · · · · · · · 130

Polovina Hill 16382· · · · · · · · · 456

Poltava Island 16568 · · · · · · · · 299

Pomeroy Island 16648 · · · · · · · 223

Poperechnoi Island 16551 · · · · · 328

Popof Head 16553 · · · · · · · · · 323

Popof Island 16553 · · · · · · · · · 322

Popof Strait 16553 · · · · · · · · · 323

Popof Strait Entrance Light 1

16553 · · · · · · · · · · · · · 323

Popokamiut 16300 · · · · · · · · · 451

Porcupine Cove 16682 · · · · · · · 189

Porcupine Point 16708 · · · · · · · 154

Porcupine River· · · · · · · · · · · 467

Porpoise Harbor 16553 · · · · · · · 321

Porpoise Rocks 16553 · · · · · · · 321

Porpoise Rocks 16709 · · · · · · · 148

Port Ashton 16702 · · · · · · · · · 182

Port Audrey 16704 · · · · · · · · · 185

Port Bailey 16594 · · · · · · · · · · 247

Port Bainbridge 16683 · · · · · · · 187

Port Benney 16702 · · · · · · · · · 182

Port Chalmers 16701, 16709 · · · · 178

Port Chatham 16645 · · · · · · · · 209

Port Chatham Entrance Light

16645 · · · · · · · · · · · · · 209

Port Clarence 16204 · · · · · · · · 476

Port Dick 16645 · · · · · · · · · · 200

Port Etches 16709 · · · · · · · · · 147

Port Fidalgo 16708 · · · · · · · · · 154

Port Graham 16646· · · · · · 210 - 211

Port Graham Entrance Light

16646 · · · · · · · · · · · · · 211

Port Gravina 16708 · · · · · · · · · 153

Port Heiden 16343 · · · · · · · · · 438

Port Hobron 16592 · · · · · · · · · 263

Port Lawrence 16605 · · · · · · · · 275

Port Levashef 16530 · · · · · · · · 361

Port Lions 16594 · · · · · · · · · · 248

Port Moller 16363 · · · · · · · · · 437

Port Mulgrave 16761 · · · · · · · · 136

Port Nellie Juan 16705 · · · · · · · 175

Port Nellie Juan Light 16705 · · · · 175

Port O'Brien 16597 · · · · · · · · · 282

Port Safety 16200 · · · · · · · · · · 473

Port San Juan 16702 · · · · · · · · 182

Port Series of the United States · · 501

Port Valdez 16707· · · · · · · · · · 157

Port Wakefield 16594 · · · · · · · · 248

Port Wells 16700 · · · · · · · · · · 168

Port William 16605 · · · · · · · · · 275

Port Wrangell 16568 · · · · · · · · 298

Portage 16660 · · · · · · · · · · · 232

Portage Bay 16517 · · · · · · · · · 364

Portage Bay 16553 · · · · · · · · · 316

Portage Bay 16561 · · · · · · · · · 307

Portage Bay 16570 · · · · · · · · · 297

Portage Bay 16590 · · · · · · · · · 272

Portage Bay 16593 · · · · · · · · · 260

Portage Bight 16463 · · · · · · · · 410

Portage Lagoon 16486 · · · · · · · 399

Ports and Waterways Safety · · · · 110

Ports and Waterways SafetyGeneral · · · · · · · · · · · · · 56

Posliedni Point 16594 · · · · · · · 244

Posliedni Point 16604 · · · · · · · 241

Possession 16660 · · · · · · · · · · 231

Potato Mountain 16005· · · · · · · 482

Potato Point 16707 · · · · · · · · · 157

Potato Point 16708 · · · · · · · · · 143

Powder Point 16702 · · · · · · · · 180

Powooiliak Point 16006 · · · · · · 462

Pratt Cove 16460 · · · · · · · · · · 413

Pratt Point 16440 · · · · · · · · · · 416

precise bearings · · · · · · · · · · · · 1

Preparations for being towed by

Coast Guard · · · · · · · · · · 19

Pribilof Islands 16380· · · · · · · · 454

Priest Rock 16517 · · · · · · · · · 364

Priest Rock 16528 · · · · · · · · · 356

Prince of Wales Passage 16702 · · · 182

Prince of Wales Shoal 16200 · · · · 482

Prince Shoal 16761 · · · · · · · · · 136

Prince William Sound 16700 · · · · 142

Prince William Sound Shipping

Safety Fairway· · · · · · · · · 142

Prince William Sound Traffic

Separation Scheme · · · · · · 156

Prince William Sound Vessel

Traffic Service · · · · · · · · · 156

Princess Head 16528 · · · · · · · · 356

Princess Rock 16547 · · · · · · · · 338

Principal ports · · · · · · · · · · · 120

Print On Demand Nautical Charts · · 6

Procession Rocks 16683 · · · · · · 187

Prokhoda Point 16440 · · · · · · · 416

Prokoda Island 16594· · · · · · · · 251

Prokoda Island Light 2 16594 · · · 251

Promontory Cove 16520 · · · · · · 344

Promontory Hill 16520 · · · · · · · 345

Protection Bay 16521· · · · · · · · 370

Protection Point 16322 · · · · · · · 444

Prudhoe Bay 16061 · · · · · · · · · 493

Puale Bay 16575, 16580 · · · · · · 296

Public Health Service · · · · · · · · 39

Public Health Service Quarantine

Stations · · · · · · · · · · · · 506

Puffin Island 16005 · · · · · · · · · 483

Puffin Island 16592 · · · · · · · · · 264

Puffin Island 16595 · · · · · · · · · 254

Puffin Peak 16606 · · · · · · · · · 207

Puget Bay 16683 · · · · · · · · · · 187

Pulpit Rocks 16471 · · · · · · · · · 407

Pumicestone Bay 16515 · · · · · · 365

Punuk Islands 16006 · · · · · · · · 461

Purple Bluff 16701 · · · · · · · · · 146

Pustoi Island 16513· · · · · · · · · 375

Putnam Point 16701 · · · · · · · · 178

Pye Islands 16681· · · · · · · · · · 194

Pye Reef 16681 · · · · · · · · · · · 195

Pyramid Cove 16432 · · · · · · · · 423

Pyramid Island 16441 · · · · · · · 416

Pyre Peak 16480 · · · · · · · · · · 390

Q

Qikutulig Bay 16645 · · · · · · · · 200

Quail Bay 16475 · · · · · · · · · · 404

Quarantine stations, human · · · · 506

Quarantine, animal · · · · · · · 35, 506

Quarantine, human · · · · · · · · · 39

Quarantine, plant · · · · · · · · 35, 506

Quartz Bay 16681· · · · · · · · · · 197

Queer Island 16593 · · · · · · · · · 259

Quillian Bay 16700, 16705, 16709 · 166

Quinhagak 16300 · · · · · · · · · · 451

R

Rabbit Island 16681· · · · · · · · · 195

Race, The 16474 · · · · · · · · · · 406

Racons · · · · · · · · · · · · · · · · 20

Radar · · · · · · · · · · · · · · · · · 30

Radar beacons (Racons) · · · · · · · 20

Radar Profile · · · · · · · · · · · · · 15

Radial Island 16568· · · · · · · · · 300

Radio aids to navigation· · · · · · · · 2

Radio distress procedures · · · · · · 14

Radio Facsimile Weather

Information · · · · · · · · · · 505

Radio Navigational Aids · · · · · · 501

■ Index ■ 557
Radio shore stations providing

medical advice· · · · · · · · · 506

Radio Weather Broadcasts · · · · · 505

Radio: Navigation Warnings,

Information and Weather · · · 20

RADIOMEDICAL · · · · · · · · 19, 506

Radiotelephone channels · · · · · · 30

Ragged Island 16681 · · · · · · · · 195

Ragged Jack 16520 · · · · · · · · · 344

Ragged Point 16475 · · · · · · · · 404

Ram Point 16516 · · · · · · · · · · 366

Ramsey Bay 16556, 16540 · · · · · 314

Ranchers Point 16513 · · · · · · · 373

Range Island 16553· · · · · · · · · 323

Range Isle 16704 · · · · · · · · · · 184

Range Peak 16648 · · · · · · · · · 223

Range Point 16433 · · · · · · · · · 424

Ranges · · · · · · · · · · · · · · · · · 2

Raspberry Cape 16576, 16594 · · · 248

Raspberry Island 16594· · · · · · · 246

Raspberry Strait 16594 · · · · · · · 278

Raspberry Strait Light 16576,

16594 · · · · · · · · · · · · · 279

Rat Island 16441 · · · · · · · · · · 416

Rat Island Pass 16440· · · · · · · · 416

Rat Islands 16440 · · · · · · · · · · 413

Raven Bay 16521 · · · · · · · · · · 371

Red Bluff 16646· · · · · · · · · · · 212

Red Bluff Mountain 16540 · · · · · 310

Red Cinder Dome 16518 · · · · · · 363

Red Cove 16553· · · · · · · · · · · 323

Red Glacier 16640 · · · · · · · · · 224

Red Head 16421 · · · · · · · · · · 425

Red Head 16709 · · · · · · · · · · 149

Red Hill 16520· · · · · · · · · 345, 434

Red Hill 16553 · · · · · · · · · · · 315

Red Mountain 16300 · · · · · · · · 450

Red River 16601 · · · · · · · · · · 288

Redfield Cove 16761 · · · · · · · · 136

Redfox Bay 16605 · · · · · · · · · · 275

Redoubt Bay 16662, 16660 · · · · · 225

Redoubt Point 16661 · · · · · · · · 224

Redoubt Volcano 16660· · · · · · · 225

Reef Bight 16531 · · · · · · · · · · 352

Reef Island 16708 · · · · · · · · · · 155

Reef Point 16382 · · · · · · · · · · 456

Reef Point 16521 · · · · · · · · · · 371

Reef Point 16531 · · · · · · · · · · 352

Reef Point 16553 · · · · · · · · · · 316

Reese Bay 16518 · · · · · · · · · · 362

Refuge Island 16594 · · · · · · · · 253

Regulated Navigation Areas and

Limited Access Areas · · · · · · 87

Regulated Waters · · · · · · · · · · 32

Regulations Governing the Taking

and Importing of Marine

Mammals · · · · · · · · · · · 103

Reindeer Hills 16200 · · · · · · · · 471

Reindeer Island 16061 · · · · · · · 493

Reindeer Point 16500· · · · · · · · 376

Reliance Point 16046 · · · · · · · · 494

Renshaw Point 16553· · · · · · · · 316

Repairs · · · · · · · · · · · · · · · 125

Repetition Point 16514 · · · · · · · 371

Reported information · · · · · · · · · 3

Reports from ships · · · · · · · · · · 24

Rescue Coordination Centers · 126, 504

Restricted areas · · · · · · · · · · · 112

Resurrection Bay 16682 · · · · · · 189

Return Islands 16061 · · · · · · · · 493

Reynard Cove 16441 · · · · · · · · 418

Reynolds Head 16535· · · · · · · · 334

Richardson Highway · · · · · · · · 159

Ridge Point 16532 · · · · · · · · · 351

Right Arm 16648 · · · · · · · · · · 223

Right Hand Point 16315 · · · · · · 447

Ringgold Island 16474 · · · · · · · 406

Ringgold Sound 16474 · · · · · · · 407

Riou Bay 16741 · · · · · · · · · · · 137

Rip Rock 16475 · · · · · · · · · · · 403

Ripple Cove 16682 · · · · · · · · · 193

River Cove 16511 · · · · · · · · · · 379

Rivermouth Point 16594 · · · · · · 244

Road Island 16556, 16540 · · · · · 312

Roaring Cove 16681 · · · · · · · · 195

Roberts Mountain 16006 · · · · · · 458

Rock Island 16535 · · · · · · · · · 344

Rock Islet 16517 · · · · · · · · · · 364

Rock Point 16240 · · · · · · · · · · 468

Rock Point 16597 · · · · · · · · · · 282

Rocky Bay 16645 · · · · · · · · · · 200

Rocky Bay 16709 · · · · · · · · · · 147

Rocky Cove 16648 · · · · · · · · · 221

Rocky Island 16605 · · · · · · · · · 275

Rocky Point · · · · · · · · · · · · · 336

Rocky Point 16200 · · · · · · · · · 471

Rocky Point 16315 · · · · · · · · · 448

Rocky Point 16529 · · · · · · · · · 357

Rocky Point 16535 · · · · · · · · · 336

Rocky Point 16598 · · · · · · · · · 286

Rocky Point 16704 · · · · · · · · · 184

Rocky Point 16707 · · · · · · · · · 156

Rocky Point Light 10 16707 · · · · 156

Rodman Reach 16591 · · · · · · · 271

Rolling Bay 16592 · · · · · · · · · 264

Rootok Island 16531 · · · · · · · · 348

Rootok Strait 16531 · · · · · · · · 348

Ross Cove 16561, 16566 · · · · · · 305

Rough Bay 16463 · · · · · · · · · · 410

Rough Beach 16553 · · · · · · · · 316

Round Cove 16477 · · · · · · · · · 403

Round Head 16471 · · · · · · · · · 406

Round Head 16531 · · · · · · · · · 349

Round Hill 16591 · · · · · · · · · · 271

Round Island 16315 · · · · · · · · 448

Round Island 16522 · · · · · · · · 368

Round Island 16531 · · · · · · · · 346

Round Island 16551 · · · · · · · · 327

Round Island 16553 · · · · · · · · 326

Round Rock 16580 · · · · · · · · · 270

Round Top 16518 · · · · · · · · · · 363

Roundtop Mountain 16520 · · · · · 344

Routes· · · · · · · · · · · · · · · · 117

Ruby · · · · · · · · · · · · · · · · 467

Rudisell Reef 16511· · · · · · · · · 379

Rue Ledge 16480 · · · · · · · · · · 392

Rugged Island 16682 · · · · · · · · 190

Rugged Island Light 16682 · · · · · 190

Rules for the Protection of the

Marine Environment

relating to Tank Vessels · · · · 49

Rurik Harbor 16761 · · · · · · · · 136

Rush Rock 16535 · · · · · · · · · · 333

Russell Fiord 16760· · · · · · · · · 136

Russian Anchorage 16576, 16580 · 295

Russian Bay 16500 · · · · · · · · · 381

Russian Harbor 16590 · · · · · · · 267

Russian Point 16646 · · · · · · · · 210

S

Saddleridge Point 16480 · · · · · · 391

Saddlers Mistake 16540· · · · · · · 321

Sadie Cove 16645 · · · · · · · · · · 215

Safety Cove 16683 · · · · · · · · · 188

Sagavanirktok River 16061 · · · · · 494

Sagchudak Island 16480 · · · · · · 394

Sagigik Island 16480 · · · · · · · · 393

Sailing Directions· · · · · · · · · · 501

Saint Michael 16240 · · · · · · · · 469

Saktuina Point 16064· · · · · · · · 492

Sales agents · · · · · · · · · · · · · 35

Sales Information· · · · · · · · · · 499

Sally Island 16597 · · · · · · · · · 282

Salmo Point 16710 · · · · · · · · · 150

Salmon Lagoon 16441 · · · · · · · 418

Salt Island 16487 · · · · · · · · · · 397

Saltery Cove 16593 · · · · · · · · · 261

Samalga Island 16500 · · · · · · · 380

Samalga Pass 16501 · · · · · · · · 382

San Diego Bay 16553 · · · · · · · · 316

San Juan Bay 16701 · · · · · · · · 177

Sanak Harbor 16547 · · · · · · · · 339

Sanak Island 16547 · · · · · · · · · 338

Sanak Islands 16547 · · · · · · · · 337

Sanak Peak 16547 · · · · · · · · · 337

Sanborn Harbor 16553 · · · · · · · 321

Sand Bay 16478· · · · · · · · · · · 402

Sand Islands 16240 · · · · · · · · · 465

Sand Point 16553· · · · · · · 323 - 324

Sandman Reefs 16547, 16540 · · · 339

Sandy Bay 16682 · · · · · · · · · · 194

Sandy Cove 16532 · · · · · · · · · 351

558 ■ Index ■ Volume 9
Sandy Cove 16535 · · · · · · · · · 333

Sandy Cove 16540 · · · · · · · · · 318

Sanigaruak Island 16081 · · · · · · 491

Sanigaruak Pass 16081 · · · · · · · 491

Sankin Island 16535 · · · · · · · · 334

Santa Flavia Bay 16592 · · · · · · · 261

Saposa Bay 16594· · · · · · · · · · 243

Sarana Bay 16433· · · · · · · · · · 423

Sarana Bay 16531· · · · · · · · · · 352

Sarana Cove 16487 · · · · · · · · · 396

Sarana Island 16549 · · · · · · · · 329

Sarichef Island 16005· · · · · · · · 482

Sarichef Strait 16006 · · · · · · · · 460

SARSAT· · · · · · · · · · · · · · · · 20

Savoonga 16006 · · · · · · · · · · 462

Savoonga Point 16006 · · · · · · · 462

Saw Island 16707 · · · · · · · · · · 158

Sawmill Bay 16702 · · · · · · · · · 181

Sawmill Bay 16707 · · · · · · · · · 156

Sawmill Cove 16761 · · · · · · · · 136

Scabbard Bay 16476 · · · · · · · · 406

Scammon Bay 16240 · · · · · · · · 465

Scarab Rock 16462 · · · · · · · · · 411

Schooner Rock 16709 · · · · · · · 147

Schrader Island 16708 · · · · · · · 163

Scotch Cap 16520· · · · · · · · · · 345

Scotch Cap Light 16520 · · · · · · 345

Scotch Cap Pinnacle 16520· · · · · 345

Scotland Point 16553· · · · · · · · 322

Scott Island 16648 · · · · · · · · · 222

Scripps Bay 16477 · · · · · · · · · 403

Sea Lion Pass 16441 · · · · · · · · 417

Sea Lion Rock 16382 · · · · · · · · 456

Sea Lion Rock 16441 · · · · · · · · 417

Sea Otter Bay 16761 · · · · · · · · 136

Sea Otter Island 16604 · · · · · · · 241

Sea Otter Pass 16460 · · · · · · · · 412

Sea Ranger Reef 16723 · · · · · · · 139

Seahorse Islands 16084· · · · · · · 489

Seal Bay 16561, 16015 · · · · · · · 306

Seal Bay 16604 · · · · · · · · · · · 241

Seal Cape 16520 · · · · · · · · · · 344

Seal Cape 16551 · · · · · · · · · · 326

Seal Cape 16561, 16013 · · · · · · 306

Seal Cape Light 16551 · · · · · · · 326

Seal Island 16705 · · · · · · · · · · 177

Seal Island Light 16705· · · · · · · 177

Seal Islands 16011 · · · · · · · · · 438

Seal Rocks 16682 · · · · · · · · · · 189

Seal Rocks 16700 · · · · · · · · · · 144

Seal Rocks 16709 · · · · · · · · · · 146

Seal Rocks Light 16682· · · · · · · 189

Seal Rocks Light 16709· · · · · · · 146

Sealion Point 16520 · · · · · · · · 345

Sealion Rocks 16520 · · · · · · · · 436

Sealion Rocks 16553 · · · · · · · · 325

Sealion Rocks 16604 · · · · · · · · 242

Sealion Rocks Light 16520 · · · · · 436

Search and Rescue · · · · · · · · · · 13

Searchlights · · · · · · · · · · · · · 30

Second Priest Rock 16529 · · · · · 357

Securite Broadcasts· · · · · · · · · 205

Security Cove 16305 · · · · · · · · 450

Sedanka Island 16522 · · · · · · · 367

Sedanka Pass 16522 · · · · · · · · 367

Sedanka Point 16515 · · · · · · · · 365

Seguam Island 16480· · · · · · · · 390

Seguam Pass 16480· · · · · · · · · 393

Segula Island 16441 · · · · · · · · 417

Segula Pass 16441 · · · · · · · · · 417

Seiche · · · · · · · · · · · · · · · · 25

Seismic sea waves · · · · · · · · · · 24

Selawik 16005 · · · · · · · · · · · 485

Selawik Lake 16005· · · · · · · · · 485

Selawik National Wildlife Refuge· · 483

Selawik River 16005 · · · · · · · · 485

Seldovia 16646 · · · · · · · · · · · 212

Seldovia Bay 16646 · · · · · · · · · 211

Seldovia Bay Entrance Light

16646 · · · · · · · · · · · · · 212

Seldovia Bay Light 3 16646· · · · · 212

Seldovia Lagoon 16646 · · · · · · · 213

Seldovia Point 16646 · · · · · · · · 212

Seldovia Slough 16646 · · · · · · · 213

Selected Worldwide Marine

Weather Broadcasts · · · · · · 20

Selezen Bay 16594 · · · · · · · · · 243

Selezen Point 16594 · · · · · · · · 243

Selief Bay 16594 · · · · · · · · · · 280

Semichi Islands 16421, 16423 · · · 421

Semidi Islands 16587, 16013 · · · · 302

Semisopochnoi Island 16460 · · · · 414

Sennett Point 16520 · · · · · · · · 345

Sentinel Island 16604 · · · · · · · 240

Sentry Rock 16463 · · · · · · · · · 408

Seredka Bay 16531 · · · · · · · · · 349

Sergief Bay 16480· · · · · · · · · · 395

Serpent Point 16514 · · · · · · · · 373

Serpentine Cove 16700 · · · · · · · 170

Settlement Point 16551 · · · · · · 327

Settler Cove 16594 · · · · · · · · · 248

Seven Sisters, The 16709 · · · · · · 148

Sevenmile Beach 16598 · · · · · · 286

Seventy-second Pass 16480· · · · · 390

Seward 16682 · · · · · · · · · · · · 190

Seward Peninsula 16200 · · · · · · 481

Shag Bluff 16590 · · · · · · · · · · 273

Shag Island 16604 · · · · · · · · · 274

Shag Rock 16592 · · · · · · · · · · 263

Shag Rocks 16594 · · · · · · · · · 246

Shagak Bay 16471 · · · · · · · · · 406

Shahafka Cove 16595 · · · · · · · · 253

Shaiak Island 16305 · · · · · · · · 449

Shakmanof Cove 16594· · · · · · · 250

Shakmanof Point 16594 · · · · · · 250

Shakmanof Point Light 16594 · · · 250

Shaktoolik 16200 · · · · · · · · · · 471

Shaktoolik River 16200· · · · · · · 471

Shakun Islets 16580 · · · · · · · · 293

Shakun Rock 16580 · · · · · · · · 293

Shangin Bay 16604 · · · · · · · · · 240

Shapka Island 16556 · · · · · · · · 311

Sharatin Bay 16594· · · · · · · · · 249

Shaw Island 16648 · · · · · · · · · 220

Shearwater Bay 16592 · · · · · · · 261

Shearwater Point 16592 · · · · · · 262

Sheep Bay 16592 · · · · · · · · · · 263

Sheep Bay 16709 · · · · · · · · · · 149

Sheep Creek 16511 · · · · · · · · · 379

Sheep Island 16592 · · · · · · · · · 263

Sheep Island 16597 · · · · · · · · · 282

Sheep Point 16709 · · · · · · · · · 149

Sheldon Point 16240 · · · · · · · · 466

Shelikof Strait 16580 · · · · · · · · 273

Shelter Bay 16665, 16663 · · · · · 232

Shelter Bay 16709 · · · · · · · · · 148

Shelter Cove 16478 · · · · · · · · · 401

Shelter Cove 16681 · · · · · · · · · 197

Shelton 16204 · · · · · · · · · · · 477

Shemya Island 16436, 16423 · · · · 421

Shemya Pass 16436· · · · · · · · · 421

Shepard Point 16710 · · · · · · · · 150

Shields Point 16604 · · · · · · · · 241

Shingle Point 16363 · · · · · · · · 438

Ship Channel 16322 · · · · · · · · 447

Ship Creek 16665 · · · · · · · · · · 237

Ship Island 16702· · · · · · · · · · 182

Ship Reporting Systems · · · · · · · 96

Ship Rock 16463 · · · · · · · · · · 410

Ship Rock 16513 · · · · · · · · · · 375

Ship Rock 16592 · · · · · · · · · · 264

Shipping Safety Fairway,

Prince William Sound· · · · · 142

Shipping Safety Fairway,

Unimak Pass· · · · · · · · · · 346

Shipping Safety Fairways · · · · 93, 110

Shipyard Cove 16761 · · · · · · · · 135

Shishaldin Volcano 16520 · · · · · 344

Shishmaref 16005 · · · · · · · · · 482

Shishmaref Inlet 16005· · · · · · · 482

Shishmaref Light 16005 · · · · · · 482

Shoal Point 16471 · · · · · · · · · 406

Shotgun Cove 16706 · · · · · · · · 171

Shoup Bay 16707 · · · · · · · · · · 157

Shoup Glacier 16708 · · · · · · · · 157

Shumagin Islands 16540 · · · · · · 317

Shungnak 16005 · · · · · · · · · · 485

Shuyak Harbor 16605 · · · · · · · 275

Shuyak Island 16604 · · · · · 239, 274

Shuyak Strait 16605 · · · · · · · · 275

Siknik Cape 16006 · · · · · · · · · 462

Siku Point 16041 · · · · · · · · · · 497

Simeon Bight 16553 · · · · · · · · 323

Simeonof Harbor 16540 · · · · · · 317

■ Index ■ 559
Simeonof Island 16540 · · · · · · · 317

Simpson Bay 16709· · · · · · · · · 149

Simpson Cove 16044 · · · · · · · · 495

Simpson Lagoon 16062· · · · · · · 493

Sinuk River 16200 · · · · · · · · · 473

Sirius Point 16441 · · · · · · · · · 418

Sisek Cove 16522 · · · · · · · · · · 368

Sisters, The 16661, 16660 · · · · · 227

Sitkagi Bluffs 16016 · · · · · · · · 137

Sitkalidak Island 16592· · · · · · · 262

Sitkalidak Lagoon 16592 · · · · · · 264

Sitkalidak Passage 16592 · · · · · · 263

Sitkalidak Passage Light 4 16592· · 263

Sitkalidak Strait 16592 · · · · · · · 262

Sitkin Point 16440 · · · · · · · · · 416

Sitkinak Dome 16580· · · · · · · · 269

Sitkinak Island 16590, 16580· · · · 268

Sitkinak Lagoon 16590, 16580 · · · 268

Sitkinak Strait 16590 · · · · · · · · 268

Siwash Bay 16705· · · · · · · · · · 165

Sixty Foot Rock Light 16645 · · · · 215

Sixty-foot Rock 16645 · · · · · · · 215

Skagul Island 16460 · · · · · · · · 412

Skagul Pass 16460 · · · · · · · · · 412

Skan Bay 16517· · · · · · · · · · · 364

Skan Point 16517 · · · · · · · · · · 364

Skipwith Reefs 16594· · · · · · · · 244

Skoot Cove 16436, 16423· · · · · · 421

Skull Cliff 16083 · · · · · · · · · · 489

Slate Island 16682 · · · · · · · · · 193

Slavna Point 16549 · · · · · · · · · 330

Sledge Island 16200 · · · · · · · · 475

Slipper Point 16708· · · · · · · · · 163

Slope Point 16486 · · · · · · · · · 399

Slough, The 16594 · · · · · · · · · 280

Small Bay 16522 · · · · · · · · · · 369

Small-craft facilities · · · · · · · · 126

Smith Bay 16067 · · · · · · · · · · 492

Smith Island 16705, 16709 · · · · · 177

Smoky Point 16011· · · · · · · · · 439

Snag Point 16322 · · · · · · · · · · 445

Snake River 16206 · · · · · · · · · 473

Snake River 16322 · · · · · · · · · 444

Snipe Point 16521 · · · · · · · · · 371

Snug Corner Cove 16708 · · · · · · 154

Snug Cove 16591 · · · · · · · · · · 272

Snug Harbor 16640· · · · · · · · · 224

Snug Harbor 16701· · · · · · · · · 179

Sobaka Rock 16441 · · · · · · · · · 418

Soldotna 16662, 16660 · · · · · · · 229

Solomon 16200 · · · · · · · · · · · 473

Solomon River 16200· · · · · · · · 473

Sombrero Point 16551 · · · · · · · 325

Sosbee Bay 16561· · · · · · · · · · 309

Source diagrams · · · · · · · · · · · 4

South Amaknak Rocks 16529 · · · 360

South Anchorage 16500 · · · · · · 387

South Arm 16471 · · · · · · · · · · 407

South Arm 16478 · · · · · · · · · · 401

South Arm 16597 · · · · · · · · · · 283

South Bay 16462 · · · · · · · · · · 411

South Bay 16705 · · · · · · · · · · 166

South Bight 16440 · · · · · · · · · 415

South Channel 16529 · · · · · · · 360

South Cove 16501 · · · · · · · · · 384

South Harbor 16549 · · · · · · · · 330

South Head 16442 · · · · · · · · · 419

South Island 16587, 16013 · · · · · 302

South Kalgin Bar 16611· · · · 201, 224

South Naknek 16323 · · · · · · · · 442

South Pass 16442 · · · · · · · · · · 419

South Pinnacle Rock 16535 · · · · 344

South Point 16594 · · · · · · · · · 251

South Rock 16513 · · · · · · · · · 373

South Twin Bay 16702 · · · · · · · 181

South Twin Peak 16591· · · · · · · 271

Southeast Cape 16006 · · · · · · · 461

Southeast Pass 16547· · · · · · · · 338

Southeast Rock 16723 · · · · · · · 139

Southwest Anchorage 16580 · · · · 269

Southwest Breaker 16723 · · · · · 139

Southwest Cape 16006 · · · · · · · 462

Southwest Point 16382 · · · · · · · 456

Sozavarika Island 16535 · · · · · · 333

Space Environment Center

(SEC) · · · · · · · · · · · 37, 506

Spafarief Bay 16005· · · · · · · · · 483

Special Notice to Mariners · · · · · 501

Special signals · · · · · · · · · · · · 29

Spectacle Island 16540 · · · · · · · 319

Sphinx Island 16705 · · · · · · · · 176

Spike Island 16710 · · · · · · · · · 150

Spire Rock 16521 · · · · · · · · · · 371

Spiridon Bay 16597· · · · · · · · · 283

Spithead 16529 · · · · · · · · · · · 357

Spitz Island 16561 · · · · · · · · · 309

Split Point 16471 · · · · · · · · · · 407

Split Top Mountain 16528 · · · · · 357

Spoil areas · · · · · · · · · · · · · · · 8

Spray Cape 16515· · · · · · · · · · 365

Spruce Cape 16595 · · · · · · · · · 252

Spruce Island 16594 · · · · · · · · 250

Spy Island 16062 · · · · · · · · · · 492

Square Point 16433· · · · · · · · · 423

Squaw Bay 16705 · · · · · · · · · · 165

Squaw Creek 16323· · · · · · · · · 443

Squaw Harbor 16553 · · · · · · · · 324

Squire Island 16704 · · · · · · · · 184

Squire Point 16704 · · · · · · · · · 184

Squirrel Bay 16702 · · · · · · · · · 183

Squirrel Island 16704· · · · · · · · 185

Squirrel River 16005 · · · · · · · · 485

Sredni Bight 16441 · · · · · · · · · 418

Sredni Point 16441 · · · · · · · · · 418

St. Catherine Cove 16535· · · · · · 336

St. George 16381 · · · · · · · · · · 455

St. George Harbor 16381 · · · · · · 455

St. George Island 16381 · · · · · · 455

St. Herman Bay 16595 · · · · · · · 257

St. Lawrence Island 16006 · · · · · 461

St. Matthew Island 16006· · · · · · 460

St. Matthews Bay 16708 · · · · · · 153

St. Michael Bay 16240 · · · · · · · 468

St. Michael Canal 16240 · · · · · · 468

St. Michael Island 16240 · · · · · · 468

St. Michael Mountain 16240 · · · · 468

St. Paul 16382 · · · · · · · · · · · 457

St. Paul Harbor 16595 · · · · · · · 254

St. Paul Harbor Entrance Light

16595 · · · · · · · · · · · · · 254

St. Paul Island 16382 · · · · · · · · 456

Stag Point 16549 · · · · · · · · · · 331

Stag Point Light 16549 · · · · · · · 331

Stair Mountain 16701 · · · · · · · 177

Stalemate Bank 16012 · · · · · · · 428

Standard Abbreviations for

Broadcast · · · · · · · · · · · · 22

Standard time· · · · · · · · · · · · 126

Staraya Bay 16522 · · · · · · · · · 369

Starichkof Reef 16487 · · · · · · · 396

Starr Point 16597· · · · · · · · · · 282

Starr Point Light 3 16597 · · · · · 282

Starr Rocks 16604 · · · · · · · · · 240

Station Bay 16513 · · · · · · · · · 373

Stebbins 16240 · · · · · · · · · · · 468

Steep Cape 16594 · · · · · · · · · · 278

Steeple Point 16511 · · · · · · · · 377

Stefansson Sound 16046, 16061 · · 493

Steller Cove 16421 · · · · · · · · · 425

Step Mountain 16648· · · · · · · · 221

Stepanof Cove 16511 · · · · · · · · 377

Stepanof Flats 16556, 16540 · · · · 314

Stephens Hill 16240 · · · · · · · · 468

Stephens Pass 16240 · · · · · · · · 468

Stepovak Bay 16556, 16540 · · · · 313

Sterling Shoal 16322 · · · · · · · · 444

Stevenson Entrance 16604 · · · · · 239

Stevenson Entrance 16606 · · · · · 207

Stockdale Harbor 16701, 16709 · · 179

Stockton Islands 16046· · · · · · · 494

Stonehouse Cove 16540 · · · · · · 314

Stony Point 16382 · · · · · · · · · 456

Storey Island 16705· · · · · · · · · 163

Storkersen Point 16061 · · · · · · 493

Storm surge · · · · · · · · · · · · · 25

Strait Bay 16522 · · · · · · · · · · 368

Strawberry Hill 16709 · · · · · · · 142

Strawberry Point 16723 · · · · · · 140

Stripe Point 16486 · · · · · · · · · 399

Stripe Rock 16594 · · · · · · · · · 243

Strogonof Point 16343 · · · · · · · 438

Stuart Island 16240· · · · · · · · · 468

Stuart Mountain 16240· · · · · · · 468

Stump Island 16061 · · · · · · · · 493

Sturdevant Rock 16441· · · · · · · 418

Sturgeon Head 16598 · · · · · · · 287

Sturgeon River 16598 · · · · · · · 287

560 ■ Index ■ Volume 9
Submarine cables and submerged

pipelines · · · · · · · · · · · · · 7

Submarine Emergency

Identification Signals and

Hazard to Submarines · · · · · 29

Submerged pipelines · · · · · · · · · 7

Sud Island 16606 · · · · · · · · · · 208

Sugarloaf Head 16460 · · · · · · · 414

Sugarloaf Island 16606 · · · · · · · 207

Sugarloaf Island 17301 · · · · · · · 131

Sugarloaf Island Shoal 17301 · · · 131

Sugarloaf Mountain 16006 · · · · · 460

Sukhoi Bay 16601 · · · · · · · · · 288

Suklik Island 16587, 16013· · · · · 302

Sukoi Bay 16648 · · · · · · · · · · 220

Sulua Bay 16590 · · · · · · · · · · 272

Summer Bay 16528· · · · · · · · · 357

Summit Island 16315· · · · · · · · 448

Sunday Harbor 16645 · · · · · · · 200

Sundstrom Island 16590 · · · · · · 267

Sunny Cove 16594 · · · · · · · · · 251

Sunny Cove 16682 · · · · · · · · · 190

Superstructure icing · · · · · · · · 116

Supplies· · · · · · · · · · · · · · · 125

Surf Bay 16532 · · · · · · · · · · · 351

Surface ship procedures for assisting

aircraft in distress · · · · · · · 16

Surface ship procedures for assisting

distressed surface vessels· · · · 16

Surok Point 16682 · · · · · · · · · 194

Surprise Bay 16681 · · · · · · · · · 197

Surprise Cove 16705 · · · · · · · · 170

Surprise Inlet 16700 · · · · · · · · 170

Surveyor Bay 16514 · · · · · · · · 373

Susitna Flats 16665· · · · · · · · · 227

Susitna Flats Light 16665 · · · · · 227

Susitna River 16663, 16660 · · · · 227

Sutwik Island 16568 · · · · · · · · 301

Sviechnikof Harbor 16480 · · · · · 393

Svitlak Island 16593 · · · · · · · · 259

Swallow Reef 16530· · · · · · · · · 361

Swanson Bay 16702 · · · · · · · · 187

Swanson Lagoon 16520 · · · · · · 436

Swanson Point 16702· · · · · · · · 187

Sweater Bay 16561 · · · · · · · · · 306

Swedania Point 16553 · · · · · · · 316

Sweeper Cove 16476 · · · · · · · · 405

Sweeper Cove Entrance Light 5

16476 · · · · · · · · · · · · · 405

Swift Point 16490· · · · · · · · · · 394

Swikshak Lagoon 16580 · · · · · · 293

Swirl Rock 16532 · · · · · · · · · · 350

Swirls · · · · · · · · · · · · · · · · 112

T

Taan Fiord 16741 · · · · · · · · · · 138

Table Island 16592 · · · · · · · · · 262

Table Island Light 16592 · · · · · · 262

Table Mountain 16606 · · · · · · · 208

Table Top Mountain 16518 · · · · · 362

Tachikuga 16006 · · · · · · · · · · 459

Tag Islands 16460· · · · · · · · · · 412

Tagadak Island 16478· · · · · · · · 402

Tagalak Island 16484 · · · · · · · · 400

Tagalak Pass 16484 · · · · · · · · · 400

Tahoma Reef 16440 · · · · · · · · · 421

Takli Island 16576, 16580 · · · · · 295

Takoma Cove 16645 · · · · · · · · 200

Taliudek Island 16594 · · · · · · · 250

Tallapoosa Shoal 16592· · · · · · · 264

Talus Bay 16683· · · · · · · · · · · 188

Talus Point 16531· · · · · · · · · · 352

Tana Bight 16475 · · · · · · · · · · 403

Tanaak Cape 16604 · · · · · · · · · 277

Tanadak Island 16442· · · · · · · · 420

Tanadak Island 16460· · · · · · · · 413

Tanadak Island 16480· · · · · · · · 393

Tanadak Pass 16442· · · · · · · · · 420

Tanaga Bay 16462· · · · · · · · · · 411

Tanaga Island 16460 · · · · · · · · 410

Tanaga Pass 16460 · · · · · · · · · 411

Tanaga Volcano 16462 · · · · · · · 411

Tanaklak Island 16478 · · · · · · · 402

Tanana · · · · · · · · · · · · · · · 467

Tanana River · · · · · · · · · · · · 467

Tanaskan Bay 16522 · · · · · · · · 368

Tangent Point 16081 · · · · · · · · 491

Tangik Island 16531 · · · · · · · · 349

Tanginak Anchorage 16592· · · · · 263

Tanginak Island 16531 · · · · · · · 349

Tanglefoot Bay 16599· · · · · · · · 287

Tanglefoot Beach 16599 · · · · · · 287

Tanker Island 16701 · · · · · · · · 146

Tanner Head 16591 · · · · · · · · · 271

Tapkaluk Islands 16082, 16081 · · · 491

Tarasof Point 16517· · · · · · · · · 364

Taroka Arm 16682 · · · · · · · · · 194

Tatik Point 16006 · · · · · · · · · · 462

Tatitlek 16708· · · · · · · · · · · · 155

Tatitlek Narrows 16707, 16708 · · · 155

Taylor Bay 16645 · · · · · · · · · · 200

Taz Basin 16682· · · · · · · · · · · 193

Teapot Rock 16471 · · · · · · · · · 401

Teck Island 16605· · · · · · · · · · 276

Telegraph Hill 16535 · · · · · · · · 333

Telemitz Island 16547 · · · · · · · 339

Teller 16204· · · · · · · · · · · · · 477

Telrod Cove 16597 · · · · · · · · · 284

Temnac Bay 164341, 16423· · · · · 426

Termination Point 16594 · · · · · · 252

Terrace Island 16570 · · · · · · · · 297

Territorial Sea · · · · · · · · · · · · 33

Terror Bay 16594 · · · · · · · · · · 281

The Ankau 16761 · · · · · · · · · · 134

The Cow Pens 16705 · · · · · · · · 165

The Ditch 16463 · · · · · · · · · · 409

The Haystacks 16553 · · · · · · · · 321

The Kitchen 16553 · · · · · · · · · 321

The Narrows 16594 · · · · · · · · · 280

The Narrows 16707 · · · · · · · · · 156

The Narrows 16710 · · · · · · · · · 149

The Needle 16701· · · · · · · · · · 178

The Paps 16762 · · · · · · · · · · · 132

The Pillars 16500 · · · · · · · · · · 381

The Race 16474 · · · · · · · · · · · 406

The Seven Sisters 16709 · · · · · · 148

The Signals 16463 · · · · · · · · · 410

The Signals 16522 · · · · · · · · · 367

The Sisters 16661, 16660· · · · · · 227

The Slough 16594 · · · · · · · · · 280

The Triplets 16594 · · · · · · · · · 250

The Twins 16315 · · · · · · · · · · 448

The Whaleback 16553 · · · · · · · 321

Theodore Point 16430 · · · · · · · 426

Theodore River 16663, 16660 · · · 227

Thetis Island 16062· · · · · · · · · 492

Thin Point 16535 · · · · · · · · · · 333

Thinpoint Cove 16535 · · · · · · · 333

Thistle Cove 17301 · · · · · · · · · 131

Thistle Rock 16597 · · · · · · · · · 284

Thomas Rock 16594 · · · · · · · · 246

Threatened Marine and

Anadromous Species · · · · · 103

Three Arm Bay 16471· · · · · · · · 407

Three Brothers 16594 · · · · · · · 250

Three Hole Bay 16682 · · · · · · · 193

Three Island Bay 16521· · · · · · · 370

Three Pillar Point 16594 · · · · · · 249

Three Saints Bay 16592 · · · · · · 265

Three Sisters Island 16471 · · · · · 407

Three Sisters Rocks 16592 · · · · · 263

Three Star Point 16556, 16540 · · · 310

Threemile Creek 16663, 16660 · · · 226

Thumb Bay 16702 · · · · · · · · · 184

Thumb Cove 16682 · · · · · · · · · 190

Thumb Mountain 16300 · · · · · · 451

Thumb Point 16500 · · · · · · · · 381

Thunder Bay 16682· · · · · · · · · 194

Thunder Point 16475 · · · · · · · · 404

Tidal Current Tables · · · · · · · · 500

Tide rips· · · · · · · · · · · · · · · 112

Tide Tables · · · · · · · · · · · 36, 500

Tiderip Point 16513· · · · · · · · · 373

Tides · · · · · · · · · · · · · · · · 112

Tidgituk Island 16462 · · · · · · · 411

Tigalda Bay 16531 · · · · · · · · · 347

Tigalda Island 16531 · · · · · · · · 347

Tiger Cape 16594 · · · · · · · · · · 280

Tigvariak Island 16046 · · · · · · · 494

Tillamook Cove 16480 · · · · · · · 395

Time · · · · · · · · · · · · · · · · · · 3

Time Signals · · · · · · · · · · · · · 24

■ Index ■ 561
Time, Standard · · · · · · · · · · · 126

Tin City 16200 · · · · · · · · · · · 481

Tiny Island 16004· · · · · · · · · · 491

Tiny Island 16603, 16576 · · · · · · 293

Togiak 16315 · · · · · · · · · · · · 448

Togiak Bay 16315 · · · · · · · · · · 448

Togiak National Wildlife

Refuge · · · · · · · · · · 444, 447

Tolstoi Point 16200 · · · · · · · · · 470

Tolstoi Point 16381 · · · · · · · · · 455

Tolstoi Point 16382 · · · · · · · · · 457

Tolstoi Point 16604 · · · · · · · · · 241

Tombstone Rocks 16598 · · · · · · 287

Tongue Point 16315, 16305 · · · · 448

Tongue Point 16707 · · · · · · · · 157

Tonki Bay 16604 · · · · · · · · · · 241

Tonki Cape 16604· · · · · · · · · · 241

Tonki Cape Light 16604 · · · · · · 242

Tonsina Bay 16681 · · · · · · · · · 199

Tooth Cove 16682· · · · · · · · · · 193

Tooth Mountain 16300 · · · · · · · 451

Topkok Head 16200· · · · · · · · · 472

Torch Bay 17301 · · · · · · · · · · 131

Towage· · · · · · · · · · · · · 125, 206

Traders Cove 16500 · · · · · · 381, 389

Traders Cove 16535 · · · · · · · · · 335

Traffic Separation Scheme

(Prince William Sound) · · · · 143

Traffic Separation Scheme

(Traffic Lanes) · · · · · · · · · 110

Traffic Separation Scheme,

Prince William Sound· · · · · 156

Traffic Separation Schemes

(Traffic Lanes) · · · · · · · · · 32

Trap Point 16591 · · · · · · · · · · 272

Trava Point 16514 · · · · · · · · · 372

Treeless Islet 16594 · · · · · · · · · 245

Triangle Island 16006· · · · · · · · 459

Trident Bay 16531 · · · · · · · · · 349

Trinity Islands 16580 · · · · · · · · 268

Trinity Point 16706 · · · · · · · · · 171

Triplet Rocks 16531· · · · · · · · · 352

Triplets, The 16594 · · · · · · · · · 250

Trunk Point 16463 · · · · · · · · · 409

Tsaa Fiord 16741 · · · · · · · · · · 138

Tsunamis · · · · · · · · · · · · · · · 24

Tsunamis (seismic sea waves) · · · 112

Tugidak Island 16580 · · · · · · · · 269

Tugidak Passage 16580 · · · · · · · 269

Tuksuk Channel 16204 · · · · · · · 477

Tulik Volcano 16513 · · · · · · · · 374

Tuman Point 16460· · · · · · · · · 414

Tununak (Tanunak) 16006 · · · · · 463

Turf Point 16480 · · · · · · · · · · 392

Turnagain Arm 16665, 16663 · · · 232

Turner Glacier 16761 · · · · · · · · 136

Turner Island 16540 · · · · · · · · 319

Turtle Reef 16648 · · · · · · · · · · 222

Tutka Bay 16645 · · · · · · · · · · 215

Tutka Bay Lagoon 16645 · · · · · · 215

Tuxedni Bay 16640 · · · · · · · · · 224

Tuxedni Channel 16640 · · · · · · 224

Twelve Fathom Strait 16540 · · · · 318

Twin Bays 16463 · · · · · · · · · · 409

Twin Heads 16594 · · · · · · · · · 278

Twin Islands 16682 · · · · · · · · · 193

Twin Mountain 16006 · · · · · · · 458

Twin Peaks 16591· · · · · · · · · · 271

Twin Rocks 16442 · · · · · · · · · 419

Twin Rocks 16709 · · · · · · · · · 141

Twins 16540· · · · · · · · · · · · · 319

Twins, The 16315 · · · · · · · · · · 448

Two Arm Bay 16682 · · · · · · · · 194

Two Moon Bay 16708 · · · · · · · · 154

Twoheaded Island 16590 · · · · · · 266

Tyndall Glacier 16741 · · · · · · · 138

Tyonek 16663, 16660 · · · · · · · · 226

Tzuse Shoal 16761 · · · · · · · · · 134

U

U.S. Army Corps of Engineers

(USACE) · · · · · · · · · · · · 38

U.S. Army Corps of Engineers

(USACE) Offices · · · · · · · · 502

U.S. Citizenship and Immigration

Services · · · · · · · · · · · · · 39

U.S. Coast Guard · · · · · · · · · · · 39

U.S. Coast Guard Maritime Security

(MARSEC) Levels· · · · · · · · 32

U.S. Customs and Border

Protection · · · · · · · · · · · 41

U.S. Nautical Chart Numbering

System · · · · · · · · · · · · · · 7

U.S. Naval Observatory· · · · · · · · 38

Udagak Bay 16522 · · · · · · · · · 368

Udagak Strait 16522 · · · · · · · · 367

Udamak Cove 16517 · · · · · · · · 364

Udamat Bay 16522 · · · · · · · · · 368

Ugadaga Bay 16522 · · · · · · · · · 369

Ugaiushak Island 16568 · · · · · · 300

Ugak Bay 16593· · · · · · · · · · · 260

Ugak Island 16593 · · · · · · · · · 260

Ugamak Bay 16531 · · · · · · · · · 346

Ugamak Island 16531· · · · · · · · 346

Ugamak Strait 16531 · · · · · · · · 347

Uganik Bay 16576, 16597· · · · · · 281

Uganik East Passage 16576, 16597 · 281

Uganik Island 16576, 16597 · · · · 281

Uganik Passage 16576, 16597 · · · 281

Ugashik 16011 · · · · · · · · · · · 439

Ugashik Bay 16011 · · · · · · · · · 439

Ugashik River 16011 · · · · · · · · 439

Ugidak Island 16460 · · · · · · · · 412

Ukivok 16200 · · · · · · · · · · · · 475

Ukolnoi Island 16551 · · · · · · · · 328

Ukolnoi Island Light 16551· · · · · 328

Ulak Island 16460· · · · · · · · · · 413

Ulak Island 16478· · · · · · · · · · 401

Ulak Pass 16460· · · · · · · · · · · 413

Ulakta Head 16529 · · · · · · · · · 357

Uliaga Island 16501· · · · · · · · · 383

Uliaga Pass 16501· · · · · · · · · · 382

Ultramarine Glacier 16705 · · · · · 175

Ulva Cove 16460 · · · · · · · · · · 413

Umak Bight 16477 · · · · · · · · · 402

Umak Island 16477 · · · · · · · · · 402

Umak Pass 16477 · · · · · · · · · · 402

Umga Island 6535· · · · · · · · · · 333

Umia Island 16547 · · · · · · · · · 339

Umnak Island 16500 · · · · · · · · 374

Umnak Pass 16513 · · · · · · · · · 374

Unakwik Inlet 16700 · · · · · · · · 164

Unalakleet 16200 · · · · · · · · · · 470

Unalakleet River 16200 · · · · · · · 470

Unalakleet River South Spit

Light 16200 · · · · · · · · · · 470

Unalaska 16529 · · · · · · · · · · · 360

Unalaska Bay 16528· · · · · · · · · 355

Unalaska Island 16011 · · · · · · · 355

Unalga Bight 16474· · · · · · · · · 407

Unalga Island 16460 · · · · · · · · 412

Unalga Island 16528 · · · · · · · · 353

Unalga Pass 16528 · · · · · · · · · 354

Unavikshak Island 16566 · · · · · · 303

Under-keel clearances · · · · · · · · · 2

Unga 16553 · · · · · · · · · · · · · 325

Unga Cape 16553 · · · · · · · · · · 325

Unga Island 16540, 16553, 16551 · 324

Unga Reef 16553 · · · · · · · · · · 323

Unga Spit Light 16553 · · · · · · · 317

Unga Spit Light 16553, 16557 · · · 325

Unga Strait 16553 · · · · · · · · · 317

Uniform State Waterway Marking

System · · · · · · · · · · · · · 12

Uniktali Bay 16522 · · · · · · · · · 368

Unimak Bight 16520 · · · · · · · · 344

Unimak Cove 16547 · · · · · · · · 338

Unimak Island 16520 · · · · · · · · 344

Unimak Pass 16520 · · · · · · · · · 345

Unimak Pass Shipping Safety

Fairway · · · · · · · · · · · · 346

Upper Arm 16475 · · · · · · · · · · 403

Upper Passage 16705 · · · · · · · · 176

Urilia Bay 16520 · · · · · · · · · · 435

Ursus Cove 16648· · · · · · · · · · 221

USACE · · · · · · · · · · · · · · · 502

Useless Cove 16708 · · · · · · · · · 163

Ushagat Island 16606 · · · · · · · · 208

Uski Island 16595 · · · · · · · · · · 257

Usof Bay 16521 · · · · · · · · · · · 370

Ustiugof Shoal 16322 · · · · · · · · 444

Utukok River 16088· · · · · · · · · 487

562 ■ Index ■ Volume 9
Uyak 16599 · · · · · · · · · · · · · 284

Uyak Anchorage 16599 · · · · · · · 284

Uyak Bay 16597 · · · · · · · · · · · 283

Uyak Island 16490 · · · · · · · · · 395

Uzkosti Point 16594 · · · · · · · · 247

V

Valdez 16707 · · · · · · · · · · · · 159

Valdez Arm 16707, 16708· · · · · · 156

Valdez Narrows 16707 · · · · · · · 157

Valley of Ten Thousand Smokes

16580 · · · · · · · · · · · · · 296

Vasilief Bay 16480· · · · · · · · · · 394

Vasilief Rock 16595 · · · · · · · · · 254

Vega Bay 16441 · · · · · · · · · · · 418

Vega Point 16441 · · · · · · · · · · 418

Veniaminof Crater 16561, 16013 · · 308

Venisa Point 17301 · · · · · · · · · 131

Verdant Island 16701 · · · · · · · · 186

Vessel Arrival Inspections· · · · · · 125

Vessel Bridge-to-Bridge

Radiotelephone Regulations · · 43

Vessel Traffic Management· · · · · · 63

Vessel Traffic Service

(Prince William Sound

Vessel Traffic Service) · · · · · 143

Vessel Traffic Service (VTS)· · · · · 110

Vessel Traffic Service, Prince

William Sound · · · · · · · · 156

Vessel Watering Points· · · · · · · · 39

Vessels Carrying Oil in Bulk · · · · · 49

VHF-FM Radiotelephone· · · · · · · 30

Viekoda Bay 16576, 16597 · · · · · 280

Viesoki Island 16593 · · · · · · · · 259

Village Cove 16382 · · · · · · · · · 457

Village Islands 16597 · · · · · · · · 282

Village Reef 16463 · · · · · · · · · 409

Village Reefs 16594 · · · · · · · · · 244

Village Shoal 16761· · · · · · · · · 136

Vincennes Point 16474 · · · · · · · 407

Virgin Bay 16707, 16708 · · · · · · 155

Virgin Peak 16561, 16566 · · · · · 305

Vodapoini Point 16549 · · · · · · · 331

Volcano Bay 16517 · · · · · · · · · 363

Volcano Bay 16549 · · · · · · · · · 327

Vsevidof Island 16500· · · · · · · · 381

Vulcan Point 16441 · · · · · · · · · 419

Vulcan Point 16531 · · · · · · · · · 352

W

Wainwright 16085 · · · · · · · · · 488

Wainwright Inlet 16085 · · · · · · 488

Wainwright Lagoon 16085 · · · · · 488

Wales 16200· · · · · · · · · · · · · 481

Wall Bay 16487 · · · · · · · · · · · 398

Walrus Island 16363 · · · · · · · · 437

Walrus Island 16382 · · · · · · · · 456

Walrus Islands 16315 · · · · · · · · 447

Walrus Islands State Game Sanctuary

16011, 16315, 16305 · · · · · 448

Walrus Peaks 16535 · · · · · · · · 333

Wanda Island 16547 · · · · · · · · 338

Warehouse Bluff 16300 · · · · · · · 451

Warehouse Creek 16300 · · · · · · 451

Warner Bay 16561, 16566 · · · · · 305

Waskanareska Bay 16594 · · · · · · 280

Watch Point 16646 · · · · · · · · · 212

Waterfall Point 16553· · · · · · · · 315

Weasel Cove 16597 · · · · · · · · · 284

Weasel Mountain 16566 · · · · · · 304

Weather, Alaska Peninsula · · · · · 291

Weather, Anchorage Vicinity · · · · 234

Weather, Arctic Ocean · · · · · · · 480

Weather, Barrow Vicinity · · · · · · 490

Weather, Barter Island Vicinity · · · 496

Weather, Bethel Vicinity · · · · · · 452

Weather, Cape Spencer to

Beaufort Sea· · · · · · · · · · 113

Weather, Cape Spencer to

Cook Inlet · · · · · · · · · · · 129

Weather, Cold Bay · · · · · · · · · 332

Weather, Cordova and vicinity · · · 152

Weather, Eek Island Vicinity · · · · 454

Weather, Homer Vicinity · · · · · · 216

Weather, Icy Bay and vicinity· · · · 138

Weather, Iliamna Bay · · · · · · · · 222

Weather, Kanak Island and vicinity· 140

Weather, Kenai · · · · · · · · · · · 228

Weather, King Salmon Vicinity· · · 442

Weather, Kodiak Vicinity · · · · · · 255

Weather, Kotzebue Vicinity· · · · · 484

Weather, Kvichak and Nushagak

Bays Vicinity· · · · · · · · · · 440

Weather, Nome and Norton

Sound Vicinity · · · · · · · · 474

Weather, Norton Sound Vicinity · · 465

Weather, Nushagak Bay Vicinity · · 446

Weather, Port Clarence Vicinity · · 477

Weather, Port Graham · · · · · · · 211

Weather, Pribilof Island Vicinity · · 454

Weather, Prince William Sound · · 145

Weather, Savoonga Vicinity· · · · · 462

Weather, Seward and vicinity· · · · 190

Weather, Shumagin Islands · · · · 317

Weather, St. Paul Vicinity · · · · · 457

Weather, Unalakleet Vicinity · · · · 470

Weather, Yakutat Vicinity· · · · · · 134

Wedge Point 16471 · · · · · · · · · 406

Wedge Point 16515 · · · · · · · · · 366

Weedy Shoals 16553 · · · · · · · · 326

Welcome Bay 16531 · · · · · · · · 347

Wells Bay 16700 · · · · · · · · · · 164

Wells Passage 16705 · · · · · · · · 166

Wessels Reef 16700 · · · · · · · · · 144

West Amatuli Island 16606 · · · · · 207

West Anchor Cove 16535 · · · · · · 336

West Arm 16433 · · · · · · · · · · 424

West Arm 16478 · · · · · · · · · · 401

West Arm 16645 · · · · · · · · · · 200

West Arm 16681 · · · · · · · · · · 197

West Cape 16549 · · · · · · · · · · 331

West Channel Island 16570· · · · · 297

West Chunu Point 16463 · · · · · · 408

West Cove 16434, 16423 · · · · · · 427

West Cove 16553 · · · · · · · · · · 316

West Foreland 16663, 16662 · · · · 226

West Head 16553 · · · · · · · · · · 323

West Nagai Strait 16553 · · · · · · 321

West Point 16006 · · · · · · · · · · 452

West Point 16516 · · · · · · · · · · 366

West Point 16597 · · · · · · · · · · 282

West Twin Bay 16705 · · · · · · · · 166

Westdahl Cove 16681 · · · · · · · · 199

Westdahl Rock 16535 · · · · · · · · 336

Western Channel 16710 · · · · · · 151

Western Inlet 16604 · · · · · · · · 274

Western Point 16463 · · · · · · · · 409

Whale Bay 16547 · · · · · · · · · · 338

Whale Bay 16701 · · · · · · · · · · 186

Whale Island 16240· · · · · · · · · 469

Whale Island 16594· · · · · · · · · 245

Whale Passage 16594 · · · · · · · · 246

Whaleback, The 16553 · · · · · · · 321

Whalebone Cape 16521 · · · · · · · 370

Whalen Bay 16708 · · · · · · · · · 154

Wharf Point 16480 · · · · · · · · · 391

Whidbey Bay 16683· · · · · · · · · 188

Whirl Point 16535 · · · · · · · · · 334

Whirlpool Point 16590 · · · · · · · 268

Whirlpool Point Light 16590 · · · · 268

Whirlpool Rock 16471 · · · · · · · 406

White Gull Island 16648 · · · · · · 222

White Mountain 16200 · · · · · · · 472

White Point 16486 · · · · · · · · · 399

White Rock 16591 · · · · · · · · · 271

Whittier 16706 · · · · · · · · · · · 171

Wide Bay 16528· · · · · · · · · · · 361

Wide Bay 16570· · · · · · · · · · · 297

Wide Bay 16592· · · · · · · · · · · 266

Wilby Island 16701, 16709 · · · · · 179

Wildcat Cove 16681· · · · · · · · · 195

Wildcat Pass 16681 · · · · · · · · · 195

Will Rogers Memorial 16082 · · · · 489

Willard Island 16705 · · · · · · · · 170

William Cove 16440 · · · · · · · · 416

Williams Reef 16594 · · · · · · · · 252

Williamsport 16648· · · · · · · · · 222

Williwaw Cove 16440 · · · · · · · · 416

Williwaw Point 16514 · · · · · · · 372

Williwaws · · · · · · · · · · · · · · 117

■ Index ■ 563
Wilson Bay 16702· · · · · · · · · · 180

Wind Bound Bay 16553· · · · · · · 315

Winds · · · · · · · · · · · · · · · · · 3

Windy Bay 16561, 16013 · · · · · · 307

Windy Bay 16645 · · · · · · · · · · 200

Windy Bay 16709 · · · · · · · · · · 149

Windy Cove 16240 · · · · · · · · · 465

Wingham Island 16723 · · · · · · · 140

Winter Guidelines for Operating

in Cook Inlet 16660, 16640 · · 202

Winter Island 16594 · · · · · · · · 244

Wislow Island 16518 · · · · · · · · 362

Witchcraft Point 16441 · · · · · · · 418

Wolcott Reef 16598 · · · · · · · · · 286

Womens Bay 16596 · · · · · · · · · 258

Wonder Bay 16604 · · · · · · · · · 274

Wood River 16322 · · · · · · · · · 445

Wooded Island 16594 · · · · · · · · 250

Wooded Islands 16701 · · · · · · · 146

Woody Island 16594 · · · · · · · · 253

Woody Island Light 16594 · · · · · 253

Wooly Head 16553 · · · · · · · · · 321

Woronzof Shoal 16663, 16665 · · · 234

Wosnesenski Island 16551 · · · · · 328

Wrangell Cove 16430 · · · · · · · · 425

Y

Yahtse Glacier 16741 · · · · · · · · 138

Yakataga Reef 16016 · · · · · · · · 138

Yakutat 16761· · · · · · · · · · · · 134

Yakutat Bay 16761 · · · · · · · · · 133

Yakutat Glacier 16760 · · · · · · · 133

Yakutat Roads 16761 · · · · · · · · 136

Yale Glacier · · · · · · · · · · · · · 170

Yalik Bay 16681 · · · · · · · · · · · 197

Yalik Glacier 16681 · · · · · · · · · 199

Yantarni Bay 16568 · · · · · · · · · 300

Yentna River 16660 · · · · · · · · · 227

Yoke Pass 16478 · · · · · · · · · · 402

York 16200 · · · · · · · · · · · · · 476

Yugnat Rocks 16603, 16576 · · · · 293

Yukon Delta 16006, 16240 · · · · · 466

Yukon Delta National Wildlife

Refuge · · · · · · · · · · · · · 466

Yukon Harbor 16540 · · · · · · · · 318

Yukon Hill 16300 · · · · · · · · · · 451

Yukon Island 16645· · · · · · · · · 215

Yukon River 16006, 16240 · · 432, 467

Yukuk Bay 16594 · · · · · · · · · · 280

Yunaska Island 16500· · · · · · · · 386

Yuzhni Point 16594· · · · · · · · · 247

Z

Zachar Bay 16597· · · · · · · · · · 285

Zachary Bay 16553 · · · · · · · · · 326

Zaikof Bay 16709 · · · · · · · · · · 147

Zaikof Point 16709 · · · · · · · · · 147

Zaimka Island 16596 · · · · · · · · 258

Zaliva Point 16478 · · · · · · · · · 402

Zapad Head 16441 · · · · · · · · · 417

Zapadni Bay 16381 · · · · · · · · · 455

Zapadni Point 16382 · · · · · · · · 457

Zapadni Point 16594 · · · · · · · · 250

Zeto Point 16475 · · · · · · · · · · 405

Ziegler Cove 16705 · · · · · · · · · 168

Zip Rock 17301 · · · · · · · · · · · 130

564 ■ Index ■ Volume 9
This record of your experience and observations when

traversing the coast, entering port, and/or navigating

inside waters will be used to update the Coast Pilot.

OBSERVER: NAME AND ADDRESS

TEL. (Daytime)

DATE OF OBSERVATION

DATE OF SUBMISSION

VESSEL NAME AND ADDRESS

GEOGRAPHIC LOCATION

(Refer to charted objects by distance and bearing and/or include latitude/longitude, as applicable)

CHART NUMBER COAST PILOT NUMBER and EDITION NUMBER

CHANGES TO EXISTING COAST PILOT TEXT

Give recommended revised language for the book. Identify affected text by page, paragraph(s), and line number(s). State the

source of the information if other than personal observation.

(Continue on plain paper)

U.S DEPARTMENT OF COMMERCE

NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION

NOAA Form 77-6

COAST PILOT REPORT

SUBMIT TO:

NATIONAL OCEAN SERVICE, NOAA (N/CS51)

1315 EAST-WEST HIGHWAY, STATION 6230

SILVER SPRING, MD 20910-3282

FAX: . . . . . . . . . . . . . . . . . . . 301-713-9312

INTERNET: . . . . . . Coast.Pilot@noaa.gov

OMF Approval number 0648-0007 Expires 12/31/2010
REQUEST FOR SURVEYS OR CHART CHANGE

List area for which surveys and/or changes in chart format, scale, or layout are needed. Include the name and geographic position of the area, the chart number of the largest scale chart that covers the area, and the reason for the request.

(Continue on plain paper)

ADDITIONAL INFORMATION FOR THE COAST PILOT

We are particularly interested in information about unusually strong current; prominent landmarks; objects which provide

particularly good radar return; sheltered anchorages (be explicit on direction of weather and type of bottom observed); drawbridge operation changes (e.g, drawbridge remains permanently in open position); changes in pilot pick-up points; changes in

radio frequencies monitored by pilots, marine exchanges, harbor masters, or drawbridges.

This information is required as part of NOAA's function to maintain marine nautical charts. The information obtained will be used to update the Coast

Pilot. Your response is voluntary and will be a matter of public record. Public reporting burden for this collection is estimated to average thirty minutes

per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information,

including suggestions for reducing this burden, to the National Ocean Service (N/CS51), 1315 East-West Highway, Silver Spring, MD 20910-3282;

and to the Office of Management and Budget, Paperwork Reduction Project (0648-0007) Washington, DC 20503.
This record of your experience and observations when

traversing the coast, entering port, and/or navigating

inside waters will be used to update the Coast Pilot.

OBSERVER: NAME AND ADDRESS

TEL. (Daytime)

DATE OF OBSERVATION

DATE OF SUBMISSION

VESSEL NAME AND ADDRESS

GEOGRAPHIC LOCATION

(Refer to charted objects by distance and bearing and/or include latitude/longitude, as applicable)

CHART NUMBER COAST PILOT NUMBER and EDITION NUMBER

CHANGES TO EXISTING COAST PILOT TEXT

Give recommended revised language for the book. Identify affected text by page, paragraph(s), and line number(s). State the

source of the information if other than personal observation.

(Continue on plain paper)

U.S DEPARTMENT OF COMMERCE

NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION

NOAA Form 77-6

COAST PILOT REPORT

SUBMIT TO:

NATIONAL OCEAN SERVICE, NOAA (N/CS51)

1315 EAST-WEST HIGHWAY, STATION 6230

SILVER SPRING, MD 20910-3282

FAX: . . . . . . . . . . . . . . . . . . . 301-713-9312

INTERNET: . . . . . . Coast.Pilot@noaa.gov

OMF Approval number 0648-0007 Expires 12/31/2010
REQUEST FOR SURVEYS OR CHART CHANGE

List area for which surveys and/or changes in chart format, scale, or layout are needed. Include the name and geographic

position of the area, the chart number of the largest scale chart that covers the area, and the reason for the request.

(Continue on plain paper)

ADDITIONAL INFORMATION FOR THE COAST PILOT

We are particularly interested in information about unusually strong current; prominent landmarks; objects which provide

particularly good radar return; sheltered anchorages (be explicit on direction of weather and type of bottom observed); drawbridge operation changes (e.g, drawbridge remains permanently in open position); changes in pilot pick-up points; changes in

radio frequencies monitored by pilots, marine exchanges, harbor masters, or drawbridges.

This information is required as part of NOAA's function to maintain marine nautical charts. The information obtained will be used to update the

Coast Pilot. Your response is voluntary and will be a matter of public record. Public reporting burden for this collection is estimated to average

thirty minutes per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data

needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this

collection of information, including suggestions for reducing this burden, to the National Ocean Service (N/CS51), 1315 East-West Highway, Silver Spring, MD 20910-3282; and to the Office of Management and Budget, Paperwork Reduction Project (0648-0007) Washington, DC 20503.
This record of your experience and observations when

traversing the coast, entering port, and/or navigating

inside waters will be used to update the Coast Pilot.

OBSERVER: NAME AND ADDRESS

TEL. (Daytime)

DATE OF OBSERVATION

DATE OF SUBMISSION

VESSEL NAME AND ADDRESS

GEOGRAPHIC LOCATION

(Refer to charted objects by distance and bearing and/or include latitude/longitude, as applicable)

CHART NUMBER COAST PILOT NUMBER and EDITION NUMBER

CHANGES TO EXISTING COAST PILOT TEXT

Give recommended revised language for the book. Identify affected text by page, paragraph(s), and line number(s). State the

source of the information if other than personal observation.

(Continue on plain paper)

U.S DEPARTMENT OF COMMERCE

NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION

NOAA Form 77-6

COAST PILOT REPORT

SUBMIT TO:

NATIONAL OCEAN SERVICE, NOAA (N/CS51)

1315 EAST-WEST HIGHWAY, STATION 6230

SILVER SPRING, MD 20910-3282

FAX: . . . . . . . . . . . . . . . . . . . 301-713-9312

INTERNET: . . . . . . Coast.Pilot@noaa.gov

OMF Approval number 0648-0007 Expires 12/31/2010
REQUEST FOR SURVEYS OR CHART CHANGE

List area for which surveys and/or changes in chart format, scale, or layout are needed. Include the name and geographic position of the area, the chart number of the largest scale chart that covers the area, and the reason for the request.

(Continue on plain paper)

ADDITIONAL INFORMATION FOR THE COAST PILOT

We are particularly interested in information about unusually strong current; prominent landmarks; objects which provide

particularly good radar return; sheltered anchorages (be explicit on direction of weather and type of bottom observed); drawbridge operation changes (e.g, drawbridge remains permanently in open position); changes in pilot pick-up points; changes in

radio frequencies monitored by pilots, marine exchanges, harbor masters, or drawbridges.

This information is required as part of NOAA's function to maintain marine nautical charts. The information obtained will be used to update the

Coast Pilot. Your response is voluntary and will be a matter of public record. Public reporting burden for this collection is estimated to average

thirty minutes per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data

needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this

collection of information, including suggestions for reducing this burden, to the National Ocean Service (N/CS51), 1315 East-West Highway, Silver Spring, MD 20910-3282; and to the Office of Management and Budget, Paperwork Reduction Project (0648-0007) Washington, DC 20503.